J IGNITION 8D - 1

IGNITION

CONTENTS

page page

GENERAL INFORMATION 1 4.2L SIX-CYLINDER ENGINE 40

2.5L FOUR-CYLINDER ENGINE 6 5.9L ENGINES ................. 63
4.0L SIX-CYLINDER ENGINE .23 IGNITION SWITCH /. 84

GENERAL INFORMATION

INDEX

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' page page
Distributor Cap 1 Spark Plug Cables 2
Distributor Rotor 1 Spark Plugs . 3
Distributors 1

DISTRIBUTOR CAP Do n o t r e m o v e t h e charred c o m p o u n d . Test t h e

spring for insufficient tension. Replace a rotor that
Inspection displays a n y of the adverse conditions. Coat the tip
Remove t h e distributor cap and wipe it clean with a of a replacement rotor with Jeep/Eagle Silicone
dry lint free cloth. Visually inspect t h e cap for cracks, Dielectric C o m p o u n d or equivalent.
carbon paths, broken towers, white deposits on the in­
side (caused by condensation entering the cap through DISTRIBUTORS
cracks), and damaged rotor button (Fig. 1 and Fig. 2).
Replace any cap t h a t displays charred or eroded termi­ 2.5L and 4.0 L Engines
nals. The machined surface of a terminal end (faces The distributors used in 2.5L and 4.0L engines do not
toward rotor) will indicate some evidence of erosion have built in centrifugal or vacuum assisted advance.
from normal operation. Examine t h e terminal ends for Ignition timing advance is controlled by t h e Engine
evidence of mechanical interference with the rotor tip. Control Unit (ECU). These distributors are locked in
If replacement of the distributor cap is necessary,
transfer sparkplug wires from the original c a p to
the n e w c a p o n e at a time. Ensure that e a c h wire
is installed into the tower of the n e w c a p that cor­
responds to its tower position i n the original c a p .
Fully seat the wires into the towers.
If necessary, refer to the appropriate engine firing
diagram (Figures 3, 4, 5).

DISTRIBUTOR ROTOR
Visually inspect the rotor for cracks, evidence of cor­
rosion and t h e effects of arcing on t h e metal tip, and
evidence of mechanical interference with the cap (Fig.
6). Some charring is normal on the end of the metal tip.
The silicone dielectric compound applied to the rotor tip
for radio interference noise suppression (six-and eight-
cylinder engines) will appear charred. This is normal.
Fig. 1 Distributor Cap Inspection—External
place by an ear on the distributor housing t h a t the hold 4.2L Engines
down bolt passes through when the distributor is in­ The distributor used in 4.2L engines are equipped
stalled. with centrifugal and vacuum assisted advance. Ignition
timing is controlled through the engine Microprocessor
Control Unit (MCU).

5.9L Engines
CHARRED O R
ERODED The distributor used in 5.9L engines are equipped
TERMINALS with centrifugal and vacuum assisted advance to ad­
vance the engine timing the correct number of degrees
during engine operation.

SPARK PLUG CABLES

Spark Plug cables are sometimes referred to as sec­
WORN OR ondary ignition wires. The wires transfer electrical cur­
DAMAGED rent from the distributor to individual spark plugs at
ROTOR B U T T O N

CARBON PATH LEFT BANK

J908D-5
© @ © ®

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Fig. 2 Distributor Cap inspection—Internal

CLOCKWISE ROTATION
FRONT 1.8-4-3-6-5.7-2
RIGHT BANK

<D © ® ©
000 O FRONT ]
0
J8909-156
FIRING ORDER:
1 3 4 2
0 Fig. 5 Engine Firing Order—5.9L
CLOCKWISE
ROTATION 10. INSUFFICIENT
SPRING

0 J908D-6
TENSION

Fig. 3 Engine Firing Order—2.5L

|FRONT)>

0© 0© ©o
FIRING ORDER: CRACKS
1 5 3 6 2 4
ROTOR ^ EVIDENCE
CLOCKWISE
TIP OF
ROTATION
CORRODED PHYSICAL
CONTACT
J908D-7 J908D-8
W I T H CAP

Fig. 4 Engine Firing Order—4.OL and 4.2L Fig. 6 Distributor Rotor Inspection—Typical
J IGNITION
each cylinder. The spark plug cables are of nonmetallic
construction and have a built in resistance. The cables
provide suppression of radio frequency emissions from
the ignition system.
Check the high-tension cable connections for good
contact at the ignition coil, distributor cap towers and
spark plugs. Terminals should be fully seated. The ter­
minals and spark plug covers should be in good condi­
tion. Terminals should fit tightly to the ignition coil,
distributor cap, and spark plugs. The spark plug cover
(boot) of the cable should fit tight around the spark plug
insulator. Loose cable connections can cause corrosion
and increase resistance resulting in shorter cable ser­
vice life. To maintain proper s e a l i n g - a t - t h e t e r m i n a l
connections, the connections should not be broken un­
less they are damaged or testing indicates that high
resistance, an open circuit, or other damage.
Clean high tension cables with a cloth moistened with
a nonflammable solvent and wipe dry. Check for brittle
or cracked insulation.
When testing secondary cables for damage with an
oscilloscope, follow the instructions of the equipment
manufacturer.
If an oscilloscope is not available, spark plug cables
may be tested as follows:
CAUTION: Do not leave any one spark plug cable dis­
connected for longer than necessary during testing or
possible heat damage to the catalytic converter will
occur. Total test time must not exceed ten minutes.
With the engine not running, connect one end of a test
probe to a good ground. Start the engine and run the
other end of the test probe along the entire length of all
spark plug cables. If cables are cracked or punctured,
there will be a noticeable spark jump from the damaged
area to the test probe. The cable running from the coil
to the distributor cap can be checked in the same man­
ner. Cracked, damaged or faulty cables should be re­
placed with resistance type cable which can be
identified by the words "Electronic Suppression"
printed on the cable jacket.
Use an Ohmmeter (tool C-4845 or an equivalent) to
test for open circuits, excessive resistance or loose ter­
minals. Remove the distributor cap from the distribu­
tor—Do not remove cables from cap. Remove cable from
spark plug. Connect ohmmeter to spark plug terminal
of cable and to corresponding electrode in distributor
cap. Resistance should be within specifications shown
in the resistance chart. If not, remove cable from dis­
tributor cap tower and connect ohmmeter to the termi­
nal ends of cable. If resistance is still not within
specifications, replace the cable. Test all spark plug
cables in this manner.
To test coil to distributor cap cable, do not remove the
cable from the cap. Connect the ohmmeter to the rotor
button (center contact) and the terminal at the coil end
of the cable. If resistance is not within specifications in
the resistance chart, remove the cable from the distrib­
8D - 3
utor cap and connect the ohmmeter to the terminal ends
of the cable. If resistance is still not within specifica­
tions, replace the cable. Inspect the coil tower for cracks,
corrosion or oil leaks.
SPARK PLUG AND COIL CABLE RESISTANCE VALVES
INCHES Ohms
0 to 15 3,000 to 10,000
15 to 25 4,000 to 15,000
25 to 35 6,000 to 20,000
Over 35 8,000 to 25,000
J908D-9
Replace cables one at a time to ensure t h a t the correct
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firing order is maintained. Route the new cables in the
same m a n n e r as the original cables keeping them away
from accessory drive pulleys and exhaust manifolds se­
curing them in the proper retainers.
To remove cables from spark plugs, twist the rubber
protector boot approximately 1/2-turn to break the seal.
Grasp the boot and pull it from the plug with a straight
and steady pull. Do not pull on the wire itself because
this will damage the conductor and terminal connec­
tion. Do not use pliers to remove the cable.
To remove cables from the distributor cap or ignition
coil tower, loosen the boot first, then grasp the upper
part of the boot and the cable and gently pull straight
up.
SPARK PLUGS
Remove the spark plugs and examine them for burned
electrodes and fouled, cracked or broken porcelain in­
sulators. Keep plugs arranged in the order in which
they were removed from the engine. An isolated plug
displaying an abnormal condition indicates t h a t a prob­
lem exists in the corresponding cylinder. Replace spark
plugs at the intervals recommended in the maintenance
chart in Group 0.
Spark plugs t h a t have low milage may be cleaned and
reused if not otherwise defective. Refer to the Spark
Plug Condition section of this group. After cleaning, file
the center electrode flat with a small point file or jew­
elers file. Adjust the gap between the electrodes to the
specified dimension (Fig. 7). The gap for 2.5L, 4.0L and
4.2L engines is .88mm (.035 in). The gap for 5.9L en­
gines is .84mm (.033 in).
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion resulting in a
change in the spark plug gap. Tighten all spark plugs
to 35 N*m (27 ft-lbs).
8D - 4 IGNITION
Spark Plug Condition
Normal Operating Conditions
The few deposits present will be probably light t a n or
slightly gray in color with most grades of commercial
gasoline (Fig. 8). There will not be evidence of electrode
burning. Gap growth will not average more t h a n ap­
proximately 0.025 m m (.001 in) per 1600 k m (1000
miles) of operation. Spark plugs t h a t have normal wear
can usually be cleaned, have its electrodes filed and
regapped, and then reinstalled.
Some fuel refiners in several areas of t h e United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
causes t h e entire tip of the spark plug to be coated with
a rust colored deposit. This rust color can be misdiag-
J908D-10
Fig. 7 Setting Spark Plug Gap - Typical
NORMAL DRY BLACK COLD (CARBON) FOULING
\ DEPOSITS \ \ ELECTRODE
J908D-15
Fig. 8 Normal Operation and Cold (Carbon) Fouling
J
nosed as being caused by coolant in the combustion
chamber. Spark plug performance is not affected by
MMT deposits.
Cold Fouling (Carbon Fouling)
Cold fouling is sometimes referred to as carbon foul­
ing because the deposits t h a t cause cold fouling are
basically carbon (Fig. 8). A dry, black deposit on one or
two plugs in a set may be caused by sticking valves or
defective spark plug cables. Cold (carbon) fouling of the
entire set may be caused by a clogged air cleaner, a
sticking exhaust manifold heat valve (5.9L engine only)
or a faulty carburetor choke (4.2L and 5.9L engines).
Electrode Gap Bridging
Electrode gap bridging may be traced to loose deposits
in t h e combustion chamber. These deposits accumulate
on the spark plugs during continuous stop-and-go driv­
ing. When the engine is suddenly subjected to a high
torque load, t h e deposits partially liquefy and bridge
the gap between the electrodes (Fig. 9). This short cir­
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cuits the electrodes. Spark plugs with electrode gap
bridging can be cleaned using standard procedures.
Scavenger Deposits
Fuel scavenger deposits may be either white or yellow
(Fig. 10). They may appear to be harmful, but this is a
normal condition caused by chemical additives in cer­
tain fuels. These additives are designed to change the
chemical nature of deposits and decrease spark plug
misfire tendencies. Notice t h a t accumulation on the
ground electrode and shell area may be heavy but the
deposits are easily removed. Spark plugs with scaven­
ger deposits can be considered normal in condition and
can be cleaned using standard procedures.
Chipped Electrode Insulator
A chipped electrode insulator usually results from
bending the center electrode while adjusting t h e spark
plug electrode gap. Under certain conditions, severe
GROUND
J908D-11
Fig. 9 Electrode Gap Bridging
 IGNITION 8D - 5

detonation can also separate the insulator from the
center electrode (Fig. 11). Spark plugs with this condi­
tion must be replaced.
Preignition Damage
Preignition damage is caused by excessive combus­
tion chamber temperature. First, the center electrode
dissolves the ground electrode dissolves somewhat lat­
ter (Fig. 12). Insulators appear relatively deposit free.
Determine if the spark plug has the correct heat range
rating for the engine, if ignition timing is over advanced
or if other operating conditions are causing engine over­
heating. (The heat range rating refers to the operating
temperature of a particular type spark plug. Spark
plugs are designed to operate within specific tempera­
ture ranges depending upon the thickness and length of
the center electrodes porcelain insulator.)
Spark Plug Overheating
Overheating is indicated by a white or gray center
excess of 0.001 in per 1000 miles of operation. This
suggests that a plug with a cooler heat range rating
should be used. Over advanced ignition timing, deto­
nation and cooling system malfunctions can also cause
spark plug overheating.
Spark Plug Service
Use care when disconnecting the spark plug and coil
cable boots and cables. Twist the boot 1/2 t u r n and pull
on the boot only to disconnect the cable.
When replacing the spark plug and coil cables, route
the cables correctly and secure them in the appropriate
retainers. Failure to route the cables properly can cause
-the..radiQ.teLLeproduce ignition noise, cross ignition of
the spark plugs or short c i r c u i t t h e cables t o ground.
GROUND
ELECTRODE
STARTING
TO DISSOLVE

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electrode insulator t h a t also appears blistered (Fig. 13).
The increase in electrode gap will be considerably in
CENTER
ELECTRODE
GROUND
DISSOLVED
ELECTRODE
COVERED
WITH WHITE
OR YELLOW
DEPOSITS

CENTER
ELECTRODE J908D-14

Fig. 12 Preignition Damage

BLISTERED
WHITE OR
GRAY
COLORED
J908D-12 INSULATOR

Fig. 10 Scavenger Deposits

GROUND
ELECTRODE CENTER
ELECTRODE

CHIPPED
INSULATOR
J906D-16

Fig. 13 Spark Plug Overheating

J908D-13

Fig. 11 Chipped Electrode Insulator

8D - 8 IGNITION J

Spark Plug Removal Spark Plug Gap Adjustment

Always remove the spark plug cable by grasping a t
the spark plug boot turning the boot 1/2 t u r n and pull­
ing straight back in a steady motion.
(1) Prior to removing the spark plug spray compressed
air around the spark plug hole and the area around t h e
spark plug.
(2) Remove the spark plug using a quality socket with
a rubber or foam insert.
(3) Inspect the spark plug condition. Refer to Spark
Plug Condition in this section.
(1) Check the spark plug gap with a gap gauge. If the
gap is not correct, adjust it by bending the ground elec­
trode (Fig. 7).
Spark Plug Installation
(1) Start the spark plug into the cylinder head by hand
to avoid cross threading.
(2) Tighten t h e spark plugs to 35 N-m (27 ft-lbs)
torque.
(3) Install spark plug cables over spark plugs.

2.5L FOUR-CYLINDER ENGINE

INDEX
page page
Diagnostic Procedures 11 General Information 8
Distributor Components 22 ICM Connections 8

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Distributor Replacement 20 Ignition Control Module (ICM) 8
ECU 9 Ignition System Diagnosis Chart . . . . . . . . . . . . . . 17
ECU Connector - YJ 15 Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . 18
ECU Connector - MJ & XJ 16 Spark Plug Specifications 6
Engine Firing Order 6 Vacuum Hose Schematics . . . . . . . . . . . . . . . . . . . . 7

SPARK PLUG SPECIFICATIONS ENGINE FIRING ORDER

SPARK
PLUG ELECTR0PE PLUG
ENGINE
TYPI GAP TIGHTENING
TORQUE

0.88 mm 37 N-m
2.5L RC-12LYC
(0.035 in.) (27 ft-lbs)

J898D-1
 cardiagn.com

Vacuum Routing Schematic - 2.5L MJ and XJ

8D - 8 IGNITION J

GENERAL INFORMATION The ICM consists of a solid-state ignition circuit and

The 2.5L engine is a single point, throttle body fuel
injected engine used MJ, YJ, and XJ vehicles. The ig­
nition system is controlled by the engine Electronic
Control Unit (ECU). The ignition system for the 2.5L
consists of:
• Solid-state ignition control module.
• Ignition distributor t h a t contains a rotor.
• Electronic control unit (ECU).
IGNITION CONTROL MODULE (ICM)
The solid-state Ignition Control Module (ICM—Fig.
1) is mounted on the right-hand side of the shock tower
area in MJ and XJ vehicles and left of the battery on the
dash panel in YJ vehicles.
an integrated ignition circuit and an integrated igni­
tion coil t h a t can be removed and serviced separately if
necessary.
Ignition advance/retard is controlled electroni­
cally b y the Electronic Control Unit (ECU). Elec­
tronic signals from the ECU to the ICM determine
the amount of ignition timing advance, or retard,
n e e d e d to meet various engine load requirements.
The ECU provides an input signal to the ICM. The
ICM has only two outputs:
© Tach signal to the tachometer and diagnostic con­
nector
• High voltage from the coil to the distributor cap
ICM CONNECTIONS
Electrical feed to the ICM is through terminal A of
Connector No.l on the module (Fig.2).
Electrical feed only occurs with the ignition
switch in the START a n d R U N positions.
Terminal B of Connector No.l is grounded at the

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engine oil dipstick bracket along with the ECU ground
wire and oxygen ( 0 ) sensor ground.
2

The tachometer output signal wire of the ICM is con­

nected to Pin No. 1 of the D l diagnostic connector. The
wire is routed to the diagnostic connector through a
short section of the ECU harness, the engine and in­
strument panel harness. This type of routing eliminates
any potential electrical interference in the various ECU
circuitry.
Ignition firing signal from ECU terminal 27 are
transmitted through terminal B of Connector No. 2 on
the ICM. The ignition signal from the ECU is received
Fig. 11gnition Control Module—Typical by the ICM in the form of a 5 volt square wave. As the

NO. 1 NO. 2 NO. 3

C B A
NOT USED
CONNECTOR NO. 1 CONNECTOR NO. 2 CONNECTOR NO. 3
A—IGNITION ( + ) A—INSTRUMENT CLUSTER (NOT USED)
B—GROUND ( - ) TACH SIGNAL
C—TACH SIGNAL DIAGNOSTIC B—ECU SQUARE WAVE INPUT
CONNECTOR Dl—PIN 1 IGNITION COIL INTERFACE
E898D-62

Fig. 2 ICM Connections

J IGNITION 8D - 9

leading edge of the wave contacts the ignition circuitry
the ICM, the ICM charges the coil primary windings.
When coil saturation occurs, the module circuitry
opens the primary windings to collapse the magnetic
field in the windings. This induces the high voltage in
the coil secondary windings which is then transmitted
to the spark plugs via the coil wire, distributor cap, and
rotor.
ECU
The amount of electronic spark advance provided by
the ECU is determined by five input factors, coolant
temperature, engine rpm, manifold air temperature,
malTiM
Coolant Temperature Sensor (CTSJ
The Coolant Temperature Sensor (Fig. 3) is installed
in the intake manifold coolant jacket and provides an
input voltage to the ECU. As coolant temperature var­
ies the Coolant Temperature Sensors resistance
ature of the air-fuel stream in the manifold varies, the
MAT sensors resistance changes resulting a different
input voltage to the ECU.
Manifold Absolute Pressure (MAP) Sensor
The MAP sensor (Fig. 5) reacts to absolute pressure
in the intake manifold and provides an input voltage to
the ECU. As engine load changes manifold pressure-
varies, causing the MAP sensors resistance to change.
The change in MAP sensor resistance results in a dif­
ferent input voltage to the ECU. The input voltage level
supplies the ECU with information relating to ambient
barometric pressure during engine start-up (cranking)
and_to engine load while the engine is running. The
ECU computes this information and adjusts air-fuel
mixture accordingly.
The MAP sensor is mounted under the hood on the
dash panel and is connected to the throttle body with a
vacuum hose.

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changes resulting in a different input voltage to the
ECU. Based on this input the ECU will:
• Adjust the injector pulse width. Colder coolant tem­
peratures will result in longer injector pulse width and
richer air-fuel mixtures.
• Compensate for fuel condensation in the intake man­
ifold.
• Control engine warm-up idle speed.
• Increase the ignition advance when the coolant is
cold.
• Energize the EGR valve solenoid thus preventing the
flow of vacuum to the EGR valve.

Manifold Air Temperature (MAT) Sensor

The Manifold Air Temperature (MAT) sensor (Fig. 4)
Fig. 4 Manifold Air Temperature Sensor
is installed in the intake manifold with sensor element
extending into the air-fuel stream. The MAT sensor
provides an input voltage to the ECU. As the temper-

Fig. 5 MAP Sensor

Fig. 3 Coolant Temperature Sensor

8D IGNITION J

Engine Speed Sensor (Crankshaft Position in an approximate range of from 1 volt at minimum
Sensor—CPS) throttle opening (idle) to 5 volts at wide open throttle.
The engine speed sensor (Fig. 6) is attached to the The ECU uses TPS input voltage to determine current
flywheel/drive plate housing. The sensor detects the engine operating conditions.
flywheel/drive plate teeth as they pass during engine There are two different Throttle Position Sensors, one
operation and provides engine speed and crankshaft used with manual transmissions (Fig. 9) and one used
angle (position) information to the ECU. with automatic transmissions (Fig. 10). The TPS used
The flywheel/drive plate has a large trigger tooth and with automatic transmissions has two integral wire
notch located 90 degrees before each top dead center harness connectors (one four pin connector and one
(TDC) position. There are 12 small teeth between the three pin connector) t h a t plug into the engine wire
notch and TDC (Fig. 7).
When a small tooth and notch pass under the mag­
netic core in the sensor, the concentration and then
collapse of the magnetic flux induces a small voltage
(spike) into the sensor pick-up coil winding. These small
voltage spikes enable the ECU to count the teeth as they
pass the sensor.
When a large trigger tooth and notch pass under the
magnet core in the sensor, the increased concentration
and then collapse of the magnetic flux induces a higher
voltage (spike) into the sensor pick-up coil winding (Fig.

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8).
The higher voltage (spike) indicates to the ECU t h a t
a piston will be at the TDC position 12 teeth later. The
ignition timing for the cylinder is either advanced or
retarded as necessary by the ECU according to the sen­
sor inputs.

Throttle Position Sensor (TPS)

The Throttle Position Sensor (TPS) is mounted on the
throttle body and connected to the throttle valve shaft.
The sensor is a variable resistor t h a t provides the ECU
with an input voltage t h a t represents throttle valve
position. Input voltage to the ECU from the TPS varies

Fig. 6 Engine Speed Sensor

Fig. 8 Engine Speed Sensor Operation

J IGNITION
harness. The four pin connector supplies input to the
ECU while the three pin connector supplies input to the
Transmission Control Unit. The TPS used with manual
transmissions does not have an integral wire harness
connector. The engine wire harness connects directly to
the TPS used with manual transmissions.
DIAGNOSTIC PROCEDURES
Diagnostic Connector
The diagnostic connector allows t h e following test to
be conveniently made right a t the connector:
• Primary Circuit Test (Dl-2) B + after ignition
• Engine R P M T e s t ( t e c h o m e t e r veltage)-(Dt=-l->-
U s e D l - 3 for vehicle g r o u n d .
Fig. 9 Throttle Position Sensor—with Manual
mission
Fig. 10 Throttle Position Sensor—with Automatic
Transmission
8D 11
Secondary Circuit Diagnosis
CAUTION: When disconnecting a high voltage wire
from a spark plug or from the distributor cap, twist the
rubber boot slightly to break it loose. Grasp the boot,
not the wire, and pull it off with a steady, even force.
Disconnect the ignition coil wire from center tower of
the distributor cap. Use insulated pliers to hold a wire
terminal approximately 12 m m (1/2 in.) from the cyl­
inder block, head, or intake manifold.
WARNING: BE VERY CAREFUL WHEN THE ENGINE IS
OPERATING. DO NOT STAND IN A DIRECT LINE WITH
THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR THE FAN. DO NOT WEAR
Rotate t h e engine with the starter motor and observe
the wire terminal for an arc.
If an arc occurs, connect the ignition coil wire to the
distributor cap by removing a wire from one spark plug.
Use insulated pliers to hold the wire terminal 12 m m
(1/2 in.) from the engine cylinder head or block while
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rotating the engine with the starter motor. Observe the
wire terminal for a n arc.
If an arc occurs, inspect the fuel system for problems
or the ECU sensors, using the DRBII tester, which may
indicate incorrect ignition timing.
If no arc occurs, inspect for a defective rotor or dis­
tributor cap, or for defective spark plug wires.
Spark Plugs
Faulty or fouled plugs may perform well at idle speed,
but at higher engine speeds they frequently fail. Faulty
plugs can be identified in a number of ways: poor fuel
Trans­
economy, power loss, decrease in engine speed, hard
starting and, in general, poor engine performance.
Spark plugs also malfunction because of carbon foul­
ing, excessive electrode air gap, or a broken insulator.
Coolant Temperature Sensor Test
Disconnect the wire harness connector from the cool­
ant temperature sensor (Fig. 3).
Test the resistance of the sensor with a high input
impedance (digital) volt-ohmmeter. The resistan.ce
should be less t h a n 1000 with t h e engine warm. Refer
to the resistance chart. Replace t h e sensor if it is not
within t h e range of resistance specified in t h e chart.
Test the resistance of the wire harness between ECU
wire harness connector terminal 15 and the sensor con­
nector terminal, and terminal 32 to t h e sensor connec­
tor terminal. Repair the wire harness if an open circuit
is indicated.
8D -12 IGNITION

Manifold Absolute Pressure (MAP) Sensor

Coolant Temperature Sensor Test
Temperature-to-Resistance Values Inspect the MAP sensor vacuum hose connections at
(Approximate)
the throttle body and sensor. Repair as necessary.
op Test the MAP sensor output voltage at the MAP sen-,
°C Ohms
sor connector terminal B (as marked on the sensor body)
212 100 185 (Fig. 11) with the ignition switch ON and t h e engine
160 70 450
OFF. Output voltage should be 4 - 5 volts. The voltage
should drop to 1.5 - 2.1 volts with a hot, neutral idle
100 38 1,600 s p e e d condition.
70 20 3,400 Test ECU terminal 33 for the same voltage described
above to verify t h e wire harness condition. Repair as
40 4 7,500
necessary.
20 -7 13,500 Test t h e MAP sensor supply voltage a t t h e sensor
0 -18 25,000
connector terminal C with the ignition ON. The voltage
should be 5 volts (±0.5V). Five volts (±0.5V) should also
-40 -40 100,700 be a t terminal 16 of the ECU wire harness connector.
Repair or replace t h e wire harness as necessary.
Test t h e MAP sensor ground circuit at sensor con­
J8914-89
nector terminal A and ECU connector terminal 17. Re­

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Manifold Ait/Fuel Temperature (MAT) Sensor pair t h e wire harness if necessary.
Test Test the MAP sensor ground circuit a t the ECU con­
Disconnect the wire harness connector from the MAT nector between terminal 17 and terminal 2 with a n
sensor (Fig. 4). ohmmeter. If the ohmmeter indicates a n open circuit,
inspect for a defective sensor ground connection on the
Test the resistance of the sensor with a input imped­
flywheel/drive plate housing near the starter motor. If
ance (digital) volt-ohmmeter. The resistance should be
the ground connection is good, replace the ECU. If ter­
less t h a n 1000 ohms with the engine warm. Refer to the
minal 17 h a s a short circuit to 12 volts, correct this
resistance chart. Replace t h e sensor if it is not within condition before replacing the ECU.
the range of resistance specified in t h e chart.
Test t h e resistance of the wire harness between t h e
ECU wire harness connector terminal 32 and the sensor
connector terminal, and terminal 14 to the sensor con­
nector terminal. Repair the wire harness as necessary
if the resistance is greater t h a n 1 ohm.
i
Manifold Air/Fuel Temperature Sensor
Temperature-to-Resistance Values
(Approximate)

°F °c Ohms

212 100 185

160 70 450 -HHHjHHt-

100 38 1,600

70 20 3,400 A. Ground
B .Output Voltage
40 4 7,500 C.5 Volts
20 -7 13,500 J8914-91

0 -18 25,000
Fig. 11 MAP Sensor Connector Terminals
-40 -40 100,700

J8914-90
J IGNITION

Speed Sensor (Crankshaft Position Sensor-

CPS) Test
Disconnect the speed sensor connector from the har­
ness (Fig. 12).
Place an ohmmeter across terminals A and B (marked
on connector). The meter reading should be 200±75
ohms (hot engine). Replace sensor if readings are not to
specifications.

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J8914-93

Fig. 12 Engine Speed Sensor

80 - 1 4 IGNITION • : . J

Throttle Position Sensor (TPS) Test

DISCONNECTTHE WIRE CONNECTOR

AT THE TPS. CHECK VOLTAGE AT TPS
CONNECTOR PINS B (GROUND) A N D C
(5.0 VOLT SUPPLY) WITH KEY " O N " .

CONNECT THE TPS WIRE CONNECTOR

TURN KEY OFF. CHECK
TO THE TPS. CHECK VOLTAGE AT TPS
FOR CONTINUITY BETWEEN ECU
CONNECTOR TERMINALS A ( + ) A N D B
CONNECTOR PIN 16 A N D TPS
(GROUND) WITH KEY " O N " A N D THROTTLE
CONNECTOR TERMINAL (C).
PLATE AT WIDE OPEN THROTTLE.*

CHECK FOR CONTINUITY

BETWEEN ECU CONNECTOR
PIN 13 A N D PIN B OF

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THE TPS CONNECTOR.

NO

REPAIRTHE TPS WIRE

HARNESS POWER SUPPLY
CIRCUIT BETWEEN THE ECU
ANDTHETPS ANDRETEST.

ADJUST OUTPUT
TPS SWITCH A N D
VOLTAGE TO
ADJUSTMENT OK.
4.6-4.7 VOLTS.

TPS AND YES

WIRINGOK.
REPAIR TPS WIRE
HARNESS GROUND CIRCUIT
BETWEEN THE ECU A N D CHECK FOR CONTINUITY
THE TPS ANDRETEST. BETWEEN ECU CONNECTOR
PIN31 ANDTHETPS
CONNECTOR PIN A.

REPLACE THE
THROTTLE POSITION
SENSOR (TPS) A N D
REPAIR TPS WIRE ADJUST OUTPUT VOLTAGE.
HARNESS BETWEEN ECU YES NO
AND TPS ANDRETEST.
REPLACE ECU
ANDRETEST.
*DO NOT UNFASTEN THE SENSOR WIRE HARENSS CONNECTOR. INSERT
THE VOLTMETER TEST LEADS THROUGH THE BACK OF THE WIRE HARNESS
CONNECTOR TO MAKE CONTACT WITH THE SENSOR TERMINALS. O N SOME
MODELS, IT MAY ALSO BE NECESSARY TO REMOVE THE THROTTLE BODY
FROM THE INTAKE MANIFOLD, TO G A I N ACCESS TO THE SENSOR WIRE. J8914-95
 IGNITION 8D -15

ECU Connector
Terminal identification and specific circuit applica­
tions are detailed in the ECU connector charts (Figs. 13,
14).

ECU CONNECTOR TERMINALS (PINS)

A L

1. Ground 18. Shift Lamp (manual trans, only)

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2. Ground 19. System Power (B + )
3. Ignition Switch 20. Not Used
4. Battery 21. Injector
5. EGR Valve/Canister Purge Solenoid 22. Not Used
;
6. Fuel Pump Relay 23. ISA Motor Retract (reverse)
7. B+ Latch Relay 24. ISA Motor Extend (forward)
8. W O T Switch 25. Closed Throttle (idle) Switch
9. Not Used 26. Not Used
10. System Ground 27. Ignition Control Module
11. Speed Sensor (Crankshaft Position Sensor) 28. Speed Sensor (Crankshaft Position Sensor)
12. Park/Neutral Switch (auto, trans, only) 29. Start Signal
13. Throttle Position Sensor Ground 30. A/C Request
14. Manifold Air/Fuel Temperature Sensor 31. Throttle Position Sensor
15. Coolant Temperature Sensor 32. Temperature Sensor Ground
16. 5.0 Volt Supply to Map Sensor 33. MAP Sensor Output
and TPS Sensor 34. A/C Select
17. Manifold Absolute Pressure—Ground 35. 0 Sensor Input
2

J8914-88
Fig. 13 TBI ECU Connector Diagram - YJ
8D -16 IGNITION

ECU CONNECTOR TERMINALS (PINS)

1 Ground 18. Shift Lamp (manual trans, only)

2 Ground 19. System Power (B + )
3 Ignition Switch 20. Nut Used
4 Battery 21. Injector
5 EGR Valve Vacuum Solenoid 22. A/C Compressor Clutch
6 Fuel Pump Relay 23. ISA Motor Retract (reverse)

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7 B + Latch Relay 24. ISA Motor Extend (forward)
8 Power Steering High Pressure Switch 25. Closed Throttle (idle) Switch
9 N o t Used 26. Not Used
10 System Ground 27. Ignition Control Module
I I Speed Sensor (Crankshaft Position Sensor) 28. Speed Sensor (Crankshaft Position Sensor)
12 Park/Neutral Switch (auto, trans, only) 29. Start Signal
13 Throttle Position Sensor Ground 30. A/C Select
14 Manifold Air/Fuel Temperature Sensor 31. Throttle Position Sensor
15 Coolant Temperature Sensor 32. Temperature Sensor Ground
16 5.0 Volt Supply to Map Sensor and 33. MAP Sensor Output
TPS Sensor 34. A/C Request
17. Map Sensor Ground 35. 0 Sensor Input
2

Fig. 14 TBI ECU Connector Diagram - MJ and XJ J8914-87

J IGNITION
ignition System Diagnosis Chart
Condition Possible Cause
WEAK SPARK OR NO SPARK AT (1) Loose or damaged coil rotor, distributor
PLUGS (ENGINE WILL NOT START). cap, ignition wires, or spark plugs.
(2) Loose or dirty -f or — wire connections
at coil terminals.
(3) Loose connectors at ICM or ECU.
(4) Loose or corroded battery ICM or ECU
ground wire connections.
(5) Battery weak or discharged.
(6) Low voltage across terminals A and B
of the ICM connector 1.
(7) Malfunction in the ignition coil primary
or secondary windings or coil is
damaged (cracked or severely dented).
(NOTE: Volt ohmmeter must have a
minimum of 1 megohm impedance.)
(8) Check TPS with DRB-II tester.
(9) Check ECU and ICM with DRB-II tester.
8D - 17
Correction
(1) Refer to secondary circuit diagnosis.
Replace as necessary.
(2) Clean terminals and wire connectors. Be
sure wire connectors are properly seated
on coil terminals and are not wedged
between coil body and terminal.
(3) Verify that wire connectors are firmly
plugged into ICM and/or ECU.
(4) Clean and retighten ground connections.
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(NOTE: All three are grounded at the
engine oil dipstick bracket.)
(5) Recharge battery. Replace battery if
charging does not restore battery specific
gravity to minimum of 1.235 or if battery
fails heavy load test.
(6) Check the voltage between terminals A
and B using voltmeter.
— With ignition On and a starter engaged
(engine cranking), voltage should be
minimum of 9.5 volts. If the voltage
is OK, go to next step. If the voltage
is low, check continuity of ICM and ECU
ground wires. Repair or replace as
necessary.
(7) Check primary and secondary resistance
with ohmmeter. The primary resistance
should be 0.4 to 0.8 ohms maximum.
Secondary resistance should be 2500 to
4000 ohms maximum. Replace coil if
damaged or faulty. Proceed to next step
if coil is OK.
(8) Replace TPS if it fails DRB-II test sequence.
(9) Replace ICM or ECU if either fails the
DRB-11 test sequence.
J908D-32
8D - 1 8 IGNITION

SERVICE PROCEDURES Installation

(1) Install MAP sensor over studs. Tighten mounting
Coolant Temperature Sensor (GTS) nuts to 4 N-m (35 in-lbs) torque.
(2) Connect vacuum hose to MAP sensor.
Removal (3) Connect wire harness connector to MAP sensor.
(1) Disconnect wire harness connector (Fig. 15).
Speed Sensor (Crankshaft Position Sensor-
(2) Remove CTS from intake manifold from intake
CPS)
manifold and immediately plug hole to prevent coolant
loss.
Removal
Installation The engine speed sensor is mounted to the flywheel/
(1) Install CTS in intake manifold. Tighten sensor to driveplate housing a t the rear of t h e engine cylinder
28 N-m (21 ft-lbs) torque. block (Fig. 18).
(2) Connect wire harness to sensor connector. (1) Disconnect speed sensor connector below MAP
sensor in engine compartment.
Manifold Air Temperature (MAT) Sensor (2) Raise and support vehicle.
(3) Remove speed sensor mounting nuts. Remove sen­
Removal sor.
(1) Disconnect wire harness connector
(2) Remove MAT sensor from intake manifold (Fig.

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16).

Installation
(1) Install MAT sensor in intake manifold. Tighten
sensor to 28 N»m (21 ft-lbs) torque.
(2) Connect wire harness to sensor connector.

Manifold Absolute Pressure (MAP) Sensor

Removal
(1) Disconnect wire harness connector from MAP sen­
sor (Fig. 17).
(2) Disconnect vacuum hose from MAP sensor.
(3) Remove MAP sensor mounting nuts. Remove sen­
sor. Fig. 16 Manifold Air Temperature Sensor Removal/
installation

MOUNTING
DASH NUTS
PANEL

ELECTRICAL
CONNECTOR

TO
THROTTLE
J9014-42
BODY J9014-7
Fig. 15 Coolant Temperature Sensor Removal/Instal­
Fig. 17 MAP Sensor
lation
J IGNITION 80 -19

Installation Installation
(1) Install speed sensor. Tighten mounting bolts to 8 (1) Install throttle position sensor. Ensure that sen­
N*m (71 in-lbs) torque. sor arm is underneath arm of throttle valve shaft.
(2) Tighten mounting screws.
Throttle Position Sensor (3) Adjust throttle position sensor. Refer to Throttle
Position Sensor Adjustment switch as described in this
Removal manual.
(1) Remove upper and lower air inlet bonnet. (4) If removed, install throttle body assembly as de­
(2) If necessary, remove throttle body assembly as scribed in this section.
described in this section. (5) Install upper and lower air inlet bonnet.
(3) Remove mounting screws.
(4) Remove throttle position sensor from throttle shaft Electronic Control Unit (ECU)
lever (Fig. 19).
"Removal
The ECU is located underneath the instrument panel
between the steering column and heater A/C housing
(Fig. 20). The ECU is mounted to a bracket by three
screws. The bracket is attached to the dash by locknuts.
(1) Disconnect the battery negative cable.
(2) Remove locknuts securing the ECU to the dash

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(Fig. 20). Lower ECU and bracket.
y
(3) Remove ECU to mounting bracket screw (Fig. 21).
(4) Disconnect ECU wiring harness. Remove ECU.

Fig. 18 Speed Sensor Remove/Install

Fig. 20 ECU Location

8D - 20 IGNITION
Installation
(1) Connect ECU wire harness to ECU.
(2) Install ECU on mounting bracket. Tighten mount­
ing screws securely.
(3) Position ECU and bracket assembly under instru­
ment panel and install retaining locknuts.
(4) Connect battery negative cable to negative termi­
nal of battery.
DISTRIBUTOR REPLACEMENT
Distributor Removal
(1) Unfasten the distributor cap retaining screws. Re­
move the distributor cap with the coil and spark plug
wires connected and position aside.
(2) Disconnect the distributor primary wiring connec­
tor.
(3) Scribe a m a r k on the distributor housing in line
with the tip of the rotor. Scribe a m a r k on the distributor
housing near the clamp and continue the scribe mark
onto the engine block in line with the distributor hous­
ing mark. Note the position of the rotor and distributor
housing in relation to the surrounding engine compo­
nents as reference points for installing the distributor.
(4) Remove the distributor hold down bolt and clamp.
(5) Lifting the distributor straight up, carefully re­
move the distributor from the engine.
Distributor Installation
Engine Not Rotated After Removal
This procedure assumes t h a t the above distributor
removal procedure was followed.
SCREWS J8914-107
Fig. 21 ECU Remove/Install
J
(1) Clean the distributor mounting area of the cylin­
der block.
(2) Install a replacement distributor mounting gas­
ket.
There is a fork o n the distributor housing w h e r e
t h e h o u s i n g seats against the engine block. The slot
in the fork aligns with the distributor hold d o w n
bolt hole in the engine block. The distributor is
correctly installed w h e n the rotor is correctly po­
sitioned and the slot in the fork is aligned with the
hold d o w n bolt hole in the cylinder block. B e c a u s e
of the fork o n the distributor housing, initial igni­
tion timing is not adjustable.
(3) Position the distributor shaft in the cylinder block.
If the engine was not rotated while the distributor was
removed, perform the following.
• align the rotor tip with the scribe mark on the dis­
tributor housing during removal; t u r n the rotor approx­
imately 1/8-turn counterclockwise past the scribe m a r k
CAUTION: Assure that the distributor shaft fully en­
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gages the oil pump drive gear shaft. It may be neces­
sary to slightly rotate (bump) the engine while
applying downward hand force on the distributor body
to fully engage the distributor shaft with the oil pump
drive gear shaft.
• slide the distributor shaft down into the engine; align
the scribe mark on the distributor housing with the
corresponding scribe mark on the cylinder block.
It m a y be n e c e s s a r y to m o v e the rotor and shaft
slightly to start the gear into m e s h with the cam­
shaft gear and to e n g a g e the oil p u m p drive tang,
but the rotor should align with the scribe mark
w h e n the distributor shaft is d o w n in place.
• install the distributor hold down clamp and bolt.
Tighten the bolt to 23N*m (17 ft-lbs).
(4) Install the distributor cap (with ignition wires) on
the distributor housing (Fig. 22). Ensure t h a t the
pickup coil wire rubber grommet in the distributor
housing aligns with the depression in the distributor
cap and t h a t the cap fits on rim of the distributor hous­
ing.
T w o different diameter s c r e w s are u s e d to retain
the distributor cap.
(5) Apply Silicone Dielectric Compound, or equiva­
lent, to the connector terminal blades and cavities. Con­
nect the distributor primary wiring connector.
CAUTION: Do not puncture the spark plug wires or
boots to make the connection. Use proper adapters.
Engine Rotated After Removal
There is a fork on the distributor h o u s i n g w h e r e
the h o u s i n g seats against the engine block. The slot
in the fork aligns with the hole for the distributor
h o l d d o w n bolt in the engine block. The distributor
is correctly installed w h e n the rotor is correctly
positioned a n d the slot in the fork is aligned with
J IGNITION 8D-21

the hole for the distributor hold d o w n bolt in the
cylinder block. B e c a u s e of the fork on the distrib­
utor housing, initial ignition timing is not adjust­
able.
(1) If the engine was rotated while the distributor was
removed, it will be necessary to establish timing ac­
cording to following procedure.
• remove the No. 1 spark plug; hold a finger over the
spark plug hole and rotate the engine until compression
pressure is felt; slowly continue to rotate the engine
until the timing index on the vibration damper pulley
aligns with the top dead center (TDC) mark (0 degree)
on the timing degree scale; always rotate the engine in
direction of n o r l n a l n r o t a l ^ t i i e ~ e n g i n e
backward to align the timing marks
• using a flat blade screwdriver, rotate the oil pump
gear so that the gear slot on the oil pump shaft is
slightly past the 3 o'clock position (Fig. 23).
• With the distributor cap removed, install the distrib­
utor with the rotor located at the 5 o'clock position (Fig.
• When the distributor is fully engaged in its correct
location, the rotor should be at the 6 o'clock position
(Fig. 25).
• install the distributor hold down clamp and bolt.
Tighten the hold down bolt to 23 N-m (17 ft-lbs).
CAUTION: If the distributor cap is incorrectly posi­
tioned on the distributor housing, the cap or rotor may
be damaged when the engine is rotated with the starter
motor.
(2) Install the distributor cap (with ignition wires) on
the distributor housing (Fig. 22). Ensure t h a t the
pickup coil wire rubber grommet in the distributor

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24).

5 O'CLOCK
POSITION
J898D-6

Fig. 24 Distributor Installation

FRONT FACE

3 O'CLOCK
POSITION I
J898D-5 J898D-7

Fig. 23 Position Oil Pump Gear Slot Fig. 25 Distributor Rotor Position
8D - 22 IGNITION J

housing aligns with the depression in the distributor

11
cap and t h a t the cap fits on rim of the distributor hous­
ing.
T w o different diameter s c r e w s are u s e d to retain
the distributor cap.
(3) Apply Silicone Dielectric Compound, or equiva­
lent, to the connector terminal blades and cavities. Con­
nect the distributor primary wiring connector.
CAUTION: Do not puncture the spark plug wires or
boots to make the connection. Use proper adapters.

DISTRIBUTOR COMPONENTS
An exploded view of the distributor used in the 2.5L
engine is shown in Fig. 26 along with a list of its com­
ponents.
A unique feature of the distributor assembly is t h e
silicone applied to the rotor blade during manufacture.
Radio interference is greatly reduced by the presence of
a small quantity of silicon dielectric compound on the

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rotor blade. After a few thousand miles, this compound
becomes charred by t h e high voltage current flowing
through the rotor. This condition is normal. DO NOT
scrape the residue from the rotor blade.
When installing a replacement rotor, apply a thin
coat (0.03-0.12 in.) of silicone dielectric compound to the
rotor blade.

1. PIN 7. HOUSING
2. GEAR 8. SHAFT
3. WASHER 9. PLATE
4. SHIM 10. ROTOR
5. BUSHING 11. CAP, DISTRIBUTOR
6. GASKET

J898D-8

Fig. 26 Distributor Components—2.5L Engine

 IGNITION 8 0 - 23

4.0L S I X - C Y L I N D E R ENGINE

INDEX

page page
Diagnosis Procedures . . 28 Service Procedures 34
Distributor Service . . 36 Spark Plug Specifications . . 23
ECU Inputs . 25 Stator Replacement 38
Engine Firing Order 23 Throttle Position Sensor Test — Auto. Trans 32
General Information . 24 Throttle Position Sensor Test — Man.Trans . . . . . . 33
ICM Connections 25 Vacuum Hose Schematic 24
Ignition Control Module (ICM) 24

SPARK PLUG SPECIFICATIONS ENGINE FfRING ORDER

SPARK
ENGINE
PLUG
TYPE
ELECTRODE
GAP
PLUG
TIGHTENING
TORQUE
_ ^, —

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4.0L RC9YC
0.9 mm
(0.035 in.)
37 N-m
(27 ft-lbs)
0 ©0 ©©0
FIRING ORDER:
J898D-9 1 5 3 6 2 4
CLOCKWISE
ROTATION

J908D-7
80 - 24 IGNITION

VACUUM HOSE SCHEMATIC

VAPOR & AIR HOSES
VACUUM HOSES MAP SENSOR

.050 ORIFICE

CANISTER

BI-METAL
TEMP
SENSOR

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EGR SOLENOID

PRESSURE VACUUM
REG. MOTOR J8925-8

GENERAL INFORMATION
The 4.0L engine is a multi-point fuel injected engine
t h a t is used in MJ and XJ vehicles. The ignition system
is controlled by the engine Electronic Control Unit
(ECU). The ignition system used in the 4.0L engine
consists of:
• A solid-state ignition control module, to generate the
voltage for spark plug firing.
• An electronic control unit (ECU) to process input
information to fire the ignition control module.
Ignition timing (advance/retard) is controlled by the IGNITION CONTROL MODULE
ECU and is not adjustable. ELECTRICAL CONNECTORS.
• An engine speed sensor with flywheel trigger to input
crankshaft position for the ECU.
• A sync pulse (stator) for firing order input to the
ECU.

IGNITION CONTROL MODULE (ICM)

The ignition control module (ICM) is mounted to the
ignition coil (Fig. 1). Based on control system inputs, the
ECU triggers the ignition coil via the ignition control
module. The ECU is able to advance or retard ignition
timing by controlling the ignition coil through the ig­
nition control module. IGNITION CONTROL MODULE/
IGNITION COIL ASSEMBLY 1J9014-28

Fig. 1 ignition Control Module

 IGNITION 8D - 25

The ICM consists of a solid-state ignition circuit and
an integrated ignition circuit and an integrated igni­
tion coil t h a t can be removed and serviced separately if
necessary.
The ECU provides an input signal to the ICM. The
ICM has only two outputs:
• Tach signal to the tachometer and diagnostic con­
nector
• High voltage from the coil to the distributor cap
ICM CONNECTIONS
Electrical feed to the ICM is through terminal A of
— Connector No.l onjthe module (Fig. 2).
Electrical supply only occurs with the ignition
switch in the START a n d R U N positions.
Terminal B of Connector No.l is grounded at the
engine oil dipstick bracket along with the ECU ground
wire and oxygen (0 ) sensor ground.
2 mixture accordingly.
The tachometer output signal wire of the ICM is con­
nected to Pin No. 1 of the D l diagnostic connector. The
the coil secondary windings which is then transmitted
to the spark plugs via the coil wire, distributor cap, and
rotor.
ECU INPUTS
Manifold Absolute Pressure (MAP) Sensor
The MAP sensor reacts to absolute pressure in the
intake manifold and provides an input voltage to the
ECU. As engine load changes manifold pressure varies,
causing the MAP sensors resistance to change. The
change in MAP sensor resistance results in a different
input voltage to the ECU. The input voltage level sup­
plies the ECU with information relating to ambient
barometric pressure during engine start-up (cranking)
and to engine load while the engine is running. The
ECU computes this information and adjusts air-fuel
The MAP sensor is mounted under the hood on the
dash panel and is connected to the throttle body with a

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wire is routed to the diagnostic connector through a vacuum hose (Fig. 3).
short section of the ECU harness, the engine and in­
strument panel harness. This type of routing eliminates
any potential electrical interference in the various ECU
circuitry.
Ignition firing signal from ECU terminal 27 are
transmitted through terminal B of Connector No. 2 on
the ICM. The ignition signal from the ECU is received
by the ICM in the form of a 5 volt square wave. As the
leading edge of the wave contacts the ignition circuitry
in the ICM, the ICM charges the coil primary windings.
When coil saturation occurs, the module circuitry
opens the primary windings to collapse the magnetic
field in the windings. This induces the high voltage in

C B A
NOT USED

CONNECTOR NO. 1 CONNECTOR NO. 2 CONNECTOR NO. 3

A—IGNITION ( + ) A—NOT USED (NOT USED)
B—GROUND ( - ) B—ECU SQUARE WAVE INPUT
C—TACH SIGNAL DIAGNOSTIC IGNITION COIL INTERFACE
CONNECTOR Dl—PIN 1
J898D-3

Fig. 2 ICM Connections

8D - 21 IGNITION J

Coolant Temperature Sensor Manifold Air Temperature (MAT) Sensor

The coolant temperature, sensor is installed- in t h e
engine water jacket on t h e left side of the engine (Fig.
4). It provides an input voltage to the ECU. As coolant
temperature varies, t h e Coolant Temperature Sensors
resistance changes resulting in a different input voltage
to the ECU. Based on this input the ECU will:
• Adjust fuel injector pulse width. Colder coolant tem­
peratures will result in longer injector pulse width and
richer air-fuel mixtures,
• Compensate for fuel condensation in the intake man­
ifold.
• Control engine warm-up idle speed.
• Increase ignition advance when t h e coolant is cold.
• Energize the EGR valve solenoid thus preventing the
flow of vacuum to t h e EGR valve.
The Manifold Air Temperature (MAT) sensor is in­
stalled in t h e intake manifold with sensor element ex­
tending into t h e air-fuel stream (Fig. 5). The MAT
sensor provides an input voltage to t h e ECU. As t h e
temperature of the air-fuel stream" in the manifold var­
ies, the MAT sensors resistance changes resulting a
different input voltage to t h e ECU.
Engine Speed Sensor (Crankshaft Position
Sensor—CPS)
The engine speed sensor, attached to t h e flywheel/
drive plate housing, provides an input signal to the
ECU relating to crankshaft speed and angle (position)
(Fig. 6). The ECU converts crankshaft speed into engine
RPM and crankshaft angle to piston position. The speed
sensor senses TDC, BDC and engine speed by detecting
the flywheel teeth as they pass during engine operation.
The speed sensor is non-adjustable. *
The flywheel h a s three trigger notches, 120° apart

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(Fig. 7). There are 20 small teeth between each trigger
notch. Each large trigger notch is located 12 small teeth
before each Top Dead Center (TDC) position of the cor­
responding pistons.
When a small tooth and notch pass t h e magnet core
in the sensor the concentration and then collapse of the
magnetic flux induces a small voltage spike into the
sensor pick-up coil winding. These small voltage spikes
enable t h e ECU to count t h e teeth as they pass t h e
sensor. When a large trigger tooth and notch pass the
magnet core in the sensor, the increased concentration
and then collapse of the magnetic flux induces a higher
Fig. 3 MAP Sensor voltage spike into t h e sensor pick-up coil winding (Fig.
8).

Fig. 5 Manifold Air Temperature Sensor

TEMPERATURE DRAIN
SENSOR PLUG J8907-11

Fig. 4 Coolant Temperature Sensor

J IGNITION 8D - 27

The higher voltage spike indicates to the ECU t h a t a
piston will soon be a t t h e TDC position, 12 teeth later.
The ignition timing for the particular cylinder is either
advanced or retarded as necessary by the ECU accord­
ing'to sensor inputs.
to provide t h e ECU with inputs to establish and main­
tain correct injector firing order (Fig. 9). A pulse ring
mounted to the distributor shaft references the position
of pistons one and six as it rotates through t h e sync
signal generator's magnetic field.

Sync Pulse Signal (Stator)

The sync signal generator is located in the distributor
and works in conjunction with the engine speed sensor SPEED
SENSOR

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FLYWHEEL

TRANSMISSION O ENGINE ^ - ^ N ^ N

HOUSING ' • SPEED S E N S O R T ^ E89U423

Fig. 6 Engine Speed Sensor J8914-49

Fig. 8 Engine Speed Sensor Operation

DISTRIBUTOR ROTOR
CAP

TRIGGER
NOTCH

PISTON SYNC
AT TDC SIGNAL
12 VOLTAGE GENERATOR
SPIKE AFTER
TRIGGER PULSE
NOTCH RING

DISTRIBUTOR
HOUSING
J8914-118

Fig. 7 Engine Speed Sensor, Trigger Notches and J8914-121

TDC Position
Fig. 9 Sync Signal Generator and Pulse Ring
8D - 28 IGNITION
The pulse ring rotates through the sync signal gen­
erator for 180°. When the leading edge of the pulse ring
enters the sync signal generator, the magnetic field
becomes weaker (Fig. 10). This indicates the position of
piston number one to t h e ECU. When the trailing edge
of the pulse ring leaves t h e sync signal generator the
magnetic field becomes stronger. This indicates to the
ECU t h e position of piston number six.
The sync signal input and speed sensor input allow
the ECU to establish the necessary reference point to
synchronize injection.
Knock Sensor
The knock sensor is located on the lower left side of the
engine cylinder block just above t h e oil pan (Fig. 11).
PULSE RING DISTRIBUTOR
J8914-122
Fig. 10 Sync Signal Generator Operation
Fig. 11 Knock Sensor
The knock sensor provides an input to the ECU that
indicates detonation (knock) during engine operation.
When detonation (knock) occurs, the ECU retards t h e
ignition advance to eliminate the detonation (knock) at
the applicable cylinders).
Throttle Position Sensor (TPS)
The Throttle Position Sensor (TPS) is mounted on the
throttle body and connected to the throttle valve shaft.
The sensor is a variable resistor t h a t provides the ECU
with an input voltage t h a t represents throttle valve
position. Input voltage to the ECU from the TPS varies
in a n approximate range of from 1 volt at minimum
throttle opening (idle) to 5 volts at wide open throttle.
The ECU uses TPS input voltage to determine current
engine operating conditions.
There are two different Throttle Position Sensors, one
used with automatic transmissions (Fig. 12) and one
used with manual transmissions (Fig. 13). The TPS
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used with automatic transmissions has two integral
wire harness connectors (one four pin connector and one
three pin connector) that plug into the engine wire
harness. The four pin connector supplies input to t h e
ECU while the three pin connector supplies input to the
Transmission Control Unit. The TPS used with manual
transmissions h a s a n integral connector. The engine
wire harness connects directly to t h e TPS.
DIAGNOSIS PROCEDURES
This section contains information for determining in­
dividual MPI system component performance. Diagno­
sis of ECU/Engine Control System is performed using
the DRBII Service Diagnostic Tester. Refer to the tester
manual for t h e appropriate system test procedure.
Coolant Temperature Sensor (CTS)
(1) Disconnect t h e wire harness connector from the
CTS (Fig. 14).
Fig. 12 Throttle Position Sensor—with Automatic
Transmission
 IGNITION 8 0 - 29

THROTTLE POSITION
SENSOR Coolant Temperature Sensor
Temperature-to-Resistance Values
(Approximate)

°F °C Ohms

212 100 185

160 70 450

100 38 1,600

70 20 3,400

40 4 7,500

20 -7 13,500
J9014-51 0 -18 25,000

-40 -40 100,700

Fig. 13 Throttle Position Sensor—with Manual
Transmission
J8914-89

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Manifold Air Temperature (MAT) Sensor Test
(1) Disconnect the wire harness connector from the
MAT sensor (Fig. 15).
(2) Test the resistance of the sensor with a high input
impedance (digital) volt-ohmmeter.
The resistance should be less t h a n 1000 ohms with
engine warm. Refer to the resistance chart.
(3) Replace the sensor if it is not within the range of
resistance specified in the chart.
(4) Test the resistance of the wire harness between the
ECU wire harness connector terminal D-3 and the sen­
sor connector terminal, and terminal C-8 to the sensor
connector terminal.
(5) Repair the wire harness as necessary if the resis­
tance is greater t h a n 1 ohm.
COOLANT BLOCK
TEMPERATURE DRAIN
SENSOR PLUG J8907-11

Fig. 14 Coolant Temperature Sensor

(2) Test the resistance of the sensor with a high input

impedance (digital) volt-ohmmeter.
The resistance should be less than 1000 ohms with the
engine warm.
Refer to the resistance chart.
(3) Replace the sensor if it is not within the range of
resistance specified in the chart. MANIFOLD
(4) Test the resistance of the wire harness between AIR TEMPERATURE
SENSOR
ECU wire harness connector terminal D-3 and the sen­
sor connector terminal, and terminal C-10 to the sensor
J9014-50
connector terminal.
(5) Repair the wire harness if an open circuit is in­ Fig. 15 Manifold Air Temperature Sensor
dicated.
8D - 30 IGNITION . J

(4) Test MAP sensor supply voltage at the sensor

connector terminal C with the ignition ON.
Manifold Air/Fuel Temperature Sensor The voltage should be 5±0.5 volts.
Temperature-to-Resistance Values
(Approximate) The same voltage should also be at terminal C-14 of
the ECU wire harness connector.
°F °C Ohms (5) Repair or replace the wire harness as necessary.
212 100 185
(6) Test the MAP sensor ground circuit at sensor con­
nector terminal A and ECU connector terminal D-3.
160 70 450 Repair the wire harness if necessary.
100 38 1,600 (7) Test the MAP sensor ground circuit at the ECU
connector between terminal D-3 and terminal B - l l
70 20 3,400
with an ohmmeter.
40 4 7,500 If the ohmmeter indicates an open circuit, inspect for
20 -7 13,500 a defective sensor ground connection located on the
right side of the cylinder block.
0 -18 25,000
If the ground connection is good, replace the ECU.
-40 -40 100,700 If terminal D-3 has a short circuit to 12 volts, correct
this condition before replacing the ECU.

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J8914-90
Knock Sensor Test
Manifold Absolute Pressure (MAP) Sensor
(1) Connect DRB II diagnostic tester to the vehicle.
Test (2) Proceed to state display mode.
(1) Inspect the MAP sensor vacuum hose connections (3) Start engine.
at the throttle body and sensor (Fig. 16). Repair as (4) Observe knock unit value.
(5) Using the tip of a screwdriver, gently tap the
necessary.
cylinder block near the knock sensor and observe knock
(2) Test the MAP sensor output voltage at the MAP
value.
sensor connector terminal B (as marked on the connec­
(6) Knock value should increase while tapping on the
tor) with the ignition switch ON and the engine OFF.
cylinder block.
The voltage should drop to 0.5 to 1.5 volts w i t h a (7) If the knock value does not increase while tapping
hot, neutral idle s p e e d condition. on the cylinder block near the knock sensor then check
(3) Test ECU terminal C-6 for the same voltage de­ knock sensor for proper connection.
scribed previously to verify the wire harness. Repair as If connection is good then replace the knock sensor.
necessary. Refer to the component replacement section of this man­
ual for replacement procedures.

Speed Sensor Test

(1) Disconnect the speed sensor connector (Fig. 17)
from the ignition control module.
(2) Place an ohmmeter between terminals A and B
(marked on the connector).
Reading should be 200±75 ohms (hot engine).
(3) Replace sensor if readings are not to specifications.

Sync Pulse (Stator) Test

For this test, a n analog voltmeter is needed.
(1) Insert the positive ( + ) voltmeter lead into the Blue
wire at the distributor connector.
(2) Install the negative (-) voltmeter lead into the
Gray W/tr wire at the distributor connector.
D o Not remove the distributor connector from
the distributor.
A. Ground
B. Output Voltage Insert the voltmeter leads into the backside of the
C.5 Volts distributor connector to make contact with the termi­
J8914-91 nals.
(3) Set the voltmeter on a 15 Volt A/C scale. Turn key
Fig. 16 MAP Sensor Connector Terminals on.
J IGNITION 8D - 31

(4) The voltmeter should show approximately 5.0

volts.
(5) If there is no voltage, check t h e voltmeter leads for
a good connection.
• If there is still no voltage:
(6) Remove ECU and check for voltage at pin C-16 and
ground with harness connected.
• If there is still no voltage:
(7) Perform vehicle test using DRB II tester.
• If voltage is present:
(8) Check continuity between t h e Blue wire at the
distributor connector and C-16 at t h e ECU.
(9) If there is no continuity, repair the harness as
necessary. —-
(10) Check for continuity between the Gray W/tr wire
at the distributor connector and pin C-5 at the ECU.
(11) If there is no continuity, repair the harness as
necessary.
(12) Check for continuity between the Black wire at
the distributor connector and ground.
J8914-93

(13) If there is no continuity, repair the harness as
necessary.
(14) While observing the voltmeter, crank the engine;
the voltmeter needle should fluctuate back and forth
while the engine is cranking. This verifies t h a t the
stator in the distributor is operating properly.
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Fig. 17 Engine Speed Sensor
(15) If there is no sync pulse, replacement of the stator
is necessary. Refer to the component replacement sec­
tion of this manual for replacement procedures.
8D - 32 IGNITION

T H R O T T L E P O S I T I O N S E N S O R (TPS) T E S T - A U T O . T R A N S .

TCU IS THE TRANSMISSION
C O N T R O L U N I T . REFER T O
G R O U P 21 F O R L O C A T I O N .
DISCONNECT T H E SQUARE, F O U R
TERMINAL WIRE CONNECTOR A T T H E
TPS. CHECK VOLTAGE A T T P S
CONNECTOR PINS D (GROUND) A N D
A (5.0 V O L T S U P P L Y ) W I T H K E Y " O N " .

CONNECT T H E T P S WIRE CONNECTOR

T U R N K E Y OFF. CHECK F O R
NO / A P P R O X X YES T O T H E T P S . CHECK VOLTAGE A T T P S
CONTINUITY BETWEEN TCU
CONNECTOR T E R M I N A L S B( + ) A N D D
C O N N E C T O R P I N DL A N D T P S \5.0 VOLTS /
(GROUND) W I T H KEY " O N " A N D THROTTLE
CONNECTOR TERMINAL A. X ? /
PLATE A T CLOSED T H R O T T L E . *

CHECK F O R C O N T I N U I T Y
BETWEEN T C U CONNECTOR
P I N D-3 A N D P I N D O F
THE T P S CONNECTOR.

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NO

REPAIR T H E T P S W I R E
HARNESS POWER SUPPLY
CIRCUIT BETWEEN T H E T C U
A N D T H E T P S A N D RETEST.
1R
ADJUST OUTPUT
TPS SWITCH A N D
VOLTAGE T O
A D J U S T M E N T OK.
4 . 1 5 VOLTS.

' A B L E TCT
ADJUST TPS
TPS AND YES
TO 4 . 1 5 VOLTS
W I R I N G OK. A T CLOSED
REPAIR T P S WIRE JHROTTLE,
7
H A R N E S S G R O U N D CIRCUIT
BETWEEN THE T C U A N D CHECK F O R C O N T I N U I T Y
T H E T P S A N D RETEST. BETWEEN T C U CONNECTOR
PIN D2 A N D T H E T P S NO
C O N N E C T O R P I N B. R
REPLACE T H E
THROTTLE POSITION
S E N S O R (TPS) A N D
A D J U S T O U T P U T VOLTAGE.
REPAIR T P S WIRE
YES NO
HARNESS BETWEEN TCU
A N D T P S A N D RETEST.

1
REPLACE T C U
A N D RETEST.

*DO N O T UNFASTEN T H E SENSOR WIRE HARNESS CONNECTOR.

INSERT T H E VOLTMETER TEST LEADS T H R O U G H T H E BACK O F T H E W I R E
H A R N E S S C O N N E C T O R T O AAAKE C O N T A C T W I T H T H E S E N S O R
TERMINALS.

J9014-130
 IGNITION 80 - 33

THROTTLE POSITION SENSOR (TPS) T E S T - M A N . TRANS.

DISCONNECT THE WIRE CONNECTOR

AT THE TPS. CHECK VOLTAGE AT TPS
CONNECTOR PINS B (GROUND) AND A
(5.0 VOLT SUPPLY) WITH KEY "ON".

TURN KEY OFF. CHECK FOR CONNECT THE TPS WIRE CONNECTOR
CONTINUITY BETWEEN ECU TO THE TPS. CHECK VOLTAGE AT TPS
CONNECTOR PIN C-7 AND TPS CONNECTOR TERMINALS C ( + ) AND B
CONNECTOR TERMINAL (C). (GROUND) WITH KEY " O N " AND THROTTLE
PLATE AT CLOSED THROTTLE.*

CHECK FOR CONTINUITY

BETWEEN ECU CONNECTOR
PIN D-3 AND PIN B OF
THE TPS CONNECTOR.

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YES

NO
f
REPAIR THE TPS WIRE
HARNESS POWER SUPPLY
CIRCUIT BETWEEN THE ECU
AND THE TPS AND RETEST.
1
ADJUST OUTPUT
TPS SWITCH AND
VOLTAGE TO
ADJUSTMENT OK.
.085 VOLTS.

REPAIR TPS WIRE

HARNESS GROUND CIRCUIT
BETWEEN THE ECU AND
THE TPS AND RETEST.

REPAIR TPS WIRE

HARNESS BETWEEN ECU
AND TPS AND RETEST.
REPLACE ECU
AND RETEST.

*DO NOT UNFASTEN THE SENSOR WIRE HARNESS CONNECTOR.

INSERT THE VOLTMETER TEST LEADS THROUGH THE BACK OF THE WIRE
HARNESS CONNECTOR TO AAAKE CONTACT WITH THE SENSOR
TERMINALS.
J9014-131
8D ~ 34 IGNITION J

Spark Plugs Manifold Absolute Pressure (MAP) Sensor

Faulty or fouled plugs may perform well at idle speed,
but at higher engine speeds they frequently fail. Faulty
plugs can be identified in a number of ways: poor fuel
economy, power loss, decrease in engine speed, hard
starting and, in general, poor engine performance.
Spark plugs also malfunction because of carbon foul­
ing, excessive electrode air gap, or a broken insulator.
Removal
(1) Disconnect the MAP sensor electrical connector
(Fig. 20).
(2) Remove the MAP sensor vacuum supply hose.
(3.) Remove the MAP sensor retaining nuts and re­
move MAP sensor.

SERVICE PROCEDURES Installation

(1) Install MAP sensor to dash panel and secure with
Coolant Temperature Sensor (CTS) retaining nuts.
(2) Install the MAP sensor vacuum supply hose.
Removal (3) Connect the MAP sensor electrical connector.
(1) Drain cooling system.
Knock Sensor
(2) Remove air cleaner assembly.
(3) Disconnect the CTS wire connector (Fig. 18).
Removal
(4) Remove the CTS from the engine block.
(1) Raise and support the vehicle.

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Installation (2) Disconnect the knock sensor wire connector (Fig.
(1) Install the CTS into the cylinder block and tighten 21).
to 28 N-m (21 ft-lbs) torque.
(2) Connect the CTS wire connector.
(3) Install the air cleaner assembly
(4) Fill the cooling system.

Manifold Air Temperature (MAT) Sensor

Removal
(1) Disconnect the MAT sensor electrical connector
(Fig. 19).

(2) Remove MAT sensor from the intake manifold. MANIFOLD

AIR TEMPERATURE
SENSOR
Installation
(1) Install the MAT sensor into the intake manifold. J9014-50
Tighten to 28 N-m (21 ft-lbs) torque.
(2) Connect the MAT sensor electrical connector. Fig. 19 Manifold Air Temperature Sensor Removal/
Installation

COOLANT COOLANT MOUNTING

TEMPERATURE TEMPERATURE NUTS
SENSOR WIRE SENSOR MAP
CONNECTOR SENSOR

Fig. 18 Coolant Temperature Sensor Remove/Install Fig. 20 MAP Senor Removal/Installation

J IGNITION 8D - 35

(3) Remove the knock sensor. (3) Adjust the TPS. Refer to TPS adjustment proce­
dure in this group.
Installation (4) Bend the lock tabs over the mounting screws.
CAUTION: The knock sensor MUST be tightened to the (5) Connect the TPS electrical connector(s).
appropriate torque. Tightening torque is critical to
knock sensor operation.
(1) Install the knock sensor into the cylinder block.
Tighten to 10 N*m (89 in-lbs) torque.
(2) Connect the wire connector to the knock sensor.
(3) Lower the vehicle.

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Fig. 22 Engine Speed Sensor

TPS

Fig. 21 Knock Sensor Removal/Installation

Engine Speed Sensor

Removal
(1) Disconnect the wire connector (Fig. 22).
(2) Remove 2 bolts attaching speed sensor to the trans­
mission housing.

Installation
(1) Install the speed sensor using 2 shoulder bolts. TABS
J8914-160
(2) Connect the wire connector.
Fig. 23 Throttle Position Sensor Remove/
Throttle Position Sensor Install—Typical

Removal
(1) Disconnect the TPS electrical connector(s).
(2) Bend the lock tabs back and remove the retaining
screws (Fig. 23).
(3) Remove the TPS from the throttle plate assembly
(Fig. 23).

Installation
(1) Position TPS onto the throttle plate assembly.
(2) Install and tighten retaining screws.
8D - 36 IGNITION

Electronic Control Unit (ECU) (2) On vehicles equipped with A/C, remove the elec­
trical cooling fan and shroud assembly from the radi-
Removal
The ECU is located underneath the instrument panel .ECU
between the steering column and heater A/C housing
(Fig. 24). The ECU is mounted to a bracket by three
O o
screws. The bracket is attached to the dash by locknuts.
(1) Disconnect the battery negative cable.
(2) Remove locknuts securing the ECU to the dash
(Fig. 24). Lower ECU and bracket.
(3) Remove ECU to mounting bracket screw (Fig. 25).
(4) Disconnect ECU wiring harness. Remove ECU. SCREW

Installation o
(1) Connect ECU wire harness to ECU.
(2) Install ECU on mounting bracket. Tighten mount­
ing screws securely.
(3) Position ECU and bracket assembly under instru­
ment panel and install retaining locknuts.
(4) Connect battery negative cable to negative termi­

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nal of battery. o
o O
DISTRIBUTOR SERVICE
SCREWS J908D-33
The distributor used in the 4.0L engine consists of an
internal oil seal t h a t prevents oil from entering the
Fig. 25 ECU Remove/lnstaii
distributor housing. The seal is not serviceable.
Refer to Fig. 26 for an exploded view of the distributor CAP STATOR
and a list of its components.

Replacement

Removal
(1) Disconnect the battery negative cable.

HEATER A/C
HOUSING

DRIVE
SHAFT
GEAR

J908D-29

Fig. 26 Distributor—4.0L

Fig. 24 ECU Location

J IGNITION
ator. This will provide room to t u r n the engine with a
socket and ratchet using the vibration damper bolt.
(3) Scribe a m a r k on the distributor housing below the
left side of (past) the number one spark plug wire post
of the distributor cap to use as a reference for # 1 cyl­
inder firing position (Fig. 27).
(4) Remove the distributor cap.
(5) Turn the engine in a clockwise direction until the
rotor is approaching the scribe m a r k on the distributor
housing. Then slowly t u r n the engine until the timing
m a r k on the crankshaft vibration damper lines up with
zero on the front cover timing scale (Fig. 28).
J898D-13
Fig. 27 Mark Distributor Housing
CRANKSHAFT
VIBRATION DAMPER
TIMING MARK
J898D-14
Fig. 28 Align Timing Marks
8D - 37
The timing mark is on the e d g e of the vibration
damper closest to the engine front cover.
(6) Align the trailing edge of the rotor blade with the
scribe m a r k on t h e distributor housing (Fig. 29).
(7) Remove the distributor hold-down bolt and clamp.
(8) Remove the distributor from the engine.
Installation
(1) If necessary, using a flat blade screwdriver, t u r n
the oil pump gear shaft until the slot is slightly past the
11 o'clock position (Fig. 30).
The oil p u m p shaft is located d o w n in the dis­
tributor hole.
~"(27TnstaTHire-Totor-;—
(3) Without engaging the distributor gear into the
cam gear, position the distributor into the hole in the
engine block. Be sure the distributor gasket is installed.
(4) Visually line up the hold-down ear of the distrib­
utor housing with the hold down clamp hole (Fig. 31).
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J898D-15
Fig. 29 Align Rotor Trailing Edge With Scribe Mark
OIL PUMP
GEAR SHAFT J898D-16
Fig. 30 Align Oil Pump Gear Shaft
8D - 38 IGNITION J

(5) Turn the rotor to the 4 o'clock position (Fig. 32).
(6) Slide the distributor down into the block until it
seats. Keep the hold-down ear aligned to the hole in the
block.
(7) The rotor should be in the 5 o'clock position with
the trailing edge of the rotor blade lined up with the
scribe mark on the distributor housing (number one
spark plug wire post location).
(8) Install the distributor hold-down clamp bolt and
tighten to 13-19 N-m (9.5-14 ft-lbs).
(9) Install the distributor cap and connect the distrib­
utor electrical connector.
(10) Install electrical cooling fan and shroud if appli­
cable.
(11) Connect battery negative cable.
STATOR REPLACEMENT
Removal
(1) Remove the distributor from the engine using the
procedure outlined in Distributor removal.
(2) Remove the distributor rotor.
(3) Position the distributor in a vise.
(4) Remove the distributor gear from the shaft using
a small punch and a hammer to drive out the retaining
roll pin (Fig. 33).
(5) Remove the distributor shaft from the distributor
housing.
(6) Remove the stator retaining screw.
Mark location of stator position for assembly ref­
erence.
(7) Remove the stator harness by pushing the grom­

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met through the housing. Remove stator assembly (Fig.
34).

Installation
(1) Install stator assembly and retaining screw.
(2) Position the stator assembly harness through the
distributor housing and push the grommet into posi­
tion.
(3) Install distributor shaft into the distributor hous­
ing. If the shaft is equipped with seals make sure the are
in place and not damaged.
(4) Install distributor gear washer and distributor
HOLD-DOWN
gear onto the shaft.
CLAMP BOLT HOLE J898D-17
(5) Install the distributor gear retaining pin.
Fig. 31 Distributor Installation

J898D-12

Fig. 32 Rotor Alignment Fig. 33 Distributor Gear Removal/Installation

J IGNITION 80 - 39

STATOR HARNESS (6) Install the distributor rotor.

(7) Install the distributor to the engine using the
procedure given in Distributor Installation.

Spark Plug and Ignition Coil Wire

Replacement
Use care when disconnecting the spark plug and coil
wire boots and wires. Twist the boot 1/2 turn and pull
on the boot only to disconnect the wire.
When replacing the spark plug and coil wires, route
the wires correctly and secure in the proper retainers.
Failure to route the wires properly can cause the radio
to reproduce ignition noise, cross ignition of the plugs
or'-short-circuit the wires to ^

STATOR

STATOR RETAINING SCREW J898D-11

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Fig. 34 Stator Removal/Installation
8D - 40 IGNITION J

4.2L SIX-CYLINDER ENGINE

INDEX
page page
Distributor Advance Tests ...... 54 Ignition System Components 43
Distributor Component Replacement 61 Ignition System Diagnosis 45
Distributor Replacement . . 59 Ignition System Timing . 59
Engine Firing Order 40 Intermittent Failure Diagnosis 56
Engine Spark Knock (Pre-lgnition) Diagnosis 54 SSI Distributor and Ignition Coil Specifications . . . . 40
General Information 42 Spark Plug Specifications 40
Ignition Coil Tests 55 Vacuum Hose Routing Schematics . 41

SPARK PLUG SPECIFICATIONS SSI DISTRIBUTOR AND IGNITION COIL

SPECIFICATIONS
SPARK PLUG ELECTRODE TIGHTENING DISTRIBUTOR PICKUP COIL
ENGINE TORQUE RESISTANCE 400 TO 800 OHMS @ 24°C (75°F)
TYPE GAP
IGNITION COIL
PRIAAARY RESISTANCE 1.13 TO 1.23 OHMS @ 24°C (75°F)
4.2L RFN-14LY 0.035 in 37 N®m (27 ft-lbs) 1.5 0HMS@93°C (200°F)

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SECONDARY RESISTANCE.... 7700 TO 9300 OHMS @ 24°C (75°F)
.12,000 OHMS @ 93°C (200°F)
MINIMUM OPEN CIRCUIT OUTPUT
J908D-17 AT 1000 RPM 24KV
SPARK PLUGS
REQUIRED VOLTAGE AT 1000 RPM 5T016KV
ENGINE FIRING ORDER AAAXIMUM VARIATION BETWEEN CYLINDERS 3T05KV
J908D-3
J _ . — _ _ _ _ _ _ IGNITION 8D - 41
VACUUM HOSE ROUTING SCHEMATICS

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J8925-10

Vacuum Routing Schematic - YJ 4.2L With Manual Trans.

\-9

Vacuum Routing Schematic - YJ 4.2L With Auto. Trans.

8D - 42 IGNITION J

GENERAL INFORMATION MCU

The 4.2L engine is available in YJ vehicles. It is a
carbureted engine equipped with a micro-computer con­
trolled Fuel Feedback system.

Micro-Computer Unit
The ignition system is ultimately controlled by the
Micro-Computer Unit (MCU). The MCU monitors var­
ious engine sensors t h a t indicate engine operating con­
ditions. One of these inputs originates from the
distributor and represents engine speed which is used
to determine ignition timing. The MCU processes ig­
nition signals and then sends them to the ignition mod­
ule. By modifying the signal it sends to the ignition
module, the MCU can retard ignition timing in re­
sponse to the various inputs it receives. The MCU also
controls air-fuel ratio and the pulse air system. Refer to
Group 14—Fuel for more information on the MCU and
The Fuel Feedback System.
The MCU is a completely sealed module which is J8914-210

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located behind the glove box next to the radio, if
equipped (Fig. 1). It is not repairable and must be re­ Fig. 1 MCU Location
placed as a unit if service is required.

Solid State Ignition System

A Solid State Ignition (SSI) system (Fig. 2) is used on
the 4.2L six-cylinder engine. The SSI system is con-

MICROPROCESSOR CONTROL UNIT (MCU)

DIST. SPARK
(UNDER CENTER OF INSTRUCTION PANEL) (+ ) OUTPUT

J908D-2

Fig. 2 Ignition Schematic—4.2L

J IGNITION
trolled by the engine Micro-Computer Unit. The SSI
system consists of the following components:
• ignition module
• ignition coil
• resistance wire
• distributor
• knock sensor
• distributor cap and rotor
• spark plugs and wires
IGNITION SYSTEM COMPONENTS
Ignition Module
—.fjq^ electronie Ignition Module (Fig.--3}4s located in
the engine compartment behind the bottom of the ra­
diator overflow bottle. It is a permanently sealed, solid
state module t h a t is not repairable and must be replaced
as a unit if service is required.
The Micro-Computer Unit (MCU) controls ignition
coil operation through the ignition module. The MCU
processes the ignition signals it receives and then sends
a signal to the ignition module. The ignition module
then interrupts the primary circuit to the ignition coil
causing spark to occur. Dwell is adjusted automatically.
W h e n d i s c o n n e c t i n g SSI s y s t e m c o n n e c t o r s , p u l l
t h e m a p a r t w i t h a firm, s t r a i g h t pull. D O N O T at­
tempt to p r y then a p a r t with a screwdriver. When
c o n n e c t i n g t h e m , p r e s s t o g e t h e r firmly t o over­
c o m e h y d r a u l i c p r e s s u r e c a u s e d b y t h e silicone
dielectric compound.
If t h e c o n n e c t o r l o c k i n g t a b s w e a k e n o r b r e a k
off, d o n o t r e p l a c e t h e a s s o c i a t e d c o m p o n e n t . B i n d
t h e c o n n e c t o r s t o g e t h e r w i t h t a p e o r a h a r n e s s tie
s t r a p to a s s u r e g o o d e l e c t r i c a l c o n n e c t i o n .
J898D-21
Fig. 3 Ignition Module
8D - 43
Ignition Coil
The ignition coil is mounted to the engine block next
to the distributor (Fig. 4). Coil operation is dictated by
the ignition module which is controlled by the MCU.
The coil does not require special service other t h a n
maintaining the terminals and connectors.
When an ignition coil is suspected of malfunctioning,
test it on the vehicle. A coil may "break down" after the
engine has heated it to a high temperature. It is im­
portant t h a t the coil be at operating temperature when
tested. Perform the test according to the test equipment
manufacturer's instructions.
Igtrition-CtM-CmmBCtoe.—•— -
The ignition coil terminals and connector are of
unique design. The connector is removed from the coil
by grasping both sides and pulling away from the coil
(Fig. 4).
When a tachometer is required for engine testing or
tune-up, connect it using an alligator jaw type connec­
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tor (Fig. 5).
Resistance Wire
A wire with 1.35 ohms resistance is provided in the
ignition wiring to supply less t h a n full battery voltage
to the ignition coil after the starter motor solenoid is
deenergized. During engine starting, the resistance
wire is bypassed and full battery voltage is applied to
the ignition coil. The bypass is accomplished at the
I-terminal on the starter motor solenoid. Refer to the
Wiring Diagrams for location of the resistance wire.
Distributor
The distributor consists of three groups of compo­
nents: pickup coil and trigger wheel, ignition advance
J898D-22
Fig. 4 Ignition Coil
80 - 44 IGNITION
mechanisms, cap and rotor. The distributor drive gear
is installed on the distributor shaft and meshes with a
spiral cut gear on the camshaft. The end of the distrib­
utor shaft is flattened and fits into a slot in the top of
the oil pump and provides the force to drive the oil
pump.
J898D-23
Fig. 5 Tachometer Connection
Pickup Coil and Trigger Wheel
The ignition coil primary circuit is opened and closed
electronically by the ignition module. The distributor
pickup coil and trigger wheel provide the input signal
for the MCU.
The trigger wheel which is installed on the distributor
shaft, has one tooth for each engine cylinder. The wheel
is mounted so that the teeth rotate past the pickup coil
one at a time.
The pickup coil has a magnetic field t h a t is intensified
by the presence of ferrous metal (contains iron - can be
picked up with an ordinary magnet). The pickup coil
reacts to the trigger wheel teeth as they pass. As a
trigger wheel tooth approaches and passes the pole
piece of the pickup coil, it reduces the reluctance (com­
pared to air) to the magnetic field and increases field
strength. Field strength decreases as the tooth moves
away from the pole piece. This increase and decrease of
field strength induces an alternating current (pulse)
into the pickup coil, which triggers the MCU which in
turn signals the ignition module. The control unit opens
and closes the coil primary circuit according to the po­
sition of the trigger wheel teeth.
There aren't any contacting surfaces between the
trigger wheel and pickup coil assembly, Because there
isn't any wear, the dwell angle does not require adjust­
ment. The dwell angle is determined electronically by
J
the control unit and is not adjustable. When the ignition
coil primary circuit is switched open, the MCU sends a
signal to the ignition module t h a t starts an electronic
timer in the ignition module which keeps the coil pri­
mary only long enough for the electromagnetic field-
within the coil to collapse and the voltage to discharge.
The ignition module then automatically closes the coil
primary circuit. The period of time the circuit is closed
is referred to as dwell.
Ignition Advance
Centrifugal (mechanical) advance is controlled by en­
gine speed. Flyweights connected to t h e . distributor
shaft are thrown outward by centrifugal force. Higher
engine RPM throws the weights further out. Calibrated
rate springs are used to control this movement. The
outward motion of the flyweights causes the rotor and
trigger wheel to be advanced on the distributor shaft
several degrees in the direction of normal rotation. This
is referred to as centrifugal ignition advance. -
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When the engine is operating under light load, the
carburetor throttle plates restrict airflow, causing a
relatively lean mixture to enter the combustion cham­
bers. Ignition must occur earlier because the lean mix­
ture requires a longer time to burn. The vacuum
ignition advance mechanism is used for this purpose.
When carburetor ported or manifold vacuum is high,
the vacuum advance mechanism moves the pickup coil
assembly several degrees opposite to the direction the
distributor is rotating. This causes the pickup coil to
react to the presence of the trigger wheel teeth earlier.
This is referred to as vacuum ignition advance. With
low vacuum operating conditions, such as wide open
throttle acceleration, a spring in the vacuum advance
mechanism pushes the pickup coil back to a position of
zero advance.
Cap and Rotor
The central tower on the distributor cap is connected
directly to the high voltage at the coil. The current flows
through the spring-loaded contact on the rotor to the
carbon button in the cap. The rotor tip aligns with a
contact in the cap t h a t corresponds to the cylinder to be
ignited just as the ignition coil output high voltage is
applied to the rotor. In this way, each spark plug is
"fired" in turn.
System Operation
The ignition module is activated by the MCU when
the ignition switch is in the Start or On position. The
primary circuit is closed and current flows through the
coil primary winding. When the engine begins turning
the distributor, the trigger wheel teeth rotate past the
pickup coil assembly, As each tooth aligns with the
pickup coil, the resulting pulse triggers the MCU which
in t u r n signals the ignition module which closes the
primary circuit. A high voltage is then induced in the
J IGNITION
coil secondary winding and current flows to the distrib­
utor cap and rotor. The rotor connects the high voltage
to the proper spark plug. The timing of the ignition is
constantly changed by the MCU, and vacuum and cen­
trifugal advance mechanisms according to engine op­
eration.
8D - 45
IGNITION SYSTEM DIAGNOSIS
The Computerized Emission Control (CEC) system
which contains the MCU can be tested using the system
tester, tool 7559. A schematic of the 60 way connector
for the MCU and accompanying call outs can be found
in the wiring diagrams section of this manual.
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4.2L Engine CEC System Schematic

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J8914-217
 IGNITION 80

IGNITION COIL PRIMARY CIRCUIT FUNCTION:

Connects Battery Voltage To Coil and Coil To Ground

Chart 1

STEP SEQUENCE RESULT

CONNECT VOLTMETER TO
REFER TO
COIL POSITIVE TERMINAL
SCHEMATIC
AND TO GROUND

TURN IGNITION ON

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VOLTAGE
ACCEPTABLE
(6V±.5V)
OK
©
VOLTAGE NOT
ACCEPTABLE
(BATTERY VOLTAGE) o
VOLTAGE
ACCEPTABLE SMSTOP
VOLTAGE NOT (6V+.5V)
ACCEPTABLE REPLACE
(BELOW 6V) VOLTAGE CAPACITOR
NOT
DISCONNECT
ACCEPTABLE
CAPACITOR
WIRE TERMINAL

OBSERVE VOLTAGE
• TURN AT POSITIVE VOLTAGE N

IGNITION SWITCH TERMINAL WHILE ACCEPTABLE f \

CRANKING
n u
-NSTOP
TO START (BATTERY V V
VOLTAGE)

VOLTAGE
NOT
ACCEPTABLE
(LESS THAN
BATTERY
VOLTAGE)

J908D-31
8D - 48 IGNITION

STEP SEQUENCE RESULT

CHECK FOR SHORT
OR O P E N I N
WIRE ATTACHED
TO STARTER M O T O R S O L E N O I D , ^ REPAIR

©
N

l-TERMINAL c^JAS STOP

REQUIRED
CHECK STARTER M O T O R
S O L E N O I D AS OUTLINED
I N SECTION 8B

• IGNITION
REMAINS
DISCONNECT WIRE
ON
FROM STARTER M O T O R
S O L E N O I D l-TERMINAL

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• OBSERVE
VOLTAGE
AT COIL
POSITIVE
TERMINAL

© VOLTAGE
DROPS TO
6V±.5V
(OK

REPLACE
•(stop)

STARTER M O T O R
SOLENOID
VOLTAGE

©
CONNECT -DROPS T O (OK)
VOLTAGE
JUMPER 6V±.5V
REMAINS , ^ ,
BETWEEN
AT OSC COIL N E G A T I V E '
BATTERY
TERMINAL

©
VOLTAGE
AND GROUND

VOLTAGE TEST
DOES N O T DROP RESISTANCE WIRE

CHECK:

• CONTINUITY
BETWEEN COIL
OK
NEGATIVE TERMINAL CONTINUITY REPLACE CONTROL UNIT

6 A N D C O N N E C T O R OR
TERMINAL D4
OK

• D l C O N T I N U I T Y BETWEEN
C O N N E C T O R TERMINAL
AND GROUND CONTINUITY LOCATE A N D
©
N O T OK REPAIR O P E N

J898D-25
 IGNITION 8D - 49

Chart 1

STEP SEQUENCE RESULT

• TURN IGNITION
OFF
©
CONNECT RESISTANCE
TOO HIGH
REPAIR
RESISTANCE
OHMMETER
BETWEEN (1.40 OHMS WIRE

6 COIL POSITIVE
TERMINAL AND
DASH CONNECTOR FW
OR MORE)

RESISTANCE
ACCEPTABLE
(1.35 ± .05 OHMS)

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CONNECT
OHMMETER
BETWEEN
DASH

© CONNECTOR
FW AND
IGNITION
SWITCH
TERMINAL II

i IGNITION
REMAINS
OFF

RESISTANCE REPLACE
ACCEPTABLE IGNITION
(LESS THAN SWITCH OR
0.1 OHM) REPAIR
SWITCH WIRE
FROM BATTERY

RESISTANCE • POOR REPAIR

TOO HIGH TERMINAL DEFECT
(MORE THAN CONNECTIONS
0.1 OHM) »PROCEED TO
AT DASH COIL TEST
CONNECTOR
OR IGNITION
SWITCH
• DEFECTIVE WIRING

J898D-26
8D - 50 IGNITION

COIL TEST

Chart 2
STEP SEQUENCE RESULT

INSPECT COIL
FOR OIL LEAKS,
OTHER
©
O EXTERIOR
DAMAGE, AND
CARBON
TRACKS
<2>r
REPLACE
COIL

CONNECT
OHMMETER
TO COIL
(+) AND ( - )
OK
©

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TERMINALS
RESISTANCE ACCEPTABLE
1.13 TO 1.23 OHMS AT 75 °F OR 24°C)
1.5 OHMS AT 200°F OR 93°C)

6 DISCONNECT
COIL CONNECTOR

(stop)

RESISTANCE REPLACE
NOT COIL
WITHIN
LIMITS

CONNECT
' l \ OHMMETER
- 4 * - ) FROM CENTER
1
- J TOWER AND
EITHER ( + ) OR ( - ) STOP

RESISTANCE ACCEPTABLE
(7700 - 9300 OHMS @ 75°F OR 24°C)
12,000 OHMS @ 200°F OR 93°C)

O
RESISTANCE REPLACE
NOT COIL
WITHIN
LIMITS

J898D-27
 IGNITION 80 - 51

SENSOR CHECK AND CONTROL UNIT CHECK

Chart 3

STEP SEQUENCE RESULT

• DISCONNECT
4-WIRE
CONNECTOR
IGNITION
MODULE

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SPARK AT
COIL WIRE
(NORAAAL)
• DISCONNECT COIL WIRE
FROM CENTER TOWER OF
DISTRIBUTOR AND HOLD
1/2-INCH FROM ENGINE
WITH INSULATED PLIERS
NO SPARK

DISCONNECT CONNECTOR
MCU CONNECTOR FROM MCU AND CONNECT
OHMMETER TEST LEADS TO
PINS 18 AND 59 OF CONNECTOR
OK

OHMMETER INDICATES
400-800 OHMS (NORMAL)
o
4§
OHMMETER
DOES NOT
INDICATE
400-800 OHMS

• DISCONNECT AND OHMMETER

RECONNECT NOW INDICATES •
OK
3-WIRE CONNECTOR

o
400-800 OHMS
AT DISTRIBUTOR

DISCONNECT
OHMMETER
REMAINS OUTSIDE
400-800 OHMS
3-WIRE
CONNECTOR
AT DISTRIBUTOR ©
J908D-19
8D - 52 IGNITION

Chart 3
STEP SEQUENCE RESULT
CONNECT OHMMETER
TO B2 AND B3
TERMINALS OF -*HSTOP
DISTRIBUTOR
CONNECTOR
OHMMETER REPAIR OR REPLACE
INDICATES HARNESS BETWEEN
400-800 OHMS 3-WIRE AND 4 WIRE
CONNECTOR

OHMMETER DOES REPLACE

B2 ^ B 3 NOT INDICATE PICKUP COIL
DISTRIBUTOR 400-800 OHMS

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CONNECTOR

OHAAMETER
INDICATES
ZERO (NOT
ABOVE 0.002
OHM)

OHAAMETER LOCATE AND

INDICATES REPAIR
ABOVE SOURCE OF
0.002 OHM BAD GROUND
• GROUND
CABLE
CONNECT RESISTANCE
OHAAAAETER • DISTRIBUTOR-
BETWEEN TERMINAL TO-BLOCK
BAND RESISTANCE
BATTERY
NEGATIVE • GROUND SCREW
TERMINAL IN DISTRIBUTOR
TO TERMINAL B

CONNECT DC VOLTMETER
TEST LEADS TO PINS 18 AND 59 -HSTOP
OF MCU CONNECTOR VOLTMETER FLUCTUATES,
INDICATING PROPER
PICKUP COIL AND
TRIGGER WHEEL OPERATION
LOCATE AND
REPAIR FAULT

• DEFECTIVE
TRIGGER WHEEL
—^STOPJ
• DISTRIBUTOR
NOT TURNING
VOLTMETER
ENGAGE DOES NOT • MISSING TRIGGER
STARTER MOTOR FLUCTUATE WHEEL PIN

J908D-20
 IGNITION 8 0 - 53

IGNITION FEED TO IGNITION MODULE

NOTE: DO NOT PERFORM CHART 4 Chart 4

WITHOUT PERFORMING CHART 1

STEP SEQUENCE RESULT

VOLTMETER INDICATES
BATTERY VOLTAGE
REPLACE
CONTROL UNIT
o
WITHIN 0.2V

JJMPLUG 2-WIRE
CONNECTOR AT
• TURN
MODULE AND
IGNITION ON
CONNECT VOLTMETER
BETWEEN TERMINAL
B AND GROUND

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VOLTMETER DOES NOT
INDICATE BATTERY
VOLTAGE WITHIN 0.2V

SPARK AVAILABLE
LOCATE AND REPAIR CAUSE AT COIL WIRE

© OF VOLTAGE REDUCTION

• CORRODED DASH CONNECTOR

• IGNITION SWITCH

SPARK NOT AVAILABLE REPLACE

AT COIL WIRE CONTROL UNIT

DISCONNECT 4-WIRE
CONNECTOR
AT IGNITION MODULE CONNECT AMMETER
BETWEEN TERMINAL B
AND GROUND

© AMMETER INDICATES
1 AMP ± 0.1
STOP

CONNECT 2-WIRE
CONNECTOR AT CONTROL AMMETER INDICATES REPLACE
UNIT HIGHER OR LOWER MODULE
CURRENT

J908D-27
80 - 54 IGNITION
ENGINE SPARK KNOCK (PRE-IGNITION)
DIAGNOSIS
Spark knock (pre-ignition) can be attributed to sev­
eral factors. The most common are ambient air condi­
tions, such as air temperature, density and humidity.
High Undethood Ait Temperature
Underhood air temperature is increased by the use of
air conditioning (especially during long periods of
idling), overloading (trailer pulling or operating in too
high a gear) and the installation of accessories t h a t
restrict airflow.
Air Density
Air density increases as barometric pressure rises or
as the air temperature decreases. A denser than normal
mixture of air and fuel drawn into a cylinder has the
same effect as increasing t h e engine compression ratio
and this increases the possibility of spark knock.
Humidity
Low humidity increases t h e tendency for engine
spark knock. High humidity decreases the tendency for
engine spark knock.
Fuel Octane Rating
The 4.2L engine is designed to operate on unleaded
fuel. Fuels having an equivalent research octane rating
may vary in their antiknock characteristics for a given
engine. It may be necessary to retard the initial ignition
timing (not more t h a n one degree from t h e specifica­
tion) or select a n alternate source of fuel.
Ignition Timing
Check t h e ignition timing to ensure it is adjusted to
the specification.
The white paint mark o n the timing degree scale
identifies the specified timing degrees before t o p
d e a d center (BTDC) at 1600 rpm, not top dead cen­
ter (TDC).
Combustion Chamber Deposits
An excessive buildup of deposits in t h e combustion
chamber may be caused by not using the recommended
fuels and lubricants, prolonged engine idling or contin­
uous low speed operation. These deposits can be reduced
by the occasional use of carburetor and combustion area
cleaners or by operating t h e engine at higher speeds.
Distributor Ignition Advance Mechanisms
Inspect the centrifugal and vacuum ignition advance
mechanisms to ensure they are operating normally.
j
DISTRIBUTOR ADVANCE TESTS
Centrifugal Advance Test
(1) Set t h e parking brake. Shift automatic transmis­
sions to PARK and manual transmissions to NEU­
TRAL.
(2) Start t h e engine and allow it to attain normal
operating temperature. Ensure t h a t t h e A/C is turned
OFF, if equipped.
(3) With the ignition switch Off, disconnect the three-
wire connector from the 4in. and 10-in. H g vacuum
switch assembly .
(4) Disconnect and plug the vacuum hose connected to
the distributor vacuum advance mechanism.
(5) Connect a timing light between t h e No. 1 spark
plug and wire.
(6) Connect the timing light power wire connectors
according to the manufacturer's instructions.
(7) Connect a calibrated, expanded scale tachometer
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to t h e coil negative (TACH) terminal.
WARNING; USE EXTREME CAUTION WHEN THE EN­
GINE IS OPERATING. DO NOT STAND IN A DIRECT
LINE WITH THE FAN. DO NOT PUT YOUR HANDS
NEAR THE PULLEYS, BELTS OR FAN. DO NOT WEAR
LOOSE CLOTHING.
(8) Start the engine and slowly increase the speed
while observing t h e timing mark and index with t h e
timing light.
(9) The ignition timing should advance smoothly as
the engine speed increases. Refer to the ignition ad­
vance curve illustrations.
(10) If the ignition timing advances unevenly, check
and repair t h e centrifugal advance mechanism.
(11) Connect t h e distributor vacuum advance hose
and the vacuum switch assembly three-wire connector.
(12) Remove the timing light and connect the No. 1
cylinder spark plug wire.
(13) Remove t h e tachometer.
Vacuum Advance Test
(1) Set t h e parking brake. Shift automatic transmis­
sions to PARK and manual transmissions to t h e NEU­
TRAL position.
(2) Start t h e engine and allow it to attain normal
operating temperature. Ensure t h a t t h e A/C is turned
OFF, if equipped.
(3) With t h e ignition switch OFF, disconnect the
three-wire connector from t h e 4- in. and 10-in. vacuum
switch assembly.
(4) Disconnect and plug the vacuum hose connected to
the distributor vacuum advance mechanism.
(5) Connect a hand operated vacuum pump to the
distributor vacuum advance mechanism.
(6) Connect a timing light between t h e No. 1 spark
plug and wire.
 IGNITION 80 - 55

(7) Connect the timing light power wire connectors IGNITION COIL TESTS
according to the manufacturer's instructions. The ignition coil can be tested on any conventional
(8) Connect a calibrated, expanded scale tachometer coil tester or with an ohmmeter. A coil tester is pref­
to the coil negative (TACH) terminal. erable because it can be used to detect faults t h a t are
WARNING: USE EXTREME CAUTION WHEN THE EN­
impossible with an ohmmeter.
GINE IS OPERATING. DO NOT STAND IN A DIRECT
LINE WITH THE FAN. DO NOT PUT YOUR HANDS
Primary Winding Resistance Test
NEAR THE PULLEYS, BELTS OR FAN. DO NOT WEAR
(1) Remove the connector from the negative (-) and
LOOSE CLOTHING.
positive ( + ) terminals of the ignition coil.
(9) Start the engine.
(2) Set the ohmmeter for the low scale and adjust the
(10) Increase the engine speed and apply 60.9 k P a
(18-in. Hg) vacuum. pointer to zero.
(11) Observe the ignition timing degree scale and (3) Connect the ohmmeter to the coil negative and
i n d e x with the timing light. positive terminals. The resistance should be 1.13-1.23
(12) The ignition timing should advance smoothly. ohms at 24°C(75°F)":Iftfcecoil t e m p e r a t u r e is above
Refer to the ignition advance curve illustrations. 93°C (200°F), 1.50 ohms is acceptable.
A defective F F B s y s t e m MCU or ignition system
ECU can alter the ignition timing. Secondary Winding Resistance Test
(13) Remove the timing light and tachometer. Con­ (1) Remove the high voltage ignition wire from the
nect the spark plug wire. high voltage terminal of the ignition coil.
The ignition s w i t c h m u s t b e OFF.

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Distributor Ignition Advance Curves (2) Set the ohmmeter for the xlOOO scale and adjust
oo 36 I I 1I >I I I I I I I the pointer to zero.
•MECHANICAL ADVANCE (3) Connect the ohmmeter to the brass contact in the
O 32 "4.2L
UJ
high voltage terminal and to either primary winding
2 28 ;SIX-CYLINDER ENGINE
ALL APPLICATIONS terminal. The resistance should be 7700-9300 ohms at
Z
0 24 24°C (75°F). A maximum of 12,000 ohms is acceptable
Z
UJ
if the coil temperature is 93°C (200°F) or more.
I 20
16
Current Flow Test
i» (1) Remove the connector from the ignition coil.
< (2) Depress the plastic barb and withdraw the positive
8
* ( + ) wire terminal from the connector. The barb is vis­
ible from the coil side of the connector.
(3) Repeat the procedure for the negative (-) wire

8 4 & & &

terminal.
CAUTION: Ensure the ammeter current rating is suf­

1°
U.

UJ

U -4
36 T T T T T T - 1 •
_ W
\ A / " * l II IAA A r \ \' V/ / A- i K
n
nr
ENGINE RPM
J898D-31
ficient for the test.
(4) Connect the ammeter between the positive termi­
nal and the disconnected positive wire.
(5) Connect a jumper wire from the coil negative ter­
32
minal to a known good ground.
28
(6) Turn the ignition switch to the ON position.
24 (7) The current flow should be approximately 7 amps
and should not exceed 7.6 amps.
20
/ If the current flow is more t h a n 7.6 amps, replace the
16 r
ignition coil.
/ (8) Leave the ammeter connected to the coil positive
12 /
J ( + ) terminal. Remove the jumper wire from the nega­
8 III
f tive (-) terminal. Connect the coil green wire to the
/ negative terminal. The current flow should be approx­
/ /
4
imately 4 amps.
-> If the current flow is less t h a n 3.5 amps, inspect for
poor connections in the 4-wire (control unit) and 3-wire
6 8 10 12 14 16 18 20 22 24 (distributor) connectors or poor ground at the ground
VACUUM (IN. HG)
v
' J898D-32
8D - 56 IGNITION
screw inside t h e distributor. If t h e current flow is
greater t h a n 5 amps, t h e electronic control unit is de­
fective.
WARNING; USE EXTREME CAUTION WHEN THE EN­
GINE IS OPERATING. DO NOT STAND IN DIRECT LINE
WITH THE FAN. DO NOT PUT HANDS NEAR THE PUL­
LEYS, BELTS OR FAN. DO NOT WEAR LOOSE
CLOTHING.
(9) Start t h e engine. Normal current flow with t h e
engine operating is 2.0 - 2.4 amps. If the current flow is
not within specifications, t h e control unit is defective.
Ignition Coil Output Test
(1) Connect a n oscilloscope to the ignition coil. Refer
to the test equipment manufacturer's instructions.
WARNING; USE EXTREME CAUTION WHEN THE EN­
GINE IS OPERATING. DO NOT STAND IN DIRECT LINE
WITH THE FAN. DO NOT PUT HANDS NEAR THE PUL­
LEYS, BELTS OR FAN. DO NOT WEAR LOOSE
CLOTHING.
(2) Start t h e engine and observe the secondary igni­
tion voltage.
J
CAUTION: Do not remove the wires from the spark
plugs for cylinders 1 or 5 when performing the next
test because the pickup coil may be damaged.
CAUTION: Do not operate the engine with the spark
plug disconnected for more than 30 seconds because
the catalytic converter may be damaged.
(3) Remove one spark plug wire from the distributor
cap. Observe t h e voltage applied to t h e disconnected
spark plug wire on t h e oscilloscope. This voltage, re­
ferred to as open circuit output voltage, should be 24 kV
(24,000 volts) minimum with an engine speed of 1000
rpm.
INTERMITTENT FAILURE DIAGNOSIS
Intermittent failure may be caused by loose or cor­
roded terminals, defective or missing components, in­
adequate ground connections, or defective wiring.
cardiagn.com
J IGNITION 8D - 57

INTERMITTENT FAILURE DIAGNOSIS

CONDITION POSSIBLE CAUSE CORRECTION

ENGINE FAILS TO START (1) No voltage to ignition system. (1) Check battery, ignition switch and wiring.
(NO SPARK AT PLUGS) Repair as required.

(2) Ignition module ground wires inside

(2) Clean, tighten or repair as required.
distributor open, loose or corroded

(3) Primary wiring connectors not fully

(3) Clean and fully engage connectors.
engaged.

(4) Ignition coil open or shorted.

(4) Test coil. Replace if faulty.
~ (5) - Ignition- modu le-<lefeetfve^
—{§)-Repla€e-4§Attion-moclule^- •' —
(6) Cracked distributor cap.
(6) Replace cap.
(7) Defective rotor.
(7) Replace rotor.
(8) Defective MCU.
(8) Replace MCU.

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ENGINE BACKFIRES BUT FAILS (1) Incorrect ignition timing. ' (1) Check timing. Adjust as required.
TO START
(2) Moisture in distributor. (2) Dry cap and rotor.

(3) Distributor cap faulty. (3) Check cap for loose terminals, cracks and
dirt. Clean or replace as required.

(4) Ignition wires not connected in (4) Connect in correct order.

correct firing order.

ENGINE RUNS ONLY WITH KEY (1) Open in resistance wire or excessive (1) Replace resistance wire and harness
IN START POSITION assembly.
resistance.

ENGINE CONTINUES TO RUN (1) Defective starter motor soienoid. (1) Replace solenoid.
WITH KEY OFF
(2) Shorted diode in alternator warning (2) Replace diode.
lamp circuit.

J908D-21
8D - 58 IGNITION J

INTERMITTENT FAILURE DIAGNOSIS (Continued)

Condition Possible Cause Correction

ENGINE DOES NOT OPERATE (1) Spark plugs fouled or faulty. (1) Clean and gap plugs. Replace as required.
SMOOTHLY AND OR ENGINE
MISFIRES AT HIGH SPEED (2) Ignition wires faulty (including (2) Check wires. Replace as required.
electronic retard).

(3) Spark advance system(s) faulty. (3) Check operation. Repair as required.

(4) S-terminal shorted to starter S-terminal (4) Replace solenoid.

in solenoid.

(5) Trigger wheel pin missing. (5) Install pin.

(6) Ignition wires not connected in correct (6) Connect wires correctly.
firing order.

(7) Two plug wires of consecutive firing (7) Re-route plug wires away from each other.
cylinders routed next to each other.

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EXCESSIVE FUEL CONSUMPTION (1) Incorrect ignition timing. (1) Check timing. Adjust as required.

(2) Spark advance system(s) faulty. (2) Check operation. Repair as required.

(3) MCU (microprocessor) faulty. (3) Test system. Repair as required.

ERRATIC TIMING ADVANCE (1) Faulty vacuum advance mechanism. (1) Check operation. Replace if required.

(2) Centrifugal advance weights sticking. (2) Remove dirt, corrosion.

TIMING NOT AFFECTED (1) Defective vacuum advance (1) Replace vacuum advance mechanism.
BY VACUUM mechanism.
(2) Turn screw clockwise to bring advance
(2) Vacuum advance mechanism adjusting within specifications.
screws too far counterclockwise.
(3) Clean pivot.
(3) Pickup coil pivot corroded.

INTERMITTENT OPERATION (1) Loose or corroded terminals. (1) Tighten terminals, remove corrosion,
apply electrical grease.

(2) Defective pickup coil. (2) Perform pickup coil test.

(3) Defective ignition module. (3) Perform control unit tests.

(4) Loose ground connector in distributor. (4) Clean and tighten ground connection.

(5) Wires to distributor shorted together or (5) Check for frayed, pinched, or
to ground. burned wires.

(6) Trigger wheel pin missing. (6) Install new pin.

J908D-22
J IGNITION
DISTRIBUTOR REPLACEMENT
Removal
(1) Unfasten the distributor cap retaining screws. Re­
move the distributor cap with the coil and spark plug
wires connected and place aside.
(2) Disconnect and plug the distributor vacuum ad­
vance hose.
(3) Disconnect the distributor primary wiring connec­
tor.
(4) Scribe a mark on the distributor housing in line
with the tip of the rotor. Scribe a mark on the distributor
housing near the clamp and continue the scribe m a r k on
the engine block in line with the distributor housing
mark. Note the position of the rotor and distributor
housing in relation to the surrounding engine compo­
nents as reference points for installing the distributor.
(5) Remove the distributor hold down bolt and clamp.
(6) Withdraw the distributor carefully from the en­
gine.
Installation
(1) Clean the distributor mounting area of the cylin­
der block.
(2) Install a replacement distributor mounting gas­
ket.
(3) Position the distributor shaft in the cylinder block.
If engine was not rotated while the distributor was
removed, perform the following procedure:
(a) Align the rotor tip with the scribe mark on the
distributor housing during removal. Turn the rotor
approximately 1/8-turn counterclockwise past the
scribe mark.
CAUTION: Ensure that the distributor shaft fully en­
gages the oil pump drive gear shaft. It may be neces­
sary to slightly rotate (bump) the engine while
applying downward hand force on the distributor body
to fully engage the distributor shaft with the oil pump
drive gear shaft.
(b) Slide the distributor shaft down into the engine.
Align the scribe mark on the distributor housing with
the corresponding scribe mark on the cylinder block.
It m a y b e n e c e s s a r y to move the rotor a n d shaft
slightly to start the gear into m e s h with the cam­
shaft gear and to e n g a g e the oil p u m p drive tang,
but the rotor should align with the scribe mark
w h e n the distributor shaft is d o w n in place.
(c) Install the distributor hold down clamp and bolt,
but do not tighten the bolt.
(4) If the engine was rotated while the distributor was
removed, it will be necessary to establish timing ac­
cording to the following procedure.
(a) Remove the No. 1 spark plug. Hold a finger
over the spark plug hole and rotate the engine until
the compression pressure is felt. Slowly continue to
rotate the engine until the timing index on the vi­
bration damper pulley aligns with the top dead center
8D - 59
(TDC) mark (0 degree) on the timing degree scale.
Always rotate the engine in the direction of normal
rotation. Do not t u r n the engine backward to align the
timing marks.
(b) Turn the distributor shaft until the rotor tip
points in the direction of the No. 1 terminal in the
distributor cap. Turn the rotor 1/8-turn counterclock­
wise past the position of the No. 1 terminal.
(c) Slide the distributor shaft down into the engine
and position the distributor vacuum advance mech­
anism housing in approximately the same location (in
relation to the surrounding engine components) as
when removed. Align the scribe m a r k on the distrib­
utor housing with the 'corresponding-scribe-m^ffk-on--
the cylinder block.
It m a y be n e c e s s a r y to rotate the oil p u m p
shaft with a long flat-blade screwdriver to en­
g a g e the oil p u m p drive tang, but the rotor
should align with the position of the No. 1 ter­
minal w h e n the distributor shaft is d o w n in
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place.
(d) Install the distributor hold down clamp and bolt,
but do not tighten the bolt.
CAUTION: If the distributor cap is incorrectly posi­
tioned on the distributor housing, the cap or rotor may
be damaged when the engine is rotated.
(5) Install the distributor cap with the ignition wires
on the distributor housing. Ensure the pickup coil wire
rubber grommet in the distributor housing aligns with
the depression in the distributor cap and that the cap
fits on the rim of the distributor housing.
T w o different diameter s c r e w s are u s e d to retain
the distributor c a p .
(6) Apply Silicone Dielectric Compound, or equiva­
lent, to the connector terminal blades and cavities. Con­
nect the distributor primary wiring connector.
(7) Adjust the ignition timing. Refer to Ignition Sys­
tem Timing.
CAUTION: Do not puncture the spark plug wires or
boots to make a connection. Use the proper adapters.
IGNITION SYSTEM TIMING
A graduated timing degree scale (Fig. 6) located on
the timing case cover is used for reference when timing
the ignition system.
A milled index notch in the vibration damper is used
to align the No. 1 cylinder ignition position of the crank­
shaft with the correct timing degree mark on the grad­
uated scale.
Magnetic Timing Probe
With both engines, a magnetic timing probe socket is
provided integral with the timing degree scale for use
with a special magnetic timing probe.
This special probe detects the milled notch on the
vibration damper. The probe is inserted through the
probe socket until it contacts the vibration damper.
8D - 60 IGNITION —
Ignition timing can then be obtained from a meter or
computer printout, depending on the type of equipment
being used.
The probe socket is located at 9.5° ATDC, and the
equipment is calibrated to compensate for this location.
Do not use t h e timing probe socket as a reference to
check t h e ignition timing when using a conventional
timing light.
J898D-35
Fig. 6 Timing Mark Six Cylinder
Ignition Timing Procedure 4.2L
The ignition timing can be adjusted according to the
following primary timing procedure.
(1) Set t h e parking brake. Shift automatic transmis­
sions to PARK and manual transmissions to the NEU­
TRAL position.
(2) Start t h e engine and allow it to attain normal
operating temperature. Ensure t h a t the A/C is turned
OFF, if equipped.
(3) With the ignition switch OFF, connect an ignition
timing light and a calibrated, expanded scale tachom­
eter.
If the timing light h a s a n adjustable a d v a n c e con­
trol feature, turn the control to the OFF position.
(4) Disconnect the 4-in. and 10-in. Hg (CEC System)
vacuum switch assembly wire connector (located a t t h e
top of the cylinder head cover).
(5) Disconnect and plug t h e distributor vacuum ad­
vance hose.
WARNING: USE EXTREME CAUTION WHEN THE EN­
GINE IS OPERATING. DO NOT STAND IN A DIRECT
LINE WITH THE FAN.DO NOT PUT YOUR HANDS
NEAR THE PULLEYS, BELTS OR THE FAN. DO NOT
WEAR LOOSE CLOTHING.
(6) Start the engine.
— . . — j
(7) Increase the engine speed to 1600 rpm and check
the ignition timing. If necessary, adjust the timing to
the specification listed on the Emission Control Infor­
mation label. Also, refer to the ignition advance curve
illustrations.
(8) Tighten the distributor hold-down clamp and ver­
ify t h a t t h e ignition timing is correct.
(9) Turn the engine OFF and remove the timing light
and tachometer.
(10) Connect the No. 1 spark plug wire, if disconnect­
ed. Connect the hose to the distributor vacuum advance
mechanism. Connect the wire connector to the vacuum
switch assembly.
The ignition timing can also be adjusted according to
the following alternate procedure.
Alternate Timing Procedure
The Alternate Timing Procedure does not require
t h a t t h e engine speed be increased to 1600 rpm.
(1) Set t h e parking brake.
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(2) Shift automatic transmissions to PARK and man­
ual transmissions to the neutral position.
(3) Start t h e engine and allow it to attain normal
operating temperature. Ensure t h a t the A/C is turned
to the OFF position, if equipped.
(4) With the ignition switch OFF, connect a n ignition
timing light and a calibrated, expanded scale tachom­
eter.
If the timing light h a s an adjustable a d v a n c e con­
trol feature, turn the control to the OFF position.
(5) Disconnect the 4-in. Hg vacuum switch hose (lo­
cated at the top of the cylinder head cover) and plug the
hose opening.
The 4-in. H g v a c u u m switch h a s black a n d r e d
wires connected to it.
(6) Disconnect the distributor vacuum advance hose
and connect the hose to the 4-inch Hg vacuum switch.
(7) Disconnect the knock sensor wire connector and
connect t h e wire connector to the cylinder block
(GROUND) with a jumper wire.
Grounding the knock sensor wire connector pre­
vents electromagnetic interference (EMI) from
c a u s i n g erroneous reactions b y the F F B system
micro computer unit (MCU).
(8) Start t h e engine.
WARNING: USE EXTREME CAUTION WHEN THE EN­
GINE IS OPERATING. DO NOT STAND IN A DIRECT
LINE WITH THE FAN.DO NOT PUT YOUR HANDS
NEAR THE PULLEYS, BELTS OR THE FAN. DO NOT
WEAR LOOSE CLOTHING.
(9) With the engine a t idle speed, check the timing. If
necessary, adjust the timing one degree higher t h a n the
specification listed on the Emission Control Informa­
tion label. Also, refer to t h e ignition advance curve
illustrations.
With the alternate timing procedure, the basic
timing must b e o n e degree higher than the speci-
J IGNITION 8D - 61

fication listed o n t h e E m i s s i o n C o n t r o l Informa­ Trigger Wheel and/or Pickup Coil Assembly

t i o n label. For e x a m p l e , if the timing specification
is listed a s 6°±2° a t 1 6 0 0 r p m , t h e a l t e r n a t e p r o c e ­
dure requires 7° ± 2 ° at idle speed.
DISTRIBUTOR COMPONENT REPLACEMENT
When replacing the pickup coil assembly, trigger
wheel or vacuum advance mechanism, it is not neces­
sary to remove the distributor from t h e engine. It is
necessary to check ignition timing if the pickup coil
assembly or vacuum advance mechanism is replaced.
Refer to Fig. 7 for distributor component identification.
Removal
(1) Place t h e distributor in a suitable holding device,
if removed from the engine.
(2) Remove t h e cap.
(3) Remove t h e rotor.
(4) Remove t h e trigger wheel with Trigger Wheel
Puller Tool 7804, or equivalent. Use a flat washer to
prevent the puller from contacting the inner shaft. By
prying alternately, two screwdrivers can be used to
remove t h e trigger wheel from t h e shaft. Remove t h e
pin.
(5) Remove t h e pickup coil retainer and washers from
the pivot pin on t h e base plate.
(6) Remove t h e two pickup coil plate screws.
(7) Lift the pickup coil assembly from the distributor
housing.
(8) If the vacuum advance mechanism is to be re­
placed, remove t h e screws and lift the mechanism out

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of the distributor housing. Do not remove the vacuum
advance mechanism unless replacement is required.

Installation
(1) If the vacuum advance mechanism was removed,
install it on the distributor housing with the attaching
screws.
If a r e p l a c e m e n t v a c u u m a d v a n c e m e c h a n i s m is
installed, refer to V a c u u m Advance Mechanism
for t h e c a l i b r a t i o n p r o c e d u r e .
(2) Position t h e pickup coil assembly into the distrib­
utor housing.
(3) Ensure the pin on the pickup coil assembly fits into
the hole in t h e vacuum advance mechanism link.
(4) Install t h e washers and retainer onto the pivot pin
to secure t h e pickup coil assembly to the base plate.
(5) Position the wiring harness in the slot in the dis­
tributor housing. Install t h e two pickup coil plate
screws and tighten.
(6) Install t h e trigger wheel on the shaft with hand
pressure. The long portion of t h e teeth must be up.
When the trigger wheel and slot in the shaft are prop­
erly aligned, use a suitable drift and small hammer to
tap the pin into the locating groove in the trigger wheel
1. Distributor Cap 9. Vacuum Advance and shaft.
2 . Distributor Rotor Mechanism If the distributor is not installed in the engine, sup­
3. Trigger Wheel 10. Distributor port the shaft while installing the trigger wheel pin.
4. Pin Body (7) Install t h e rotor. Install t h e distributor cap.
5 . Wick 11. W a s h e r
6. Washers 12. G e a r Vacuum Advance Mechanism
7. Retainer 13. Pin
8. Pickup Coil Assembly Removal
(1) Remove t h e vacuum hose from t h e vacuum ad­
vance mechanism.
J898D-36 (2) Remove the attaching screws and remove the vac­
u u m advance mechanism from the distributor housing.
Fig. 7 Distributor Components It is necessary to tilt the unit to disengage the link from
8D - 62 IGNITION
the pickup coil pin protruding through the distributor
housing. It may be necessary to loosen the base plate
screws for necessary clearance.
Installation
If a replacement vacuum advance mechanism is to be
installed, calibrate as follows.
(1) Insert an Allen wrench into the vacuum hose tube
of the original vacuum advance mechanism. Count the
number of clockwise t u r n s necessary to bottom the ad­
justing screw.
(2) Turn the adjusting screw of the replacement vac­
uum advance mechanism clockwise to the bottom. Turn
it counterclockwise the same number of turns counted
earlier.
(3) Install the vacuum advance mechanism on the
distributor housing. Ensure t h a t the link is engaged on
the pin of the pickup coil. Install the retaining screws.
J
Tighten the base plate screws, if loosened.
(4) Check the ignition timing and adjust, if required.
(5) Connect the vacuum hose to the vacuum advance
mechanism.
Rotor
A unique feature of the SSI system is the silicone
applied to the rotor blade during manufacture. Radio
interference is greatly reduced by the presence of a
small quantity of silicone dielectric compound on the
rotor blade. After a few thousand miles, this compound
becomes charred by the high voltage current flowing
through the rotor. This is normal. Do not scrape the
residue from the rotor blade.
When installing a replacement rotor, apply a thin
coat 0.75 - 3 mm (0.03 - 0.12 in) of Silicone Dielectric
Compound to the tip of the rotor blade.
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 IGNITION 8D - 83

5.9L ENGINES
INDEX
page
page
Distributor Advance Test . 75 Ignition System Components . . . 64
Distributor Component Replacement 81 Ignition System Diagnosis 68
Distributor Replacement . 80 Ignition System Timing 80
Engine Firing Order 63 Intermittent Failure Diagnosis . . 77
Engine Spark Knock (Pre-lngition) Diagnosis . . . . . 75 Spark Plug Specifications . . . . . 63
General Information 64 Vacuum Advance Control System 83
Ignition Coil Tests 76 Vacuum Hose Schematics 63

SPARK PLUG SPECIFICATIONS ENGINE FIRING ORDER

LEFT BANK
SPARK PLUG ELECTRODE TIGHTENING
ENGINE
GAP TORQUE
TYPE © © ® ©
5.9L RN 12YC 0.033 in 37 N«m (27 ft-lbs)
CLOCKWISE ROTATION
1-8-4-3-6-5-7-2
J908D-18
RIGHT BANK

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© ® ® ©
VACUUM HOSE SCHEMATICS
FRONT I

J8909-156
Air Control Vlv - Air Pump

Purge Sig -> Canister J9025-1

SJ Vacuum Routing Schematic
8D - 64 IGNITION a

K GI NTT
S
(CW
O N IIC
C
IHN
STN
E)ERN
IG U
ft OLUM C AR SL
BO
ELECTRIC 1
W <*•» lil
V EN T IEftl
CHOKE

BAC
TTEE
RD
Y TO
® ioa< SWITCH
S
(EOLTENO
D If S
fl. )B
AO
TT
TTOH LO F S
DI (EO
FL
TEN
ODIE|T fT I
1
(FRONT

(O AC
/ MCOMOFESSOR
PR fcl CENTER
F ENGNIE LO F SD
E
NIGN
IUERETOR)
MOUNT N
IG BRACKET D4 G
IUN
F L/PS ENGN
OF
IE) CAATRBURETO AT CARB
(25SEAMPS)
ACC
B
R)
xT® J
OFF v

UN

run e —
i m START 7^FF(2UA5SNEH/ATRMP) )' E
v
CLE
EO
HCT R
EC
KRI
wig ACC® LOCK
H ATE

G
MIOND
T
IO
ILE
U N
CO
ILE
I RESSITANCE R
(FEH
WR -AAA NDERN
NI )ER
R
(G
OI HT
F DASFRON
H PTANE
SD
IL)E
STA
R T
ER
SOLENODI
s> sy sy

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A
NUTO
EUT
RMALAT
C
ISTAT
RR ANAS
TH NM
DS
ISO
IN
S
MT
A
OTR
TER
OROFOBACK
U-P SW
( N TRANSMS TI
CISO
IN)
R
(E
ENAG
RN
IE)
BAM
LA CK
PU
SP TO DS
ITRB
IUTOR J908D-1
G
I NT
IO
I N SYSTEM SJ
Fig. 1 5.9L ignition Schematic

GENERAL INFORMATION When disconnecting SSI system connectors, pull

The 5.9L eight-cylinder is used in S J vehicles. The them apart with a firm, straight pull. DO NOT at­
engine is equipped with a carburetor. A Solid State tempt to pry then apart with a screwdriver. When
Ignition (SSI) system (Fig. 1) is used on the 5.9L eight-
cylinder engine. The SSI system consists of the follow­
ing components:
• ignition module
• ignition coil
• resistance wire
• distributor
• knock sensor
• cap and rotor
• spark plugs and wires

IGNITION SYSTEM COMPONENTS

Ignition Module
The electronic Ignition Module (Fig. 2) is located in
the engine compartment on the left wheel well. It is a
permanently sealed, solid state module that is not re­
pairable and must be replaced as a unit if service is
required.
The ignition module processes the ignition signals it
receives from the distributor and then interrupts t h e
primary circuit to t h e ignition coil causing spark to J898D-21
occur. Dwell is adjusted automatically.
Fig. 2 Ignition Module
J IGNITION
c o n n e c t i n g t h e m , p r e s s t o g e t h e r firmly t o over­
c o m e h y d r a u l i c p r e s s u r e c a u s e d b y t h e silicone
dielectric c o m p o u n d .
If t h e c o n n e c t o r l o c k i n g t a b s w e a k e n o r b r e a k
off, d o n o t r e p l a c e t h e a s s o c i a t e d c o m p o n e n t . B i n d
t h e c o n n e c t o r s t o g e t h e r w i t h t a p e o r a h a r n e s s tie
s t r a p to a s s u r e g o o d electrical c o n n e c t i o n .
Ignition Coil
The ignition coil is mounted on a bracket connected to
the intake manifold (Fig. 3). Coil operation is dictated
by the ignition module. The coil does not require special
service other t h a n maintaining the terminals and con­
nectors. \ ^ ;
When an ignition coil is suspected of malfunctioning,
test it on the vehicle. A coil may "break down" after the
engine has heated it to a high temperature. It is im­
portant t h a t the coil be at operating temperature when
tested. Perform the test according to the test equipment
manufacturer's instructions.
Ignition Coil Connector
The ignition coil terminals and connector are of
unique design. The connector is removed from the coil
by grasping both sides and pulling away from the coil
(Fig. 3).
When a tachometer is required for engine testing or
tune-\ip, connect it using an alligator jaw type connec­
tor (Fig. 4).
Resistance Wire
A wire with 1.35 ohms resistance is provided in the
ignition wiring to supply less t h a n full battery voltage
to the ignition coil after the starter motor solenoid is
COIL CONNECTOR
J908D-30
Fig. 3 ignition Coil and Connector
8D - 65
deenergized. During engine starting, the resistance
wire is bypassed and full battery voltage is applied to
the ignition coil. The bypass is accomplished at the
I-terminal on the starter motor solenoid. Refer to the
Wiring Diagrams for location of the resistance wire.
Distributor
The distributor consists of three groups of compo­
nents: pickup coil and trigger wheel, ignition advance
mechanisms, cap and rotor (Fig. 5). The distributor
drive gear is installed on the distributor shaft and
meshes with a spiral cut gear t h a t is installed on the
nose (front) of the camshaft. The end of the distributor
^haft4^
pump and provides the force to drive t h e oil pump.
Pickup Coil and Trigger Wheel
The ignition coil primary circuit is opened and closed
electronically by the ignition module. The distributor
pickup coil and trigger wheel provide the input signal
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for the ignition module.
T h e trigger wheel which is installed on the distributor
shaft, has one tooth for each engine cylinder. The wheel
is mounted so t h a t the teeth rotate past the pickup coil
one at a time.
The pickup coil has a magnetic field t h a t is intensified
by the presence of ferrous metal (contains iron - can be
picked up with an ordinary magnet). The pickup coil
reacts to the trigger wheel teeth as they pass. As a
trigger wheel tooth approaches and passes the pole
piece of the pickup coil, it reduces the reluctance (com­
pared to air) to the magnetic field and increases field
strength. Field strength decreases as the tooth moves
away from the pole piece. This increase and decrease of
J898D-23
Fig. 4 Tachometer Connection
8D - 66 IGNITION J

field strength induces an alternating current (pulse)
into the pickup coil, which triggers the ignition module.
The ignition module opens and closes the coil primary
circuit according to the position of the trigger wheel
teeth.
There is no contact between the trigger wheel and
pickup coil assembly. Because there isn't any wear, the
dwell angle does not require adjustment. The dwell
angle is determined electronically by the control unit
and is not adjustable. When the ignition coil primary
circuit is switched open, an internal electronic timer in
the ignition module keeps the coil primary only long
enough for the electromagnetic field within the coil to
collapse and the voltage to discharge. The ignition mod­
ule then automatically closes the coil primary circuit.
The period of time the circuit is closed is referred to as
dwell.
Ignition Advance
Centrifugal (mechanical) advance is controlled by en­
gine speed. Flyweights connected to the distributor
shaft are thrown outward by centrifugal force. Higher
engine RPM throws the weights further out. Calibrated
rate springs are used to control this movement. The
outward motion of the flyweights causes the rotor and
trigger wheel to be advanced on the distributor shaft
several degrees in the direction of normal rotation. This
is referred to as centrifugal ignition advance.
When the engine is operating under light load, the
carburetor throttle plates restrict airflow, causing a

DISTRIBUTOR

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MECHANICAL
• ADVANCE
ASSEMBLY

SHAFT

VACUUM
ADVANCE
DIAPHRAGM

DISTRIBUTOR
DRIVE GEAR

J908D-24

Fig. 5 Distributor—5.9L Engine

J IGNITION
relatively lean mixture to enter the combustion cham­
bers. Ignition must occur earlier because the lean mix­
ture requires a longer time to burn. The vacuum
ignition advance mechanism is used for this purpose.
When carburetor ported or manifold vacuum is high,
the vacuum advance mechanism moves the pickup coil
assembly several degrees opposite to the direction the
distributor is rotating. This causes the pickup coil to
react to the presence of the trigger wheel teeth earlier.
This is referred to as vacuum ignition advance. With
low vacuum operating conditions, such as wide open
throttle acceleration, a spring in the vacuum advance
mechanism pushes the pickup coil back to a position of
zero advance. "~~ :
~ —
Cap and Rotor
The central tower on the distributor cap is connected
directly to the high voltage at the coil. The current flows
through the spring-loaded contact on the rotor to the
carbon button in the cap. The rotor tip aligns with a
contact in the cap t h a t corresponds to the cylinder to be
ignited just as the ignition coil output high voltage is
applied to the rotor. In this way, each spark plug is
"fired" in turn.
8D - 67
System Operation
The ignition module is activated when the ignition
switch is in the Start or On position. The primary circuit
is closed and current flows through the coil primary
winding. When the engine begins turning the distrib­
utor, the trigger wheel teeth rotate past the pickup coil
assembly, as each tooth aligns with the pickup coil, the
resulting pulse triggers the ignition module which
closes the primary circuit. A high voltage is then in­
duced in the coil secondary winding and current flows
to the distributor cap and rotor. The rotor connects the
high voltage to the proper spark plug. The timing of the
ignition is constantly changed by electronic, vacuum,
and^centrifugaladvance mfi£
gine operation.
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8D - 68 IGNITION J

IGNITION SYSTEM DIAGNOSIS

IGNITION COIL PRIMARY CIRCUIT FUNCTION:
Connects Battery Voltage To Coil and Coil To Ground
Chart 1

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OBSERVE VOLTAGE
• TURN AT POSITIVE VOLTAGE
IGNITION SWITCH TERMINAL WHILE ACCEPTABLE
TO START CRANKING (BATTERY
VOLTAGE)

VOLTAGE
NOT
ACCEPTABLE
(LESS THAN
BATTERY
VOLTAGE)

J908D-31
 IGNITION 8D - 69

STEP SEQUENCE RESULT

CHECK FOR SHORT
OR OPEN IN
WIRE ATTACHED
TO STARTER MOTOR SOLENOID , ~ REPAIR

O
x

l-TERMINAL ^ ) A S STOP
REQUIRED
CHECK STARTER MOTOR
SOLENOID AS OUTLINED
IN SECTION 8B

• IGNITION
REMAINS
DISCONNECT WIRE
FROM STARTER MOTOR ON
SOLENOID l-TERMINAL

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OBSERVE
VOLTAGE
AT COIL
POSITIVE
TERMINAL

6 VOLTAGE
DROPS TO
6V±.5V
REPLACE
STARTER MOTOR
STOP

SOLENOID

©
VOLTAGE
CONNECT -DROPS TO (OK)
VOLTAGE JUMPER
REMAINS , _ , 6V±.5V
BETWEEN
AT (OK) COIL NEGATIVE'
TERMINAL
BATTERY
VOLTAGE
AND GROUND OK
VOLTAGE TEST
DOES NOT DROP RESISTANCE WIRE

CHECK:

• CONTINUITY OK STOP

o
BETWEEN COIL
NEGATIVE TERMINAL CONTINUITY REPLACE CONTROL UNIT
AND CONNECTOR OR OK
TERMINAL D4

• Dl CONTINUITY BETWEEN
CONNECTOR TERMINAL
AND GROUND CONTINUITY
NOT OK
LOCATE AND
REPAIR OPEN
o
J898D-25
8D - 70 IGNITION J

Chart 1

STEP SEQUENCE RESULT

• TURN IGNITION
OFF CONNECT RESISTANCE REPAIR
OHMMETER TOO HIGH RESISTANCE
BETWEEN (1.40 OHMS WIRE
COIL POSITIVE OR MORE)
TERMINAL AND
DASH CONNECTOR FW

RESISTANCE
ACCEPTABLE
(1.35 ± .05 OHMS)

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CONNECT
OHMMETER
BETWEEN

e DASH
CONNECTOR
FW AND
IGNITION
SWITCH
TERMINAL II

' IGNITION
REMAINS
OFF

RESISTANCE REPLACE
ACCEPTABLE IGNITION
(LESS THAN SWITCH OR
0.1 OHM) REPAIR
SWITCH WIRE
FROM BATTERY

RESISTANCE • POOR REPAIR

TOO HIGH TERMINAL DEFECT
(MORE THAN CONNECTIONS
0.1 OHM) > PROCEED TO
AT DASH
COIL TEST
CONNECTOR
OR IGNITION
SWITCH

• DEFECTIVE WIRING

J898D-26
 IGNITION 8D - 71

COIL TEST

Chart 2
STEP SEQUENCE RESULT

INSPECT COIL
FOR OIL LEAKS,
OTHER
O
O EXTERIOR
DAMAGE, AND
CARBON
TRACKS
<2>r (stop)

REPLACE
COIL

, CONNECT
_JL\ OHMMETER
T~J TO COIL
(+ )AND(-)
TERA
MINALS OK
©

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RESISTANCE ACCEPTABLE
1.13 TO 1.23 OHMS AT 75°F OR 24 °C)
1.5 OHMS AT 200°F OR 93°C)

© DISCONNECT
COIL CONNECTOR

RESISTANCE REPLACE
NOT COIL
WITHIN
LIMITS

CONNECT
OHMMETER
FROM CENTER
TOWER AND
EITHER ( + ) OR ( - ) OK -(stop)

RESISTANCE ACCEPTABLE
(7700 - 9300 OHMS @ 75 °F OR 24 °C)
12,000 OHMS @ 200°F OR 93 °C)

©
RESISTANCE REPLACE
NOT COIL
WITHIN
LIMITS

J898D-27
8D - 72 IGNITION

SENSOR CHECK AND CONTROL UNIT CHECK

Chart 3

STEP SEQUENCE RESULT

• TURN IGNITION ON

• DISCONNECT
4-WIRE
CONNECTOR
IGNITION
MODULE

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SPARK AT

• DISCONNECT COIL WIRE

FROM CENTER TOWER OF
COIL WIRE
(NORAAAL)
©
DISTRIBUTOR AND HOLD
1/2-INCH FROM ENGINE
WITH INSULATED PLIERS
NO SPARK

©
CONNECT OHAAMETER TO
TERMINALS C AND D

©
OF THE HARNESS OK
CONNECTOR

OHAAMETER INDICATES

© 400-800 OHAAS (NORMAL)

OHAAMETER
DOES NOT
©
INDICATE
400-800 OHMS

• DISCONNECT AND
RECONNECT
3-WIRE CONNECTOR
AT DISTRIBUTOR ©
OHAAMETER
NOW INDICATES
400-800 OHMS o
© OHAAMETER
DISCONNECT
3-WIRE
REAAAINS OUTSIDE
CONNECTOR
400-800 OHMS
AT DISTRIBUTOR

J908D-25
 IGNITION 8D -

Charts

STEP SEQUENCE RESULT

CONNECTOR OHAAMETER
TO B2 AND B3
TERMINALS OF ^STOP)
DISTRIBUTOR
CONNECTOR
OHAAMETER REPAIR OR REPLACE
INDICATES HARNESS BETWEEN
400-800 OHMS 3-WIRE AND 4 WIRE
CONNECTOR

"H STOP

OHAAMETER DOES
REPLACE
NOT INDICATE
PICKUP COIL
400-800 OHMS

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OK

OHAAMETER
©
INDICATES
ZERO (NOT
ABOVE 0.002
OHM)

O^ +^STOP)

© OHAAMETER
INDICATES
LOCATE AND REPAIR
SOURCE OF
ABOVE 0.002 OHM BAD GROUND
• GROUND
CABLE
RESISTANCE
CONNECT
OHAAMETER • DISTRIBUTOR-
BETWEEN TERMINAL TO-BLOCK
BAND RESISTANCE
BATTERY
NEGATIVE • GROUND SCREW
TERMINAL IN DISTRIBUTOR
TO TERMINAL B

CONNECT
OHAAMETER TO -H STOP
TERMINALS VOLTMETER FLUCTUATES,
C AND D INDICATING PROPER
OF THE PICKUP COIL AND
HARNESS TRIGGER WHEEL OPERATION
CONNECTOR LOCATE AND
REPAIR FAULT
• DEFECTIVE
TRIGGER WHEEL
ENGAGE • DISTRIBUTOR STOP
STARTER MOTOR NOT TURNING
VOLTMETER
DOES NOT • MISSING TRIGGER
FLUCTUATE WHEEL PIN

J908D-26
8D - 74 IGNITION

IGNITION FEED TO IGNITION MODULE

NOTE: DO NOT PERFORM CHART 4 Chart 4

WITHOUT PERFORMING CHART 1

STEP SEQUENCE RESULT

( O K ) ^ ( ^ ^

VOLTMETER INDICATES REPLACE

BATTERY VOLTAGE CONTROL UNIT
WITHIN 0.2V

UNPLUG 2-WIRE
CONNECTOR AT
• TURN
MODULE AND
IGNITION ON
CONNECT VOLTMETER
BETWEEN TERMINAL
B AND GROUND

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VOLTMETER DOES NOT
INDICATE BATTERY
VOLTAGE WITHIN 0.2V

OK HSTOP

SPARK AVAILABLE

0 LOCATE AND REPAIR CAUSE

OF VOLTAGE REDUCTION

• CORRODED DASH CONNECTOR

• IGNITION SWITCH
AT COIL WIRE

HSTOP

SPARK NOT AVAILABLE REPLACE

AT COIL WIRE CONTROL UNIT

DISCONNECT 4-WIRE
CONNECTOR
AT IGNITION MODULE CONNECT AMMETER
BETWEEN TERMINAL B
AND GROUND

6 AAAMETER INDICATES
1 AMP ± 0.1

CONNECT 2-WIRE
CONNECTOR AT CONTROL AAAMETER INDICATES REPLACE
UNIT HIGHER OR LOWER MODULE
CURRENT

J908D-27
J IGNITION
ENGINE SPARK KNOCK (PRE-IGNITION)
DIAGNOSIS
. Spark knock (pre-ignition) can be attributed to sev­
eral factors. The most common are ambient air condi­
tions, such as air temperature, density and humidity.
High Underhood Mir Temperature
Underhood air temperature is increased by t h e use of
air conditioning (especially during long periods of
idling), overloading (trailer pulling or operating in too
high a gear) and t h e installation of accessories t h a t
restrictairflow.
Air Density
Air density increases as barometric pressure rises or
as the air temperature decreases. A denser t h a n normal
mixture of air and fuel drawn into a cylinder h a s t h e
same effect as increasing the engine compression ratio
and this increases the possibility of spark knock.
Humidity
Low humidity increases the tendency for engine
spark knock. High humidity decreases the tendency for
engine spark knock.
Fuel Octane Rating
The eight cylinder engine is designed to operate on
unleaded fuel. Fuels having an equivalent research oc­
tane rating may vary in their antiknock characteristics
for a given engine. It may be necessary to retard t h e
initial ignition timing (not more t h a n one degree from
the specification) or select an alternate source of fuel.
Ignition Timing
Check the ignition timing to ensure it is adjusted to
the specification.
The white paint mark o n the timing degree scale
identifies the specified timing degrees before top
dead center (BTDC) at 1600 rpm, not top dead cen­
ter ( T D C ) .
Combustion Chamber Deposits
An excessive buildup of deposits in the combustion
chamber may be caused by not using the recommended
fuels and lubricants, prolonged engine idling or contin­
uous low speed operation. These deposits can be reduced
by the occasional use of carburetor and combustion area
cleaners or by operating the engine at higher speeds.
Distributor Ignition Advance Mechanisms
Inspect the centrifugal and vacuum ignition advance
mechanisms to ensure they are operating normally.
80 - 75
Exhaust Manifold Heat Valve
This applicable to eight-cylinder engines only. If the
heat valve sticks in t h e heat ON position, t h e intake
manifold will be heated excessively.
DISTRIBUTOR ADVANCE TEST
Centrifugal (Mechanical) Advance Check
(1) Disconnect t h e vacuum hose from t h e vacuum
advance mechanism and plug.
(2) Connect a timing light to the No. 1 spark plug and
a tachometer to t h e ignition coil "tach" terminal.
WARNING: USE EXTREME CAUTION WHEN THE EN­
GINE IS OPERATING.-DO- NOT STAND IN A DIRECT
LINE WITH THE FAN. DO NOT PUT HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE
CLOTHING.
(3) Start the engine and observe the timing degree
scale and index with the timing light while the engine
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is idling.
(4) Slowly increase the engine speed to 2000 rpm. The
timing should advance smoothly as engine speed in­
creases.
Vacuum Advance Check
The engine must b e w a r m e d to normal operating
temperature.
(1) Connect t h e vacuum hose to t h e vacuum advance
mechanism.
(2) Observe the timing degree scale and index with
the timing light while the engine is at idle speed.
(3) Slowly increase the engine speed to 2000 rpm.
With vacuum applied, the ignition timing should ad­
vance sooner t h a n with the centrifugal advance alone.
At 2000 rpm, t h e vacuum advance should cause total
advance to be more than with t h e centrifugal advance
alone.
Distributor Advance Mechanism
Testing—OFF-Engine
The distributor ignition advance may also be tested
with the distributor removed from the engine. Follow
the distributor test equipment manufacturer's instruc­
tions.
The information provided within the ignition advance
curve illustrations is for on-engine testing.
If the distributor ignition advance is being tested with
a distributor tester, convert t h e information within the
ignition advance curves from engine rpm to distributor
rpm and from engine degrees to distributor degrees:
Distributor RPM
• Divide the engine rpm by 2 to obtain the distributor
rpm.
80 - 7 1 IGNITION

Distributor Degrees Advance (2) Set the ohmmeter for the low scale and adjust the
# Divide the engine degrees advance by 2 to obtain the pointer to zero.
distributor degrees advance. (3) Connect t h e ohmmeter to t h e coil negative and
For example, if the ignition advance curve indicates positive terminals. The resistance should be 1.13-1.23
8 - 12 degrees advance a t 2000 rpm, the corresponding ohms a t 24°C (75°F). If the coil temperature is above
on-tester specifications would be 4 - 6 degrees advance 93°C (200°F), 1.50 ohms is acceptable.
at 1000 rpm.
The specified k P a (in. Hg) of vacuum is the same, Secondary Winding Resistance Test
regardless if the test is on-engine or off-engine. (1) Remove the high voltage ignition wire from t h e
high voltage terminal of the ignition coil.
Distributor Ignition Advance Curves The ignition switch must be OFF.
(2) Set t h e ohmmeter for the xlOOO scale and adjust
36 "TTTTTTTTTTTX^ n the pointer to zero.
""MECHANICAL ADVANCE
</> 3 2 I5.9L (3) Connect the ohmmeter to the brass contact in t h e
UJJ
U
£ 28 ^ pin.MT_rvi iKsnpi? fkihikif high voltage terminal and to either primary winding
O terminal. The resistance should be 7700-9300 ohms a t
S24 24°C (75°F). A maximum of 12,000 ohms is acceptable
if the coil temperature is 93°C (200°F) or more.

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Z 2 0

§16 Current Flow Test

UJ (1) Remove the connector from t h e ignition coil.
U
zI 12 u (2) Depress the plastic barb and withdraw the positive
< /
>
<
-BB mm /
( + ) wire terminal from the connector. The barb is vis­
ible from t h e coil side of the connector.
Ju (3) Repeat t h e procedure for t h e negative (-) wire
800 1600 2400 3200 4000 4800 5600
terminal.
ENGINE RPM CAUTION: Ensure the ammeter current rating is suf­
ficient for the test.
(4) Connect the ammeter between the positive termi­
J898D-39
nal and t h e disconnected positive wire.
(5) Connect a jumper wire from the coil negative ter­
minal to a known good ground.
UJ (6) Turn t h e ignition switch to the ON position.
Of (7) The current flow should be approximately 7 amps
O
and should not exceed 7.6 amps.
If the current flow is more t h a n 7.6 amps, replace t h e
O ignition coil.
Z (8) Leave t h e ammeter connected to the coil positive
( + ) terminal. Remove the jumper wire from the nega­
tive (-) terminal. Connect t h e coil green wire to t h e
UJ
U negative terminal. The current flow should be approx­
z imately 4 amps.
IQ VACUUM (IN.-HG.)
ENGINE 400
0
800 1200 1600 2000 2400
10 11 12 13 14 15 16 17 18 19
3200 3600 4000 4400 4800
If the current flow is less t h a n 3.5 amps, inspect for
poor connections in the 4-wire (control unit) and 3-wire
< RPM
VACUUM (IN.-HG.) J908D-36 (distributor) connectors or poor ground a t the ground
screw inside t h e distributor. If t h e current flow is
IGNITION COIL TESTS greater t h a n 5 amps,, the electronic control unit is de­
The ignition coil can be tested on any conventional fective.
coil tester or with a n ohmmeter. A coil tester is pref­ WARNING: USE EXTREME CAUTION WHEN THE EN­
erable because it can be used to detect faults t h a t are GINE IS OPERATING. DO NOT STAND IN DIRECT LINE
impossible with a n ohmmeter. WITH THE FAN. DO NOT PUT HANDS NEAR THE PUL­
LEYS, BELTS OR FAN. DO NOT WEAR LOOSE
Primary Winding Resistance Test CLOTHING.
(1) Remove the connector from t h e negative (-) and
positive ( + ) terminals of the ignition coil.
J IGNITION
(9) Start t h e engine. Normal current flow with t h e
engine operating is 2.0 - 2.4 amps. If the current flow is
not within specifications, t h e control unit is defective.
Ignition Coil Output Test
(1) Connect a n oscilloscope to the ignition coil. Refer
to the test equipment manufacturer's instructions.
WARNING: USE EXTREME CAUTION WHEN THE EN­
GINE IS OPERATING. DO NOT STAND IN DIRECT LINE
WITH THE FAN. DO NOT PUT HANDS NEAR THE PUL­
LEYS, BELTS OR FAN. DO NOT WEAR LOOSE
CLOTHING.
(2) Start t h e engine and observe the secondary igni­
tion voltage.
8D - 77
CAUTION: Do not remove the wires from the spark
plugs for cylinders 3 or 4 when performing the next
test because the pickup coil may be damaged.
CAUTION: Do not operate the engine with the spark
plug disconnected for more than 30 seconds because
the catalytic converter may be damaged.
(3) Remove one spark plug wire from t h e distributor
cap. Observe t h e voltage applied to t h e disconnected
spark plug wire on t h e oscilloscope. This voltage, re­
ferred to as open circuit output voltage, should be 24 kV
(24,000 volts) minimum with a n engine speed of 1000
rpm.
INTERMITTENT FAILURE DIAGNOSIS
Intermittent failure may be caused by loose or cor­
roded terminals, defective or missing components, in­
adequate ground connections, or defective wiring.
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8D - 78 IGNITION J

INTERMITTENT FAILURE DIAGNOSIS

Condition Possible Cause Correction

ENGINE FAILS TO START (1) No voltage to ignition system. (1) Check battery, ignition switch and wiring.
(NO SPARK AT KUGS) Repair as required.

(2) Ignition module ground wires inside (2) Clean, tighten or repair as required.
distributor open, loose or corroded.

(3) Primary wiring connectors not (3) Clean and fully engage connectors.
fully engaged.

(4) Ignition coil open or shorted. (4) Test coil. Replace if faulty.

(5) Ignition module defective. (5) Replace ignition module.

(6) Cracked distributor cap. (6) Replace cap.

(7) Defective rotor. (7) Replace rotor.

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ENGINE BACKFIRES BUT FAILS (1) Incorrect ignition timing. (1) Check timing. Adjust as required.
TO START
(2) Moisture in distributor. (2) Dry cap and rotor.

(3) Distributor cap faulty. (3) Check cap for loose terminals, cracks and
dirt. Clean or replace as required.

(4) Ignition wires not connected in (4) Connect in correct order.

correct firing order.

ENGINE RUNS ONLY WITH KEY (1) Open in resistance wire or excessive (1) Replace resistance wire and harness
IN START POSITION resistance. assembly.

ENGINE CONTINUES TO RUN (1) Defective starter motor solenoid. (1) Replace solenoid.
WITH KEY OFF
(2) Shorted diode in alternator warning (2) Replace diode.
lamp circuit.

J908D-34

INTERMITTENT FAILURE DIAGNOSIS (CON'T.)
Condition Possible Cause
ENGINE DOES NOT OPERATE (1) Spark plugs fouled or faulty.
SMOOTHLY AND OR ENGINE
MISFIRES AT HIGH SPEED (2) Ignition wires faulty (including electronic
retard).
(3) Spark advance system(s) faulty.
(4^-terminaHhorted to starter S-terminal
in solenoid.
(5) Trigger wheel pin missing.
(6) Ignition wires not connected in correct
firing order.
(7) Two plug wires of consecutive firing
cylinders routed next to each other.
EXCESSIVE FUEL CONSUMPTION (1) Incorrect ignition timing.
(2) Spark advance system(s) faulty.
ERRATIC TIMING ADVANCE (1) Faulty vacuum advance mechanism.
(2) Centrifugal advance weights sticking.
TIMING NOT AFFECTED (1) Defective vacuum advance mechanism.
BY VACUUM
(2) Vacuum advance mechanism adjusting
screws too far counterclockwise.
(3) Pickup coil pivot corroded.
INTERMITTENT OPERATION (1) Loose or corroded terminals.
(2) Defective pickup coil.
(3) Defective Ignition Module.
(4) Loose ground connector in distributor.
(5) Wires to distributor shorted together or
to ground.
(6) Trigger wheel pin missing.
IGNITION 8D - 79
Correction
(1) Clean and gap plugs. Replace as required.
(2) Check wires. Replace as required.
(3) Check operation. Repair as required.
(4) Replace solenoid.
(5) Install pin.
(6) Connect wires correctly.
(7) Re-route plug wires away from each other.
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(1) Check timing. Adjust as required.
(2) Check operation. Repair as required.
(1) Check operation. Replace if required.
(2) Remove dirt, corrosion.
(1) Replace vacuum advance mechanism.
(2) Turn screw clockwise to bring advance
within specifications.
(3) Clean pivot.
(1) Tighten terminals, remove corrosion, apply
electrical grease.
(2) Perform pickup coil test.
(3) Perform control unit tests.
(4) Clean and tighten ground connection.
(5) Check for frayed, pinched, or
burned wires.
(6) Install new pin.
J908D-23
8D - 80 IGNITION
DISTRIBUTOR REPLACEMENT
Removal
(1) Unfasten the distributor cap retaining screws. Re­
move the distributor cap with the coil and spark plug
wires connected and place aside.
(2) Disconnect and plug the distributor vacuum ad­
vance hose.
(3) Disconnect the distributor primary wiring connec­
tor.
(4) Scribe a m a r k on the distributor housing in line
with the tip of the rotor. Scribe a mark on the distributor
housing near the clamp and continue the scribe m a r k on
the engine block in line with the distributor housing
mark. Note the position of the rotor and distributor
housing in relation to the surrounding engine compo­
nents as reference points for installing the distributor.
(5) Remove the distributor hold down bolt and clamp.
(6) Withdraw the distributor carefully from the en­
gine.
Installation
(1) Clean the distributor mounting area of the cylin­
der block.
(2) Install a replacement distributor mounting gas­
ket. • • •
(3) Position the distributor shaft in the cylinder block.
If engine was not rotated while the distributor was
removed, perform the following procedure:
(a) Align the rotor tip with the scribe m a r k on the
distributor housing during removal. Turn the rotor
approximately 1/8-turn counterclockwise past the
scribe mark.
CAUTION: Ensure that the distributor shaft fully en­
gages the oil pump drive gear shaft. It may be neces­
sary to slightly rotate (bump) the engine while
applying downward hand force on the distributor body
to fully engage the distributor shaft with the oil pump
drive gear shaft.
(b) Slide the distributor shaft down into the engine.
Align the scribe m a r k on the distributor housing with
the corresponding scribe mark on the cylinder block.
It m a y b e n e c e s s a r y to m o v e the rotor a n d shaft
slightly to start the gear into m e s h with the cam­
shaft gear and to e n g a g e the oil p u m p drive tang,
but the rotor should align with the scribe mark
w h e n the distributor shaft is d o w n in place.
(c) Install the distributor hold down clamp and bolt,
but do not tighten the bolt.
(4) If the engine was rotated while the distributor was
removed, it will be necessary to establish timing ac­
cording to the following procedure.
(a) Remove the No. 1 spark plug. Hold a finger
over the spark plug hole and rotate the engine until
the compression pressure is felt. Slowly continue to
rotate the engine until the timing index on the vi­
bration damper pulley aligns with the top dead center
J
(TDC) mark (0 degree) on the timing degree scale.
Always rotate the engine in the direction of normal
rotation. Do not turn the engine backward to align the
timing marks.
(b) Turn the distributor shaft until the rotor tip
points in the direction of the No. 1 terminal in the
distributor cap. Turn the rotor 1/8-turn counterclock­
wise past the position of the No. 1 terminal.
(c) Slide the distributor shaft down into the engine
and position the distributor vacuum advance mech­
anism housing in approximately the same location (in
relation to the surrounding engine components) as
when removed. Align the scribe mark on the distrib­
utor housing with the corresponding scribe mark on
the cylinder block.
It m a y be necessary to rotate the oil p u m p
shaft with a long flat-blade screwdriver to en­
gage the oil p u m p drive tang, but the rotor
should align with the position of the No. 1 ter­
minal w h e n the distributor sh^ft is d o w n in
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place.
(d) Install the distributor hold down clamp and bolt,
but do not tighten the bolt.
CAUTION: If the distributor cap is incorrectly posi­
tioned on the distributor housing, the cap or rotor may
be damaged when the engine is rotated.
(5) Install the distributor cap with the ignition wires
on the distributor housing. Ensure the pickup coil wire
rubber grommet in the distributor housing aligns with
the depression in the distributor cap and t h a t the cap
fits on the rim of the distributor housing.
T w o different diameter s c r e w s are u s e d to retain
the distributor cap.
(6) Apply Silicone Dielectric Compound, or equiva­
lent, to the connector terminal blades and cavities. Con­
nect the distributor primary wiring connector.
(7) Adjust the ignition timing. Refer to Ignition Sys­
tem Timing.
CAUTION: Do not puncture the spark plug wires or
boots to make a connection. Use the proper adapters.
IGNITION SYSTEM TIMING
A graduated timing degree scale (Fig. 7) located on
the timing case cover is used for reference when timing
the ignition system.
A milled index notch in the vibration damper is used
to align the No. 1 cylinder ignition position of the crank­
shaft with the correct timing degree mark on the grad­
uated scale.
Magnetic Timing Probe
With both engines, a magnetic timing probe socket is
provided integral with the timing degree scale for use
with a special magnetic timing probe.
This special probe detects the milled notch on the
vibration damper. The probe is inserted through the
probe socket until it contacts the vibration damper.
J IGNITION
Ignition timing can then be obtained from a meter or
computer printout, depending on t h e type of equipment
being used.
The probe socket is located at 9.5° ATDC, and t h e
equipment is calibrated to compensate for this location.
Do not use t h e timing probe socket as a reference to
check t h e ignition timing when using a conventional
timing light.
Ignition Timing Procedure 5.9L
(1) Set the parking brake. Shift the transmission to
PARK.
(2) Start t h e engine and allow it to attain normal
operating temperature.
(3) Ensure t h a t the A/C is turned OFF.
(4) With the ignition switch OFF, connect an ignition
timing light and a properly calibrated tachometer.
(5) Disconnect and plug t h e distributor vacuum ad­
vance hose.
(6) Slightly loosen the distributor hold down bolt to
allow adjustment.
WARNING: USE EXTREME CAUTION WHEN THE EN­
GINE IS OPERATING. DO NOT STAND IN A DIRECT
LINE WITH THE FAN. DO NOT PUT YOUR HANDS
NEAR THE PULLEYS, BELTS OR THE FAN. DO NOT
WEAR LOOSE CLOTHING.
(7) Start the engine.
(8) With the engine at idle speed, check and adjust (if
necessary) t h e timing according to the specification
listed on the Emission Control Information label lo­
cated in the engine compartment.
(9) Tighten t h e distributor hold down clamp and ver­
ify t h a t the ignition timing is correct.
TIMING DEGREE
SCALE
J898D-41
Fig. 7 Timing Mark Eight-Cylinder Engine
8D - 81
(10) Turn the ignition switch O F F and remove the
timing light and tachometer.
(11) Connect t h e hose to the distributor vacuum ad­
vance mechanism.
DISTRIBUTOR COMPONENT REPLACEMENT
When replacing the pickup coil assembly, trigger
wheel or vacuum advance mechanism, it is not neces­
sary to remove the distributor from t h e engine. It is
necessary to check ignition timing if the pickup coil
assembly or vacuum advance mechanism is replaced.
Refer to Fig. 8 for distributor component identification.
Trigger Wheel and/or Pickup CoiiAssemSly
(Fig. 8)
Removal
(1) Place the distributor in a suitable holding device,
if removed from the engine.
(2) Remove the cap.
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(3) Remove the rotor.
(4) Remove the trigger wheel with Trigger Wheel
Puller Tool 7804, or equivalent. Use a flat washer to
prevent t h e puller from contacting t h e inner shaft. By
prying alternately, two screwdrivers can be used to
remove the trigger wheel from t h e shaft. Remove the
pin.
(5) Remove the pickup coil snap ring from the central
shaft. Remove t h e retainer from t h e vacuum advance
mechanism-to-pickup coil drive pin and move the vac­
uum advance mechanism lever aside.
(6) Remove the two pickup coil plate screws.
(7) Lift the pickup coil assembly from the distributor
housing.
(8) If the vacuum advance mechanism is to be re­
placed, remove t h e screws and lift t h e mechanism out
of the distributor housing. Do not remove t h e vacuum
advance mechanism unless replacement is required.
Installation
(1) If the vacuum advance mechanism was removed,
install it on the distributor housing with t h e attaching
screws.
If a replacement v a c u u m a d v a n c e m e c h a n i s m is
installed, refer to V a c u u m A d v a n c e Mechanism
for the calibration procedure.
(2) Position the pickup coil assembly into t h e distrib­
utor housing.
(3) Attach the vacuum advance mechanism lever and
the retainer to the pickup coil pin.
(4) Install the snap ring.
(5) Position the wiring harness in the slot in the dis­
tributor housing. Install the two pickup coil plate
screws and tighten.
(6) Install the trigger wheel on the shaft with hand
pressure. The long portion of t h e teeth must be up.
When the trigger wheel and slot in the shaft are prop-
8D - 82 IGNITION J

erly aligned, use a suitable drift and small hammer to Installation

tap the pin into the locating groove in the trigger wheel
and shaft.
If the distributor is not installed in the engine, sup­
port the shaft while installing the trigger wheel pin.
(7) Install the rotor. Install the distributor cap.
Vacuum Advance Mechanism
Removal
(1) Remove the vacuum hose from the vacuum ad­
vance mechanism.
(2) Remove the distributor cap. Remove the retainer
from the pickup coil pin. Remove the attaching screws
and lift the vacuum advance mechanism from the dis­
tributor housing.
If a replacement vacuum advance mechanism is to be
installed, calibrate as follows.
(1) Insert an Allen wrench into the vacuum hose tube
of the original vacuum advance mechanism. Count the
number of clockwise turns necessary to bottom the ad­
justing screw.
(2) Turn the adjusting screw of the replacement vac­
u u m advance mechanism clockwise to the bottom. Turn
it counterclockwise the same number of turns counted
earlier.
(3) Install the vacuum advance mechanism on the
distributor housing. Install the retaining screws. Posi­
tion the vacuum advance lever onto the pickup coil pin
and install the retainer. Install the distributor cap.
(4) Check the ignition timing and adjust, if required.

DISTRIBUTOR

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MECHANICAL
• ADVANCE
ASSEMBLY

SHAFT

VACUUM
ADVANCE
DIAPHRAGM

DISTRIBUTOR
DRIVE GEAR

J908D-24

Fig. 8 Distributor Components

J IGNITION 8D - 83

(5) Connect t h e vacuum hose to the vacuum advance VACUUM ADVANCE TO G O CENTER PORT (D) ALWAYS
mechanism. VALVE OPEN
OUTER PORT (1) OPEN BELOW INNER PORT (2) OPEN ABOVE
Rotor 104°C (220°F) 104°C (220°F)
A unique feature of the SSI system is the silicone C
applied to t h e rotor blade during manufacture. Radio
interference is greatly reduced by the presence of a
small quantity of silicone dielectric compound on t h e
rotor blade. After a few thousand miles, this compound
becomes charred by the high voltage current flowing
through the rotor. This is normal. Do not scrape t h e
residue from the rotor blade.
When installing a replacement rotor, apply a thin
^oat^:7^^mm^07OS-Od^dii^of^^
Compound to t h e tip of the rotor blade.

VACUUM ADVANCE CONTROL SYSTEM

Manifold vacuum and carburetor ported vacuum are
both used for the ignition vacuum spark advance mech­

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anism on the eight cylinder engine. A coolant temper­
ature override (CTO) valve determines the appropriate
vacuum source, depending upon coolant temperature.
VANCE MECHANISM
Vacuum Advance (Spark) Coolant B. INTAKE MANIFOLD VACUUM
SOURCE
Temperature Override (CTO) Valve C. CARBURETOR VACUUM PORT
(PORTED VACUUM SOURCE) J908D-35
General
The distributor vacuum advance is controlled by ei­ Fig. 9 Vacuum Advance Schematic
ther carburetor ported vacuum or manifold vacuum de­
pending upon coolant temperature. This is
accomplished by the vacuum advance control system.
The CTO valve is screwed into the thermostat housing.
A thermal sensor at the CTO valve tip is in contact with
engine coolant. Depending on the coolant temperature,
the CTO valve permits either manifold vacuum or car­
buretor ported vacuum to control the distributor vac­
uum advance (Fig. 9). When coolant temperature is
below 104°C (220°F) carburetor ported vacuum is sup­
plied to t h e distributor vacuum advance mechanism.
Above 104°C (220°F) manifold vacuum is supplied.

Functional Test
Connect a vacuum gauge to t h e center port (D) of the
CTO valve (Fig. 10). When coolant temperature is below
104°C (220°F) manifold vacuum should be indicated on
the gauge. When coolant temperature is above 104°C
(220°F) carburetor ported vacuum should be indicated J898D-4
on the gauge. P o r t e d v a c u u m is n o t a v a i l a b l e w i t h
t h e t h r o t t l e closed. P o r t e d v a c u u m is only avail­ Fig. 10 Vacuum Advance CTO
a b l e w h e n t h e t h r o t t l e is o p e n e d t o a c h i e v e a n en­
gine s p e e d of a p p r o x i m a t e l y 1000 R P M . Vacuum Advance CTO Valve Replacement
The CTO is used to prevent overheating during high WARNING: IF THE ENGINE HAS BEEN RECENTLY
ambient temperature operating conditions. Defective OPERATED, USE CARE TO PREVENT SCALDING BY
valves must be replaced. HOT COOLANT. THE SYSTEM IS PRESSURIZED.
8D - 84 IGNITION J

(1) Drain the coolant from the radiator. Use a clean (5) Install the replacement CTO valve.
container so t h a t the coolant can be reused. (6) Connect the vacuum hoses to the valve.
(2) Remove the air cleaner. (7) Install the air cleaner.
(3) Identify, t a g and disconnect the vacuum hoses (8) Fill cooling system. Refer to Group 7, Cooling.
from the CTO valve. (9) Purge the cooling system of air.
(4) Using a 22.2mm (7/8 in.) open end wrench, remove
the valve from the thermostat housing (or intake man­
ifold).
IGNITION SWITCH

11DEX

page page
General Information . 84 Ignition Switch Testing 84
Ignition Switch Installation 84 Tightening Reference 86
Ignition Switch Removal 84

GENERAL INFORMATION IGNITION SWITCH INSTALLATION

The ignition switch is mounted on the lower section

of the steering column and is connected to the key lock
assembly by a remote lock rod.
IGNITION SWITCH REMOVAL
(1) Remove the lower instrument panel trim panel.
(2) Place the key lock in Off-LOCK position and re­
move the two switch attaching screws.
(3) Disconnect the switch from the remote rod.
(4) Disconnect the black harness connector then the
white connector and remove the switch from the steer­
ing column.
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Standard Column
(1) With the actuator rod disconnected, position the
switch.
(2) Move t h e slider to t h e extreme left (Accessory
position).
The left side of the ignition switch is toward the
steering wheel.
(3) Position the actuator rod in the slider hole (Fig. 3)
and install t h e switch to t h e steering column being
careful not to move the slider out of the detent.

IGNITION SWITCH TESTING

POSITION CIRCUIT
To test the ignition switch circuity and continuity,
place the slide bar in the position to be tested and use 1-1, B-1 & S CONNECTED
either an ohmmeter or Continuity Light. START
G - l , G-2 GROUNDED
Ignition switch slide bar positions can be easily iden­
tified by first locating the alignment hole located in the
flat portion of the switch adjacent to t h e terminals. 1-1 & B-1 CONNECTED
ON A & B-2 CONNECTED
Starting from the alignment hole end of the switch, the 1-3 & B-3 CONNECTED
switch positions are: Accessory, Off-LOCK, Off, On, and
Start. Each position h a s a detent stop except Start
OFF OPEN
which is spring loaded to release when the key is re­
leased.
No electrical resistance should be indicated (test lamp OFF-LOCK OPEN
on) between two connected terminals. The maximum
voltage drop between any two connected terminals, as ACC. A & B-2 CONNECTED
shown in the Ignition Switch Chart, should not exceed
12.5 millivolts per amp. For example: If a 10-amp load
is drawn through the switch, maximum voltage drop NOTE: B-1, B-2 & B-3 ARE COMMON CONNECTION.
should be 10 x 0.0125 or 0.125 volt (Figs.l, 2). J898D-46

Fig. 1 ignition Switch Terminal Connections

 IGNITION 8D - 85

(4) Hold the key in Accessory position and push the
switch down the column slightly to remove the slack in
the actuator rod.
(5) Tighten the attaching screws securely.
(6) Connect the white connector and then the black
connector to the switch.
(7) Install the lower instrument panel trim panel.
Tilt Column
(1) With the actuator rod disconnected, position the
switch.
(2) Move the slider to the extreme right (Accessory
position).
T h e r i g h t s i d e of t h e i g n i t i o n s w i t c h is d o w n w a r d
from t h e s t e e r i n g w h e e l .
(3) Position the actuator rod in the slider hole (Fig. 4).
(4) Install the switch to the steering column but do not
tighten the attaching screws.
(5) Lightly push the switch down the column (away
from the steering wheel) to remove lash in the actuator

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OFF-LOCK
ACCESSORY

J908D-37

Fig. 3 Standard Column

ACCESSORY
OFF-LOCK
OFF
ON
START

J908D-38
J898D-47
Fig. 4 Tilt Column
Fig. 2 Ignition Switch Terminals
8D - 86 IGNITION J

rod, while holding the key in the Accessory position. Be (7) Connect the white connector and then the black
careful not to move the slider out of the detent. connector to the ignition switch.
(6) Tighten the attaching screws securely. (8) Install the lower instrument panel trim panel.

TIGHTENING REFERENCE
TIGHTENING REFERENCE
Ft.-i.bs.
Component (In.-Lbs.)

DISTRIBUTOR HOLD DOWN BOLT 23 N*m 17 ft-lbs

SPARK PLUGS 37N«m 27 ft-lbs

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J908D-28