Indmar MARINE ENGINES

Service and Diagnostic Manual

For Electronic Fuel Injection Systems With
MEFI 5 and 5A Controllers

Version 3

Indmar Products Company, Inc.

5400 Old Millington Road
Millington, TN 38053
901-353-9930

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 CAUTION

To reduce the chance of personal injury and/or property

damage, the following instructions must be carefully
observed.

Proper service and repair are important to the safety of the

service technician and the safe, reliable operation of all Marine
Electronic Fuel Injection (MEFI) equipped engines. If part
replacement is necessary, the part must be replaced with one
of the same part number or with an equivalent part. Do not
use a replacement part of lesser quality.

The service procedures recommended and described in this

service manual are effective methods of performing service
and repair. Some of these procedures require the use of tools
specifically designed for the purpose.

Accordingly, anyone who intends to use a replacement part,

service procedure, or tool which is not recommended by the
vehicle manufacturer, must first determine that neither his
safety nor the safe operation of the vehicle will be jeopardized
by the replacement part, service procedure or tool selected.

It is important to note that this manual contains various

Cautions and Notices that must be carefully observed in order
to reduce the risk of personal injury during service or repair, or
the possibility that improper service or repair may damage the
vehicle or render it unsafe. It is also important to understand
that these ‘Cautions’ and ‘Notices’ are not exhaustive,
because it is impossible to warn of all the possible hazardous
consequences that might result from failure to follow these
instructions.

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 MARINE ELECTRONIC FUEL INJECTION
(MEFI)
DIAGNOSTIC MANUAL

At the beginning of each individual section is a Table of Contents which gives the page
number on which each subject begins.

When reference is made in this manual to a brand name, number or specific tool, an
equivalent product may be used in place of the recommended item.

All information, illustrations and specifications contained in this manual are based on
the latest product information available at the time of publication approval. The right is re-
served to make changes at any time without notice.

NOTICE: When fasteners are removed, always reinstall them at the same location from
which they were removed. If a fastener needs to be replaced, use the correct part number
fastener for that application. If the correct part number fastener is not available, a fastener
of equal size and strength (or stronger) may be used. Fasteners that are not reused, and
those requiring thread locking compound will be called out. The correct torque value must
be used when installing fasteners that require it. If the above conditions are not followed,
parts or system damage could result.

FOREWORD

This service manual includes general description, diagnosis, symptoms and on-board
service procedures for the fuel control and ignition systems used on Indmar equipped Marine
Electronic Fuel Injection (MEFI) engines.

INTRODUCTION

The following manual has been prepared for effective diagnosis of the Marine Electronic
Fuel Injection (MEFI) system.
All information, illustrations and specifications contained in this manual are based on
the latest product information available at the time of publication approval. The right is
reserved to make changes at any time without notice.

This manual should be kept in a handy place for ready reference. If properly used, it
will meet the needs of technicians and vehicle owners.

This manual is intended for use by professional, qualified technicians.

Attempting repairs or service without the appropriate training, tools and
equipment could cause injury to you or others and damage to vehicle that may
cause it not to operate safely and properly.

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Section 1 - General Information 1-1

Section 1
General Information

Contents

General Description ..................................... Page 2

Visual/Physical Inspection ........................... Page 2 How Diagnostic Trouble Codes Are Set ........ Page 3
Basic Knowledge and Tools Required ........... Page 2 Clearing Diagnostic Trouble Codes .............. Page 4
Electrostatic Discharge Damage .................. Page 2 Non-Scan Diagnosis of Driveability Concerns
Engine Wiring ............................................ Page 2 (No DTCs Set) .................................... Page 4
Engine Control Module (ECM) Tools Needed to Service the System ............ Page 4
Self-Diagnostics.......................................... Page 2 Service Precautions ................................... Page 5
Malfunction Indicator Lamp (MIL) .............. Page 2 Special Tools (1 of 2) ................................ Page 6
Intermittent Malfunction Indicator Lamp Special Tools (2 of 2) ................................ Page 7
(MIL) .................................................. Page 2 Abbreviations ................................................... Page 8
Reading Diagnostic Trouble Codes Diagnosis ...................................................... Page 9
(DTCs) ............................................... Page 3 On-Board Service ......................................... Page 9
On-Board Diagnostic (OBD) Wiring Harness Service ............................... Page 9
System Check ............................................ Page 3 Wiring Connector Service .......................... Page 10
DLC Scan Tools .......................................... Page 3 Metri-Pack Series 150 Terminals .......... Page 10
Scan Tool Use With Intermittents ................ Page 3 Weather-Pack Connectors ................... Page 11
Diagnosing Electrical Circuits........................... Page 12

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1-2 Section 1 - General Information

General Description
Visual / Physical Inspection Engine Control Module (ECM) Self-
A careful visual and physical inspection must be Diagnostics
performed as part of any diagnostic procedure. This can The Engine Control Module (ECM) performs a continuous self-
often lead to fixing a problem without further diagnostics. diagnosis on certain control functions.This diagnostic capability
Inspect all vacuum hoses for correct routing, pinches, cracks is complemented by the diagnostic procedures contained in
or disconnects. Be sure to inspect hoses that are difficult this manual. The ECM’s language for communicating the
to see. Inspect all the wires in the engine compartment for source of a malfunction is a system of Diagnostic Trouble
proper connections, burned or chafed spots, pinched wires or Codes (DTC’s). The DTC’s are identified by two sets of
contact with sharp edges or hot manifolds. This visual/physical numbers. The first number, labeled a SPN, identifies the
inspection is very important. It must be done carefully and location of the problem and the second number, a FMI,
thoroughly. identifies the type of problem is occurring at the location.
When a malfunction is detected by the ECM, a DTC is set
Basic Knowledge and Tools Required and the Malfunction Indicator Lamp (MIL) is illuminated.
To use this manual most effectively, a general understanding
of basic electrical circuits and circuit testing tools is required. Malfunction Indicator Lamp (MIL)
You should be familiar with wiring diagrams, the meaning of The Malfunction Indicator Lamp (MIL) is designed to alert
voltage, ohms, amps and the basic theories of electricity. You the operator that a problem has occurred and that the
should also understand what happens if a circuit becomes vehicle should be taken for service as soon as reasonably
open, shorted to ground or shorted to voltage. possible.
To perform system diagnostics, several special tools and As a bulb and system check, the light will come “ON” with the
equipment are required. Please become acquainted with key “ON,” engine “OFF.” When the engine is started, the light
the tools and their use before attempting to diagnose the will turn “OFF.” If the light remains “ON,” the self-diagnostic
system. Special tools that are required for system service system has detected a problem. If the problem goes away,
are illustrated in this section. the light will go out in most cases after 10 seconds, but a DTC
will remain stored in the ECM.
Electrostatic Discharge Damage When the light remains “ON” while the engine is running,
Electronic components used in control systems are often or when a malfunction is suspected due to a driveability
designed to carry very low voltage, and are very susceptible problem, the “On-Board Diagnostic (OBD) System Check”
to damage caused by electrostatic discharge. It is possible must be performed as the first step. These checks will expose
for less than 100 volts of static electricity to cause damage malfunctions which may not be detected if other diagnostics
to some electronic components. By comparison, it takes as are performed prematurely.
much as 4,000 volts for a person to feel the zap of a static
discharge. Intermittent Malfunction Indicator Lamp (MIL)
There are several ways a person can become statically In the case of an “intermittent” problem, the Malfunction
charged. The most common methods of charging are by Indicator Lamp (MIL) will light for 10 seconds, and then
friction and by induction. An example of charging by friction is go out. However, the corresponding DTC will be stored
a person sliding across a seat, in which a charge of as much in the memory of the ECM. When DTC’s are set by an
as 25,000 volts can build up. Charging by induction occurs intermittent malfunction, they could be helpful in diagnosing
when a person with well insulated shoes stands near a highly the system.
charged object and momentarily touches ground. Charges of If an intermittent DTC is cleared, it may or may not reset. If
the same polarity are drained off, leaving the person highly it is an intermittent failure, consult the “Diagnostic Aids” on
charged with the opposite polarity. Static charges of either the facing page of the corresponding DTC table. Symptoms
type can cause damage. Therefore, it is important to use care section also covers the topic of “Intermittents.” A physical
when handling and testing electronic components. inspection of the applicable sub-system most often will resolve
the problem.
Engine Wiring
When it is necessary to move any of the wiring, whether to
lift wires away from their harnesses or move harnesses to
reach some component, take care that all wiring is replaced
in its original position and all harnesses are routed correctly. If
clips or retainers break, replace them. Electrical problems can
result from wiring or harnesses becoming loose and moving
from their original positions, or from being rerouted.

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Section 1 - General Information 1-3
Reading Diagnostic Trouble Codes (DTC’s) Scan Tool Use With Intermittents
The provision for communicating with the ECM is the Data The scan tool provides the ability to perform a “wiggle test”
Link Connector (DLC) (Figure 1-1). It is part of the engine on wiring harnesses or components with the engine not
wiring harness, and is a 6-pin connector, which is electrically running, while observing the scan tool display.
connected to the ECM. It is used in the assembly plant to
receive information in checking that the engine is operating The scan tool can be plugged in and observed while
properly before it leaves the plant. The DTC(s) stored in driving the vehicle under the condition when the MIL turns
the ECM’s memory can be retrieved through a scan tool, “ON” or the engine driveability is poor. If the problem
a hand-held diagnostic scanner plugged into the DLC: or a seems to be related to certain parameters that can be
PC based software program designed to interface with the checked on the scan tool, they should be checked while
ECM datastream. driving the vehicle. If there does not seem to be any
correlation between the problem and any specific circuit,
the scan tool can be checked on each position, watching
for a period of time to see if there is any change in the
A readings that indicates an intermittent operation.
B
A B C D E F C The scan tool is also an easy way to compare the
D operating parameters of a poorly operating engine with
E those of a known good one. For example, a sensor may
F shift in value but not set a DTC. Comparing the sensor’s
readings with those of a known good identical vehicle may
uncover the problem.
DATA LINK CONNECTOR (DLC)
The scan tool has the ability to save time in diagnosis
and prevent the replacement of good parts. The key to
using the scan tool successfully for diagnosis lies in the
Figure 1-1 - Data Link Connector (DLC)
technicians ability to understand the system they are trying
On-Board Diagnostic (OBD) System Check to diagnose, as well as an understanding of the scan tool
operation and limitations. The technician should read the
After the visual/physical inspection, the “On-Board Diagnostic
tool manufacturer’s operating manual to become familiar
(OBD) System Check” is the starting point for all diagnostic
with the tool’s operation.
procedures. Refer to Diagnosis section.
The correct procedure to diagnose a problem is to follow two How Diagnostic Trouble Codes (DTC) Are
basic steps: Set
1. Are the on-board diagnostics working? This is determined The ECM is programmed to receive calibrated voltage signals
by performing the “On-Board Diagnostic (OBD) System from the sensors. The voltage signal from the sensor may
Check.” Since this is the starting point for the diagnostic range from as low as 0.1 volt to as high as 4.9 volts. The
procedures, always begin here. If the on-board sensor voltage signal is calibrated for engine application.
diagnostics are not working, the OBD system check This would be the sensor’s operating parameter or “window.”
will lead to a diagnostic table in the Diagnosis section The ECM and sensors will be discussed further in the ECM
to correct the problem. If the on-board diagnostics are and Sensor section.
working properly, the next step is:
If a sensor is within its operating or acceptable parameters
2. Is there a DTC stored? If a DTC is stored, go directly to (Figure 1-2), the ECM does not detect a problem. When a
the number DTC table in the Diagnosis section. This will sensor voltage signal falls out of this “window,” the ECM no
determine if the fault is still present. longer receives a signal voltage within the operating “window.”
When the ECM does not receive the “window” voltage for a
DLC Scan Tools calibratible length of time, a DTC will be stored. The MIL
The ECM can communicate a variety of information through will be illuminated and a known default value will replace the
the DLC. This data is transmitted at a high frequency which sensor value to restore engine performance.
requires a scan tool for interpretation.
With an understanding of the data which the scan tool
displays, and knowledge of the circuits involved, the scan tool
can be very useful in obtaining information which would be
more difficult or impossible to obtain with other equipment.
A scan tool does not make the use of diagnostic tables
unnecessary, nor do they indicate exactly where the problem
is in a particular circuit. Diagnostic tables incorporate
diagnostic procedures that are designed to function only with
a scan tool or PC based scan program.

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 V
O
L
TYPICAL SENSOR RANGE
1-4 T
A “WINDOW” Section 1 - General Information
G
Clearing Diagnostic
E Trouble Codes A good example of this would be if the coolant sensor was
1. Install scan tool or P.C. reading incorrectly and indicating to the ECM that coolant
0.7V temperature was at 50°F, but actual coolant temperature was
2. Start engine. at 150°F (Figure 1-3). This would cause the ECM to deliver
3. Select “clear DTC’s” function.XXXXXXXXXXXXXXX DEFAULTXXXXXXXXXXX
more fuel than what was actually needed by the engine. This
4. Clear DTC’s. 0 VOLTS
resulted in an overly rich condition, causing rough running.
6-5-93
5. Turn ignition “OFF” for at least 20 seconds. This MS
condition
13553 would not have caused a DTC to set, as the
ECM interprets this as within the operating “window.”
6. Turn ignition “ON” and read DTC’s. If DTC’s are still

present, check “Notice” below and repeat procedure To identify a sensor that is out of range, you may unplug the
following from step 2. sensor electrical connector while the engine is running. After
about 2 minutes, the DTC for that sensor will set, illuminate the
NOTICE: When clearing DTC’s with the use of a scan tool, MIL, and replace the sensed value with a calibrated default
the ignition must be cycled to the “OFF” position or the DTC’s value. If at that point, a noticeable performance increase is
will not clear. observed, the non-scan DTC table for that particular sensor
Non-Scan Diagnosis Of Driveability Concerns should be followed to correct the problem.
(No DTC’s Set) NOTICE: Be sure to clear each DTC after disconnecting and
If a driveability concern still exists after following the OBD reconnecting each sensor. Failure to do so may result in a
system check and reviewing the Symptoms tables, an out misdiagnosis of the driveability concern.
of range sensor may be suspected. Because of the unique
LOW - 5 VOLTS
5 VOLTS
XXXXXXXXXXXXXXX DEFAULTXXXXXXXXXXX
XXXXXXXXXXXXXXX DEFAULTXXXXXXXXXXX
T ------50 -4.2V OUT OF RANGE SENSOR
4.6V E
M
V P
O E
L R
TYPICAL SENSOR RANGE A
T T
A “WINDOW”
U
G R
E E ------150 -1.7V ACTUAL COOLANT TEMPERATURE

0.7V XXXXXXXXXXXXXXX DEFAULTXXXXXXXXXXX

XXXXXXXXXXXXXXX DEFAULTXXXXXXXXXXX
HIGH - 0 VOLTS 6-5-93
MS 13552
0 VOLTS 6-5-93
MS 13553 
Figure 1-3 - Example of Shifted Sensor Operation

Figure 1-2 - Example of Sensor Normal Operation
Tools Needed To Service The System
design of the MEFI system, the ECM will replace sensed Refer to Special Tools in this section for engine control tools
values with calibrated default values in the case of a sensor for servicing the system.
or circuit malfunction. By allowing this to occur, limited engine
performance is restored until the vehicle is repaired. A basic
understanding of sensor operation is necessary to be able
to diagnose an out of range sensor.
If the sensor is out of range, but still within the operating
“window” of the ECM, the problem will go undetected by the
ECM and may result in a driveability concern.

LOW - 5 VOLTS

XXXXXXXXXXXXXXX DEFAULTXXXXXXXXXXX

T ------50 -4.2V OUT OF RANGE SENSOR

E
M
P
E
R
A
T
U
R
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E------150 -1.7V ACTUAL COOLANT TEMPERATURE
Section 1 - General Information 1-5
Service Precautions
The following requirements must be observed when working 9. When steam cleaning engines, do not direct the nozzle at
on engines. any ECM system components. If this happens, corrosion
1. Before removing any ECM system component, disconnect of the terminals or damage of components can take
the negative battery cable. place.
2. Never start the engine without the battery being solidly 10. Use only the test equipment specified in the diagnostic
connected. tables, since other test equipment may either give
incorrect test results or damage good components.
3. Never separate the battery from the on-board electrical
system while the engine is running. 11. All measurements using a multimeter must use a digital
meter with a rating of 10 megohm input impedance.
4. Never separate the battery feed wire from the charging
system while the engine is running. 12. When a test light is specified, a “low-power” test light must
be used. Do not use a high-wattage test light. While a
5. When charging the battery, disconnect it from the
particular brand of test light is not suggested, a simple
vehicle’s electrical system.
test on any test light will ensure it to be safe for system
6. Ensure that all cable harnesses are connected solidly circuit testing (Figure 1-4). Connect an accurate ammeter
and the battery connections are thoroughly clean. (such as the high-impedance digital multimeter) in series
7. Never connect or disconnect the wiring harness at the with the test light being tested, and power the test light
ECM when the ignition is switched “ON.” ammeter circuit with the vehicle battery.
8. Before attempting any electric arc welding on the
vehicle, disconnect the battery leads and the ECM
connector(s).

testlight

DC Amps * +
BATTERY

If the ammeter indicates less than 3/10 amp(.3A) current flow,

the testlight is safe to use.
If the ammeter indicates more than 3/10 amp(.3A) current flow,
the testlight is not safe to use.
I 22307



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1-6 Section 1 - General Information

Special Tools and Equipment

Illustration Tool Number/Description Illustration Tool Number/Description

J 23738-A J 34730-1A
Vacuum Pump Fuel Pressure Gauge

J 34730-405
Injector Test Lamp

J 28742-A J 35314-A
Weather Pack Exhaust Back Pressure
Terminal Remover Tester

J 34142-B J 35616-A
Test Lamp Connector Test Adapter
Kit

J 35689-A
Metri-Pack Terminal Kit

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Section 1 - General Information 1-7

Illustration Tool Number/Description Illustration Tool Number/Description

J 37088-A
Fuel Line Quick Connect
Separator

Scan Tool
J 37287
or PC with
Inlet and Return Fuel
Diagnostic Software
Line Shut-Off Adapters

J 39021
Fuel Injector Coil and
Balance Tester

J 39021-380
Fuel Injector Test
Harness

Fluke 78 or
J 39200
Digital Multimeter

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1-8 Section 1 - General Information

ABBREVIATIONS
BARO - BAROMETRIC PRESSURE IC - IGNITION CONTROL
BAT - BATTERY, BATTERY POSITIVE IGN - IGNITION
TERMINAL, BATTERY OR SYSTEM INJ - INJECTOR
VOLTAGE
I/O - INPUT/OUTPUT
B+ - BATTERY POSITIVE
kPa - KILOPASCAL
CAN - CONTROLLER AREA NETWORK
KS - KNOCK SENSOR
CCP - CAN COMMUNICATION PROTOCOL
KV - KILOVOLTS
CEFI - COMMERCIAL ELECTRONIC FUEL
MAP - MANIFOLD ABSOLUTE PRESSURE
INJECTION
MFI - MULTIPORT FUEL INJECTION
CKT - CIRCUIT
MIL - MALFUNCTION INDICATOR LAMP
CONN - CONNECTOR
MSEC - MILLSECOND
CYL - CYLINDER
N/C - NORMALLY CLOSED
DEG - DEGREES
N/O - NORMALLY OPEN
DI - DISTRIBUTOR IGNITION
NV RAM- NON VOLATILE RANDOM
DIAG - DIAGNOSTIC
ACCESS MEMORY
DIST - DISTRIBUTOR
OBD - ON-BOARD DIAGNOSTIC
DLC - DATA LINK CONNECTOR
OPT - OPTIONAL
DTC - DIAGNOSTIC TROUBLE CODE
PFI - PORT FUEL INJECTION
DVOM - DIGITAL VOLT OHMMETER
PPS - PEDAL POSITION SENSOR
ECM - ENGINE CONTROL MODULE
PWM - PULSE WIDTH MODULATION
ECT - ENGINE COOLANT TEMPERATURE
RAM - RANDOM ACESS MEMORY
EEPROM- ELECTRONIC ERASABLE
PROGRAMMABLE READ REF HI - REFERENCE HIGH
ONLY MEMORY REF LO - REFERENCE LOW
EI - ELECTRONIC IGNITION ROM - READ ONLY MEMORY
EMI - ELECTROMAGNETIC INTER- SLV - SLAVE
FERENCE SPN - SUSPECT PARAMETER NUMBER
ENG - ENGINE SW - SWITCH
EOP - ENGINE OIL PRESSURE TAC - THROTTLE ACTUATOR CONTROL
EST - ELECTRONIC SPARK TIMING TACH - TACHOMETER
E-STOP - EMERGENCY STOP TBI - THROTTLE BODY INJECTION
ETC - ELECTRONIC THROTTLE CONTROL TERM - TERMINAL
FL - FUEL LEVEL TP - THROTTLE POSITION
FMI - FAILURE MODE INDICATOR TPS - THROTTLE POSITION SENSOR
GND - GROUND T-SC - THROTTLE-SHIFT CONTROL
GOV - GOVERNOR V - VOLTS
GPH - GALLONS PER HOUR VAC - VACUUM
HO2 - HEATED OXYGEN SENSOR VSS - VEHICLE SPEED SENSOR
“ HG” - INCHES OF MERCURY WOT - WIDE OPEN THROTTLE
IAC - IDLE AIR CONTROL
IAT - INTAKE AIR TEMPERATURE

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Section 1 - General Information 1-9
1. OPEN SECONDARY LOCK HINGE ON CONNECTOR
Diagnosis
The diagnostic tables and functional checks in this manual are
designed to locate a faulty circuit or component through logic
• Tendency for connectors to come apart due to vibration
and/or temperature cycling.
based on the process of elimination. The tables are prepared
with the requirement that the system functioned correctly at • Terminals not fully seated in the connector body.
the time of assembly and that there are no multiple failures. • Inadequate terminal crimps to the wire.
2. REMOVE TERMINAL USING TOOL
Engine control circuits contain many special design features
not found in standard vehicle wiring. Environmental protection On-Board Service
➧ ➧ PUSH TO
RELEASE
is used extensively to protect electrical contacts. Proper
splicing methods must be used when necessary.
Wiring Harness Service
The proper operation of low amperage input/output circuits
TERMINAL REMOVAL TOOL
Figure
J 28742, J 38125-10
1-7
OR BT-8234-A
depend upon good continuity between circuit connectors. It
is important before component replacement and/or during Wiring harnesses should be replaced with proper part number
3. CUT WIRE IMMEDIATELY BEHIND
harnesses. CABLE WhenSEALwires are spliced into a harness, use the
normal troubleshooting procedures that a visual inspection
of any questionable mating connector is performed. Mating same gauge wire with high temperature insulation only.
WIRE
surfaces should be properly formed, clean and likely to make With the low current and voltage levels found in the system,
SEAL
proper contact. Some typical causes of connector problems it is important that the best possible bond be made at all wire
are listed below: 4. REPLACE TERMINAL splices by soldering the splices as shown in Figure 1-7.
A. SLIP NEW SEAL ONTO WIRE
• Improperly formed contacts and/or connector housing. Use care when probing a connector or replacing a connector
B. STRIP 5mm (.2") OF INSULATION FROM WIRE
• Damaged contacts or housing C.dueCRIMP to improper
TERMINAL OVER terminal.
WIRE ANDIt is possible
SEAL to short between opposite terminals. If
engagement. this happens, certain components can be damaged. Always
use jumper SEALwires with the corresponding mating terminals
• Corrosion, sealer or other contaminants on the contact between connectors for circuit checking. NEVER probe
mating surfaces.
through connector seals, wire insulation, secondary ignition
• Incomplete mating of the connector 5. PUSHhalves during
TERMINAL INTO CONNECTOR
wires, boots, nipples or covers. Microscopic damage or holes
initial assembly or during subsequent UNTIL LOCKING TANGS ENGAGE
troubleshooting may result in water intrusion, corrosion and/or component
procedures. 6. CLOSE SECONDARY LOCK HINGE
failure.

DRAIN WIRE

OUTER JACKET

MYLAR

1 REMOVE OUTER JACKET. 1 LOCATE DAMAGED WIRE.

2 UNWRAP ALUMINUM/MYLAR TAPE. DO NOT 2 REMOVE INSULATION AS REQUIRED.
REMOVE MYLAR.

3 SPLICE TWO WIRES TOGETHER USING SPLICE

3 UNTWIST CONDUCTORS. STRIP INSULATION AS
CLIPS AND ROSIN CORE SOLDER.
NECESSARY.
DRAIN WIRE

4 SPLICE WIRES USING SPLICE CLIPS AND ROSIN CORE 4 COVER SPLICE WITH TAPE TO INSULATE
SOLDER. WRAP EACH SPLICE TO INSULATE. FROM OTHER WIRES.
5 WRAP WITH MYLAR AND DRAIN (UNINSULATED) WIRE. 5 RETWIST AS BEFORE AND TAPE WITH
ELECTRICAL TAPE AND HOLD IN PLACE.

6 TAPE OVER WHOLE BUNDLE TO SECURE AS BEFORE. 8-24-94

RS 22186

Figure 1-7 - Wiring Harness Repair

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1 - 10 Section 1 - General Information
Wiring Connector Service Metri-Pack Series 150 Terminals
Most connectors in the engine compartment are protected Figure 1-8
against moisture and dirt which could create oxidation Some ECM harness connectors contain terminals called
and deposits on the terminals. This protection is important Metri-Pack (Figure 1-8). These are used at some of the
because of the very low voltage and current levels found in the sensors and the distributor connector.
electronic system. The connectors have a lock which secures
Metri-Pack terminals are also called “Pull-To-Seat” terminals
the male and female terminals together. A secondary lock
because, to install a terminal on a wire, the wire is first inserted
holds the seal and terminal into the connector.
through the seal and connector. The terminal is then crimped
When diagnosing, open circuits are often difficult to locate by on the wire, and the terminal is pulled back into the connector
sight because oxidation or terminal misalignment are hidden to seat it in place.
by the connectors. Merely wiggling a connector on a sensor,
To remove a terminal:
or in the wiring harness, may locate the open circuit condition.
This should always be considered when an open circuit or 1. Slide the seal back on the wire.
failed sensors is indicated. Intermittent problems may also 2. Insert tool J 35689 or equivalent, as shown in Figure
be caused by oxidized or loose connections. 1-5, to release the terminal locking tang.
Before making a connector repair, be certain of the type of 3. Push the wire and terminal out through the connector. If
connector. Some connectors look similar but are serviced the terminal is being reused, reshape the locking tang.
differently. Replacement connectors and terminals are listed
in the parts catalog.

A B

1 1

3 2 4 2

1. METRI-PACK SERIES 3. TOOL J35689 OR BT-8446.

150 FEMALE TERMINAL. 4. CONNECTOR BODY.
2. LOCKING TANG. 5. SEAL. 


Figure 1-8 Metri-Pack Series 150 Terminal Removal

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Section 1 - General Information 1 - 11
Weather-Pack Connectors MALE FEMALE
Figure 1-9 CONNECTOR CONNECTOR
BODY BODY
Figure 1-9 shows a Weather-Pack connector and the tool
(J 28742 or equivalent) required to service it. This tool is used
to remove the pin and sleeve terminals. If terminal removal is
attempted without using the special tool required, there is a
good chance that the terminal will be bent or deformed, and
unlike standard blade type terminals, these terminals cannot 1. OPEN SECONDARY LOCK HINGE ON CONNECTOR
be straightened once they are bent.
Make certain that the connectors are properly seated and
all of the sealing rings in place when connecting leads. The
hinge-type flap provides a secondary locking feature for the
connector. It improves the connector reliability by retaining the
terminals if the small terminal lock tangs are not positioned
properly. 2. REMOVE TERMINAL USING TOOL
Weather-Pack connections cannot be replaced with standard
connections. Instructions are provided with Weather-Pack
➧ ➧ PUSH TO
RELEASE
connector and terminal packages.
TERMINAL REMOVAL TOOL
J 28742, J 38125-10 OR BT-8234-A

3. CUT WIRE IMMEDIATELY BEHIND CABLE SEAL

WIRE
SEAL

4. REPLACE TERMINAL
A. SLIP NEW SEAL ONTO WIRE
B. STRIP 5mm (.2") OF INSULATION FROM WIRE
C. CRIMP TERMINAL OVER WIRE AND SEAL

SEAL

5. PUSH TERMINAL INTO CONNECTOR

UNTIL LOCKING TANGS ENGAGE
6. CLOSE SECONDARY LOCK HINGE

Figure 1-9 - Weather-Pack Terminal Repair

DRAIN WIRE

OUTER JACKET

MYLAR

1 REMOVE OUTER JACKET. 1 LOCATE DAMAGED WIRE.

2 UNWRAP ALUMINUM/MYLAR TAPE. DO NOT 2 REMOVE INSULATION AS REQUIR
REMOVE MYLAR.

3 SPLICE TWO WIRES TOGETHER U

3 UNTWIST CONDUCTORS. STRIP INSULATION AS
CLIPS AND ROSIN CORE SOLDER
NECESSARY.
DRAIN WIRE

4 SPLICE WIRES USING SPLICE CLIPS AND ROSIN CORE 4 COVER SPLICE WITH TAPE TO IN
SOLDER. WRAP EACH SPLICE TO INSULATE. FROM OTHER WIRES.
5 WRAP WITH MYLAR AND DRAIN (UNINSULATED) WIRE. 5 RETWIST AS BEFORE AND TAPE
ELECTRICAL TAPE AND HOLD IN

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6 TAPE OVER WHOLE BUNDLE TO SECURE AS BEFORE.
1 - 12 Section 1 - General Information

General Electrical Diagnosis

Procedures
Basic Knowledge Required Probing Electrical Connectors
Without a basic knowledge of electricity, it will be difficult Important: Always be sure to reinstall the connector position
to use the diagnostic procedures contained in the service assurance (CPA) and terminal position assurance (TPA) when
manual. You should understand the basic theory of electricity, reconnecting connectors or replacing terminals.
and know the meanings voltage (volts), current (amps),
and resistance (ohms). You should also be able to read and Frontprobe
understand a wiring diagram as well as understand what Disconnect the connector and probe the terminals from
happens in a circuit with an open or a shorted wire. the mating side (front) of the connector.
Notice: Do not insert test equipment probes into any
Circuit Testing connector or fuse block terminal. The diameter of the test
The Circuit Testing section contains the following diagnostic probes will deform most terminals. A deformed terminal can
testing information. Using this information along with the cause a poor connection, which can result in system failures.
diagnostic procedures will identify the cause of the electrical Always use the J 35616-B Connector Test Adapter Kit or the
malfunction. J 42675 Flat Wire Probe Adapter Kit in order to frontprobe
terminals. Do not use paper clips or other substitutes as they
• Using Connector Test Adapters
can damage terminals and cause incorrect measurements.
• Probing Electrical Connectors
Refer to the following table as a guide in selecting the correct
• Troubleshooting with a Digital Multimeter test adapter for frontprobing connectors:
• Troubleshooting with a Test Lamp
Backprobe
• Using Fused Jumper Wires
Important:
• Measuring Voltage
• Backprobe connector terminals only when specifically
• Measuring Voltage Drop required in diagnostic procedures.
• Measuring Frequency • Do not backprobe a sealed (Weather Pack®) connector,
• Testing for Continuity less than a 280 series Metri-Pack connector, a Micro-
• Testing for Short to Ground Pack connector, or a flat wire (dock and lock) connector.
• Testing for Short to Voltage • Backprobing can be a source of damage to connector
terminals. Use care in order to avoid deforming the
Using Connector Test Adapters terminal, either by forcing the test probe too far into the
Notice: Do not insert test equipment probes into any cavity or by using too large of a test probe.
connector or fuse block terminal. The diameter of the test • After backprobing any connector, inspect for terminal
probes will deform most terminals. A deformed terminal can damage. If terminal damage is suspected, test for
cause a poor connection, which can result in system failures. proper terminal contact.
Always use the J 35616-B Connector Test Adapter Kit or the Do not disconnect the connector and probe the terminals
J 42675 Flat Wire Probe Adapter Kit in order to frontprobe from the harness side (back) of the connector.
terminals. Do not use paper clips or other substitutes as they
can damage terminals and cause incorrect measurements.

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Section 1 - General Information 1 - 13

Troubleshooting with a Digital Multimeter Troubleshooting with a Test Lamp

Test Probe Notice Tools Required
Important: Circuits which include any solid state control J 34142-B 12-Volt Unpowered Test Lamp
modules, such as the ECM, should only be tested with a 10 Notice: Refer to Test Probe Notice
megohm or higher impedance digital multimeter such as the
A test lamp can simply and quickly test a low impedance
J 39200, Fluke 78, or equivalent.
circuit for voltage.
The J 39200 instruction manual is a good source of information
The J 34142-B is Micro-Pack compatible and comprised of a
and should be read thoroughly upon receipt of the DMM as
12-volt light bulb with an attached pair of leads.
well as kept on hand for future reference.
To properly operate this tool use the following procedure.
A DMM should be used instead of a test lamp in order to
test for voltage in high impedance circuits. While a test lamp 1. Attach 1 lead to ground.
shows whether voltage is present, a DMM indicates how 2. Touch the other lead to various points along the circuit
much voltage is present. where voltage should be present.
The ohmmeter function on a DMM shows how much 3. When the bulb illuminates, there is voltage at the point
resistance exists between 2 points along a circuit. Low being tested.
resistance in a circuit means good continuity.
Important: Disconnect the power feed from the suspect Using Fused Jumper Wires
circuit when measuring resistance with a DMM. This prevents Tools Required
incorrect readings. DMMs apply such a small voltage to J 36169-A Fused Jumper Wire
measure resistance that the presence of voltages can upset
Important: A fused jumper may not protect solid state
resistance reading.
components from being damaged.
Diodes and solid state components in a circuit can cause a
The J 36169-A includes small clamp connectors that provide
DMM to display a false reading. To find out if a component is
adaptation to most connectors without damage. This fused
affecting a measurement take a reading once, then reverse
jumper wire is supplied with a 20-A fuse which may not be
the leads and take a second reading. If the readings differ the
suitable for some circuits. Do not use a fuse with higher rating
solid state component is affecting the measurement.
than the fuse that protects the circuit being tested.
• Backprobe
• Disconnect the harness at both ends of the suspected Measuring Voltage
circuit where it connects either to a compound or to Notice: Refer to Test Probe Notice
other harnesses.
The following procedure measures the voltage at a selected
• If the system that is being diagnosed has a specified point in a circuit.
pinout or breakout box, it may be used in order to
1. Disconnect the electrical harness connector for the
simplify connecting the DMM to the circuit or for testing
circuit being tested, if necessary.
multiple circuits quickly.
2. Enable the circuit and/or system being tested. Use the
following methods:
• Turn ON the ignition, with the engine OFF.
• Turn ON the engine.
• Turn ON the circuit and/or system with a scan tool
in Output Controls.
• Turn On the switch for the circuit and/or system
being tested.
3. Select the V (AC) or V (DC) position on the DMM.
4. Connect the positive lead of the DMM to the point of
the circuit to be tested.
5. Connect the negative lead of the DMM to a
good ground.
6. The DMM displays the voltage measured at that point.

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1 - 14 Section 1 - General Information

Measuring Voltage Drop heard, the circuit has good continuity.

Notice: Refer to Test Probe Notice With a Test Lamp
The following procedure determines the difference in voltage Important: Only use the test lamp procedure on low
potential between 2 points: impedance power and ground circuits.
1. Set the rotary dial of the DMM to the V (DC) position. 1. Remove the power feed (i.e. fuse, control module) from
2. Connect the positive lead of the DMM to 1 point of the the suspect circuit.
circuit to be tested. 2. Disconnect the load.
3. Connect the negative lead of the DMM to the other point 3. Connect 1 lead of the test lamp to 1 end of the circuit to
of the circuit. be tested.
4. Operate the circuit–under its normal load. 4. Connect the other lead of the test lamp to battery positive
5. The DMM displays the difference in voltage between voltage.
the 2 points. 5. Connect the other end of the circuit to ground.
6. If the test lamp illuminates (full intensity), then the circuit
Measuring Frequency has good continuity.
Notice: Refer to Test Probe Notice
The following procedure determines the frequency of a Testing for Short to Ground
signal. Notice: Refer to Test Probe Notice
Important: A Connecting the DMM to the circuit before The following procedures test for a short to ground in a
pressing the Hz button will allow the DMM to autorange to circuit.
an appropriate range.
1. Apply power to the circuit. With a DMM
2. Set the rotary dial of the DMM to the V (AC) position. 1. Remove the power feed (i.e. fuse, control module) from
the suspect circuit.
3. Connect the positive lead of the DMM to the circuit to be
tested. 2. Disconnect the load.
4. Connect the negative lead of the DMM to a good 3. Set the rotary dial of the DMM to the Ω position.
ground. 4. Connect 1 lead of the test lamp to 1 end of the circuit to
5. Press the Hz button on the DMM. be tested.
6. The DMM will display the frequency measured. 5. Connect the other lead of the DMM to a good ground.
6. If the DMM does NOT display infinite resistance (OL),
there is a short to ground in the circuit.
Testing for Continuity
Notice: Refer to Test Probe Notice With a Test Lamp
The following procedures verify good continuity in a circuit. 1. Remove the power feed (i.e. fuse, control module) from
the suspect circuit.
With a DMM 2. Disconnect the load.
1. Set the rotary dial of the DMM to the Ω position. 3. Connect 1 lead of the test lamp to battery positive
voltage.
2. Disconnect the power feed (i.e. fuse, control module)
from the suspect circuit. 4. Connect the other lead of the test lamp to 1 end of the
circuit to be tested.
3. Disconnect the load.
5. If the test lamp illuminates, there is a short to ground in
4. Press the MIN MAX button or select the continuity
the circuit.
position on the DMM.
5. Connect one lead of the DMM to one end of the circuit
to be tested.
6. Connect the other lead of the DMM to the other end of
the circuit.
7. If the DMM displays low or no resistance and a tone is

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Section 1 - General Information 1 - 15

Testing for Intermittent and Poor Service Precautions

Connections The following requirements must be observed when working
Most intermittent conditions are caused by faulty electrical on engines.
connections or wiring. Inspect for the following items: 1. Before removing any ECM system component, disconnect
• Wiring broken inside the insulation the negative battery cable.
• Poor connection between the male and female terminal 2. Never start the engine without the battery being solidly
at a connection. connected.
• Poor terminal to wire connection—Some conditions 3. Never separate the battery from the on-board electrical
which fall under this description are poor crimps, poor system while the engine is running.
solder joints, crimping over the wire insulation rather 4. Never separate the battery feed wire from the charging
than the wire itself and corrosion in the wire to terminal system while the engine is running.
contact area, etc. 5. When charging the battery, disconnect it from the
• Wire insulation which is rubbed through—This causes vehicle’s electrical system.
an intermittent short as the bare area touches other 6. Ensure that all cable harnesses are connected solidly
wiring or parts of the vehicle. and the battery connections are thoroughly clean.
7. Never connect or disconnect the wiring harness at the
ECM when the ignition is switched “ON.”
8. Before attempting any electric arc welding on the
vehicle, disconnect the battery leads and the ECM
connector(s).
9. When steam cleaning engines, do not direct the nozzle at
any ECM system components. If this happens, corrosion
of the terminals or damage of components can take
place.
10. Use only the test equipment specified in the diagnostic
tables, since other test equipment may either give
incorrect test results or damage good components.
11. All measurements using a multimeter must use a digital
meter with a rating of 10 megohm input impedance.
12. When a test light is specified, a “low-power” test light must
be used. Do not use a high-wattage test light. While a
particular brand of test light is not suggested, a simple
test on any test light will ensure it to be safe for system
circuit testing (Figure 1-4). Connect an accurate ammeter
(such as the high-impedance digital multimeter) in series
with the test light being tested, and power the test light
ammeter circuit with the vehicle battery.

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1 - 16 Section 1 - General Information

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intentionally
blank

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Section 2 - ECM and Sensors - 5.7L PFI 2-1

Section 2
Engine Control Module (ECM) and Sensors
This section will describe the function of the Engine Control Module (ECM) and the sensors. The section explains how voltages
reflect the inputs and outputs of the ECM. The sensors are described how they operate and how to replace them.

Contents
General Description ..........................................Page 2

Computers and Voltage Signals ................... Page 2 Manifold Absolute Pressure (MAP)
Analog Signals .............................................. Page 2 Sensor .................................................... Page 8
Three-Wire Sensors ............................... Page 2 Knock Sensor ......................................... Page 8
Two-Wire Sensors .................................. Page 2 Ignition Control (IC) Reference .............. Page 8
Digital Signals ............................................... Page 3 Discrete Switch Inputs (Optional) ........... Page 8
Switch Types .......................................... Page 3 Diagnosis ........................................................... Page 9
Pulse Counters ....................................... Page 3 Engine Control Module (ECM) ...................... Page 9
Engine Control Module (ECM) ...................... Page 4 On-Board Service .............................................. Page 9
ECM Function ......................................... Page 4 Engine Control Module (ECM)
Replacement ................................................. Page 9
Memory................................................... Page 4
Engine Coolant Temperature (ECT)
ROM ....................................................... Page 4
Sensor ......................................................... Page 10
RAM........................................................ Page 4
Manifold Absolute Pressure (MAP)
EEPROM ................................................ Page 4 Sensor ......................................................... Page 10
Speed Density System ................................. Page 5 Throttle Position Sensor ............................. Page 11
Speed ..................................................... Page 5 Idle Air Control (IAC) Function .................... Page 11
Density.................................................... Page 5 Knock Sensor (KS) ..................................... Page 12
ECM Inputs and Sensor Descriptions........... Page 5 Torque Specifications ..................................... Page 12
Inputs and Outputs ................................. Page 6
Engine Coolant Temperature (ECT)
Sensor .................................................... Page 7

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2-2 Section 2 - ECM and Sensors - 5.7L PFI

General Description Three-Wire Sensors

This Electronic Fuel Injection system is equipped with a
computer that provides the operator with state-of-the-art ECM
control of fuel and spark delivery. Before we discuss the TYPICAL
SENSOR VOLTAGE OUT
computers in this application, let’s discuss how computers
use voltage to send and receive information.
SIGNAL INPUT
Computers and Voltage Signals
Voltage is electrical pressure. Voltage does not flow through
circuits. Instead, voltage causes current. Current does the real
work in electrical circuits. It is current, the flow of electrically
charged particles, that energizes solenoids, closes relays 4-24-91
MS 11697
and illuminates lamps.
Besides causing current flow in circuits, voltage can be Figure 2-1 - Three-Wire Sensors
used as a signal. Voltage signals can send information by
Figure 2-1 shows a schematic representation of a 3-wire
changing levels, changing waveform (shape) or changing
sensor. All 3-wire sensors have a reference voltage, a ground
the speed at which the signal switches from one level to
and a variable “wiper.” The lead coming off of the “wiper” will
another. Computers use voltage signals to communicate with
be the signal to the Engine Control Module (ECM). As this
one another. The different circuits inside computers also use
“wiper” position changes, the signal voltage to the ECM also
voltage signals to talk to each other.
changes.
There are two kinds of voltage signals, analog and digital.
Both of these are used in computer systems. It is important Two-Wire Sensors
to understand the difference between them and the different
ways they are used. ECM
TYPICAL
Analog Signals SENSOR SENSOR
SIGNAL
An analog signal is continuously variable. This means that the
5V
signal can be any voltage within a certain range.
An analog signal usually gives information about a condition
that changes continuously over a certain range. For example, SENSOR
temperature is usually provided by an analog signal. There GROUND
are two general types of sensors that produce analog signals,
the 3-wire and the 2-wire sensors. 4-24-91
MS 11698

Figure 2-2 - Two-Wire Sensors

Figure 2-2 shows a schematic representation of a 2-wire
sensor. This sensor is basically a variable resistor in series
with a known-fixed resistor within the ECM. By knowing the
values of the input voltage and the voltage drop across the
known resistor, the value of the variable resistor can be
determined. The variable resistors that are commonly used
are called thermistors. A thermistor’s resistance varies with
temperature.

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Section 2 - ECM and Sensors - 5.7L PFI 2-3
Digital Signals Switch Types
Digital signals are also variable, but not continuously. They Switched inputs (also known as discretes) to the ECM can
can only be represented by distinct voltages within a range. cause one bit to change, resulting in information being
For example, 1V, 2V or 3V would be allowed, but 1.27V or communicated to the ECM. Switched inputs can come in
2.56V would not. Digital signals are especially useful when the two types: “pull-up” and “pull-down” types. Both types will be
information can only refer to two conditions: “YES” and “NO,” discussed.
“ON” and “OFF” or “HIGH” and “LOW.” This would be called With “pull-up” type switch, the ECM will sense a voltage when
a digital binary signal. A digital binary signal is limited to two the switch is CLOSED. With “pull-down” type switch, the ECM
voltage levels. One level is a positive voltage, the other is no will sense a voltage when the switch is OPEN.
voltage (zero volts). As you can see in Figure 2-3, a digital
binary signal is a square wave. Pulse Counters
The ECM uses digital signals in a code that contains only ones For the ECM to determine frequency information from a
and zeros. The high voltage of the digital signal represents a switched input, the ECM must measure the time between the
one (1), and no voltage represents a zero (0). Each “zero” and voltage pulses. As a number of pulses are recorded in a set
each “one” is called a bit of information, or just a “bit.” Eight amount of time, the ECM can calculate the frequency. The
bits together are called a “word.” A word, therefore, contains meaning of the frequency number can have any number of
some combination of eight binary code bits. meanings to the ECM.
Binary code is used inside the ECM and between a computer An example of a pulse counter type of input is the distributor
and any electronic device that understands the code. reference pulse input. The ECM can count a train of pulses,
By stringing together thousands of bits, computers can a given number of pulses per engine revolution. In this way,
communicate and store an infinite varieties of information. To a the ECM can determine the RPM of the engine.
computer that understands binary, 11001011 might mean that
it should turn an output device “ON” at slow speed. Although CAN
the ECM uses 8-bit digital codes internally and when talking Controller area network
to another computer, each bit can have a meaning.
The data transmission function for the MEFI controller
is known as CAN or Controller Area Network. CAN
DIGITAL BINARY SIGNAL
communication protocol is available in a number of
V different formats. The MEFI controller uses the SAE
O J1939 format.
L
T
A The communication rate for J1939 CAN is 250 kBps and
G
E messages are transmitted on a twisted pair of wires.

TIME J1939 is a high speed, Class C type communications

4-18-91
network designed to support real-time closed loop control
MS 11696 functions between electronic control devices which may
be physically distributed throughout the vehicle or vessel.
Figure 2-3 - Digital Voltage Signal
J1939 uses the CAN protocol which permits any device
to transmit a message on the network when the bus is
idle. Every message includes an identifier which defines
the message priority, what device sent it, and what data
is contained within it. Collisions are avoided due to the
arbitration process that occurs while the identifier is
transmitted. This, permits high priority messages to get
through with low delay times because there is equal
access on the network for any device.

Although the CAN communication currently occurs mainly

between engine control devices such as the electronic
throttle and the ECM, it is likely that future applications
will include ordinary switching devices for control of
lighting, accessory devices, and the like.

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2-4 Section 2 - ECM and Sensors - 5.7L PFI

Engine Control Module (ECM) Memory

The Engine Control Module (ECM), located on the engine, There are three types of memory storage within the ECM.
is the control center of the fuel injection system. It controls They are ROM, RAM and EEPROM.
the following:
• Fuel metering system. ROM
Read Only Memory (ROM) is a permanent memory that is
• Ignition timing. physically soldered to the circuit boards within the ECM. The
• Idle speed. ROM contains the overall control programs. Once the ROM
• On-board diagnostics for engine functions. is programmed, it cannot be changed. The ROM memory is
It constantly looks at the information from various sensors, non-erasable, and does not need power to be retained.
and controls the systems that affect engine performance. The
ECM also performs the diagnostic function of the system. It RAM
can recognize operational problems, alert the driver through Random Access Memory (RAM) is the microprocessor
the MIL (Malfunction Indicator Lamp) and store diagnostic “scratch pad.” The processor can write into, or read from this
trouble codes which identify the problem areas to aid the memory as needed. This memory is erasable and needs a
technician in making repairs. Refer to General Information constant supply of voltage to be retained. If the voltage is
section for more information on using the diagnostic function lost, the memory is lost.
of the ECM.
EEPROM
ECM Function The Electronically Erasable Programmable Read Only
The ECM supplies either 5 or 12 volts to power various Memory (EEPROM) is a permanent memory that is physically
sensors or switches. This is done through resistances in soldered within the ECM. The EEPROM contains program
the ECM which are so high in value that a test light will not and calibration information that the ECM needs to control
light when connected to the circuit. In some cases, even an engine operation.
ordinary shop voltmeter will not give an accurate reading
The EEPROM is not replaceable. If the ECM is replaced, the
because its resistance is too low. Therefore, a digital voltmeter
new ECM will need to be programmed by the OEM with the
with at least 10 megohms input impedance is required to
calibration information that is specific to each application.
ensure accurate voltage readings. Tool J 39978 or the Fluke
78 multimeter meet this requirement.
The ECM controls output circuits such as the injectors, IAC,
relays, etc. by controlling the ground or power feed circuit.

Figure 2-4 - Engine Control Module (ECM) MEFI 5

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Section 2 - ECM and Sensors - 5.7L PFI 2-5
Speed Density System
This System is a speed and air density system. The system The MAP sensor sends this pressure information to the
is based on “speed density” fuel management. ECM, and the ECM increases the amount of fuel injected,
Sensors provide the ECM with the basic information for the by increasing the injector pulse width. As manifold pressure
fuel management portion of its operation. Signals to the ECM decreases, the vacuum increases, and the amount of fuel is
establish the engine speed and air density factors. decreased.
These two inputs, MAP and RPM, are the major determinants
Speed of the air/fuel mixture delivered by the fuel injection system.
The engine speed signal comes from the Crank Position The remaining sensors and switches provide electrical inputs
Sensor. The ECM uses this information to determine the to the ECM, which are used for modification of the air/fuel
“speed” or RPM factor for fuel and spark management. mixture, as well as for other ECM control functions, such as
idle control.
Density
One particular sensor contributes to the density factor, the ECM Inputs and Sensor Descriptions
Manifold Absolute Pressure (MAP) sensor. The MAP sensor is Figure 2-5 lists the data sensors, switches and other inputs
a 3-wire sensor that monitors the changes in intake manifold used by the ECM to control its various systems. Although
pressure which results from changes in engine loads. These we will not cover them all in great detail, there will be a brief
pressure changes are supplied to the ECM in the form of description of each.
electrical signals.
As intake manifold pressure increases, the vacuum decreases.
The air density in the intake manifold also increases, and
additional fuel is needed.

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2-6 Section 2 - ECM and Sensors - 5.7L PFI

INPUTS SYSTEM INPUTS AND OUTPUTS (TYPICAL) OUTPUTS

BATTERY 12V
IGNITION 12V
CRANK REQUEST
CRANK POSITION SENSOR (CKP)
(RPM & ENGINE LOCATION)
CAM POSITION SENSOR (CMP) E
(OR H.V.S. DISTRIBUTOR)
THROTTLE POSITION L FUEL INJECTORS
(Sequential A thru H)
(TP) SENSOR (1 & 2)
(with Electronic Throttle) E IGNITION COIL TRIGGER (IC)
PEDAL POSITION
(PP) SENSOR (1 & 2) C (Sequential A thru H)

(with Electronic Throttle)

MANIFOLD ABSOLUTE
T FUEL PUMP RELAY

PRESSURE (MAP)
ENGINE COOLANT
R ETC Motor THROTTLE Open

TEMPERATURE (ECT)
SENSOR
O ETC Motor THROTTLE Close

INTAKE AIR TEMPERATURE

SENSOR (IAT)
N Idle Control
(PWM idle valve (if used)
KNOCK SENSOR 1 I (Not used with Electronic Throttle)

KNOCK SENSOR 2 C 5 V REFERENCE

(5 VOLT (REGULATED)
SPEED SENSOR
(VSS) (If equipped) OUTPUT TO SENSORS)

FUEL PRESSURE SENSOR

(FPS) (OPTIONAL) C 12 V REFERENCE
(12 VOLT (REGULATED)
FUEL LEVEL SENSOR
(FLS) (OPTIONAL) O OUTPUT TO SENSORS)

OIL PRESSURE (EOP) N TACHOMETER DRIVER

TRANS TEMP
EMERGENCY STOP
T WARNING BUZZER

(OPTIONAL)
RPM CHANGE STATE
R CHECK GAGES LAMP

(OPTIONAL)
HEATED OXYGEN SENSOR A1
O MALFUNCTION INDICATOR
LAMP (MIL)
(HO2) (Pre-CAT) (OPTIONAL)
L GENERAL WARNING 1 LAMP
HEATED OXYGEN SENSOR B1
(HO2) (Pre-CAT) (OPTIONAL) GENERAL WARNING 2 LAMP
HEATED OXYGEN SENSOR A2
(HO2) (Post-CAT) (OPTIONAL) M CRUISE CONTROL
(GOVENOR STATUS) LAMP
HEATED OXYGEN SENSOR B2
(HO2) (Post-CAT) (OPTIONAL) O TROLL LAMP
LOAD ANTICIPATE 1 (In Gear)
LOAD ANTICIPATE 2
D OIL LEVEL LAMP
GENERAL WARNING 1 U DIAGNOSTIC DATA STREAM,
(OPTIONAL)
GENERAL WARNING 2
(OPTIONAL)
L
CAN LO
CAN HI } ENGINE INFORMATION &
OPERATION TRANSMISSION

SLAVE SELECT E TO INSTRUMENTATION &

OTHER COMPONENTS
PERFECT PASS SELECT (If so equipped)
CRUISE (ON/OFF)
CRUISE SPEED MODE SELECT
(RPM/MPH) (Governor Mode) (GOV)
TROLL MODE

Figure 2-5 - ECM Inputs and Outputs (Typical)

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Section 2 - ECM and Sensors - 5.7L PFI 2-7
Engine Coolant Temperature (ECT) Sensor Temperature vs Resistance
The engine coolant temperature (ECT) sensor is a thermistor
(a resistor which changes value based on temperature) C F OHMS
mounted in the engine coolant stream. Low coolant Temperature vs Resistance Values (Approximate)
temperature produces a high resistance (100,000 ohms at
-40°C/-40°F) while high temperature causes low resistance 150 302 47
(70 ohms at 130°C/266°F). 140 284 60
The ECM supplies a 5 volt signal to the ECT sensor through a 130 266 77
resistor in the ECM and measures the voltage. The voltage will 120 248 100
be high when the engine is cold, and low when the engine is
hot. By measuring the voltage, the ECM calculates the engine 110 230 132
coolant temperature. Engine coolant temperature affects most 100 212 177
systems the ECM controls. 90 194 241
A hard fault in the engine coolant sensor circuit should set 80 176 332
SPN 110 FMI 3 or 4; an intermittent fault may or may not set
70 158 467
a DTC. The DTC “Diagnostic Aids” also contains a chart to
check for sensor resistance values relative to temperature. 60 140 667
50 122 973
3 45 113 1188

1 40 104 1459
2 35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
1 HARNESS CONNECTOR 10 50 5670
2 LOCKING TAB 8-24-94 5 41 7280
3 SENSOR RS 22189
0 32 9420
Figure 2-6 - Engine Coolant Temperature (ECT) Sensor -5 23 12300
-10 14 16180
-15 5 21450
-20 -4 28680
-30 -22 52700
-40 -40 100700

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2-8 Section 2 - ECM and Sensors - 5.7L PFI
Manifold Absolute Pressure (MAP) Sensor An ECM is used in conjunction with a knock sensor in order
The Manifold Absolute Pressure (MAP) sensor (Figure 2-7) to control detonation. The knock module circuitry is internal
is a pressure transducer that measures the changes in the in the ECM.
intake manifold pressure. The pressure changes as a result of When knock is present, a flat response is produced by the
engine load and speed change, and the MAP sensor converts knock sensor and transmitted to the ECM. An AC voltage
this into a voltage output. monitor inside the ECM will detect the knock and start
A closed throttle on engine coastdown would produce a retarding spark timing.
relatively low MAP output voltage, while a wide open throttle
would produce a high MAP output voltage. This high output Ignition Control (IC) Reference
voltage is produced because the pressure inside the manifold The Ignition Control (IC) reference (RPM signal) is supplied
is almost the same as outside the manifold, so you measure to the ECM by way of the IC reference line from the ignition
almost 100% of outside air pressure. MAP is the opposite of module. This pulse counter type input creates the timing
what you would measure on a vacuum gauge. When manifold signal for the pulsing of the fuel injectors, as well as the IC
pressure is high, vacuum is low, causing a high MAP output functions. This signal is used for a number of control and
voltage. The MAP sensor is also used to measure barometric testing functions within the ECM.
pressure under certain conditions, which allows the ECM to
automatically adjust for different altitudes. Discrete Switch Inputs (Optional)
The ECM supplies a 5 volt reference voltage to the MAP Several discrete switch inputs are utilized by this system to
sensor. As the manifold pressure changes, the electrical identify abnormal conditions that may affect engine operation.
resistance of the MAP sensor also changes. By monitoring the Pull-up and pull-down type switches are currently used in
sensor output voltage, the ECM knows the manifold pressure. conjunction with the ECM to detect critical conditions to
A higher pressure, low vacuum (high voltage) requires more engine operation.
fuel. A lower pressure, high vacuum (low voltage) requires less If a switch changes states from its normal at rest position, that
fuel. The ECM uses the MAP sensor to control fuel delivery is, normally closed to open, or normally open to closed, the
and ignition timing. A failure in the MAP sensor circuit should ECM senses a change in voltage and responds by entering
set a SPN 106 FMI 3 or 4. RPM reduction mode.
This engine protection feature allows the operator normal
engine operation up to OEM specifications (approx. 1400-
2000 RPM), but causes RPM reduction with a control
algorithm that overrides normal electronic throttle control. This
throttle override feature takes over normal throttle operation to
allow the engine to operate only at the reduced throttle RPM.
This feature allows the operator a safe maneuvering speed
while removing the possibility of high RPM engine operation
until the problem is corrected.
Switches that may be used with this system to detect critical
engine operation parameters are:
Figure 2-7 - Manifold Absolute Pressure (MAP) Sensor • Oil level N/O

Knock Sensor • Oil pressure N/O

The knock sensor is mounted in the engine block. The location • Emergency stop N/O
depends on engine application.

Figure 2-8 - Knock Sensor (Typical)

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Section 2 - ECM and Sensors - 5.7L PFI 2-9

Diagnosis On-Board Service

Engine Control Module (ECM) Engine Control Module (ECM)
To read and clear diagnostic trouble codes, use a scan tool Figure 2-9
or Diagnostic Trouble Code (DTC) tool. Notice: When replacing the ECM, the ignition must be
Important: Use of a scan tool is recommended to clear “OFF” and disconnect the battery before disconnecting or
diagnostic trouble codes from the ECM memory. reconnecting the ECM “J1”, “J2” and “J3” connectors to
Since the ECM can have a failure which may affect more than prevent internal damage to the ECM.
one circuit, following the diagnostic procedures will determine Notice: To prevent possible electrostatic discharge damage
which circuit has a problem and where it is. to the ECM, do not touch the connector pins. The ECM is an
If a diagnostic table indicates that the ECM connections or electrical component. Do Not soak in any liquid cleaner or
ECM is the cause of a problem and the ECM is replaced, solvent, as damage may result.
but does not correct the problem, one of the following may
be the reason: Remove or Disconnect
• There is a problem with the ECM terminal connections. 1. Negative battery cable.
The diagnostic table will say ECM connections or 2. “J1”, “J2” and “J3” connectors from ECM.
ECM. The terminals may have to be removed from the 3. Four ECM mounting screws.
connector in order to check them properly.
4. ECM from mounting bracket.
• EEPROM program is not correct for the application.
Incorrect components may cause a malfunction and may Important
or may not set a DTC.
• Make sure the new ECM has the same part number and
• The problem is intermittent. This means that the problem service number as the old ECM, to insure proper engine
is not present at the time the system is being checked. In performance.
this case, refer to the Symptoms portion of the manual
and make a careful physical inspection of all portions of • Make sure the new ECM has the correct calibration.
the system involved.
Install or Connect
• Shorted relay coil or harness. Relays are turned 1. New ECM to mounting bracket.
“ON” and “OFF” by the ECM using internal electronic
switches called drivers. A shorted relay coil or harness 2. Four ECM mounting screws. Torque to 10-14 N•m (88-
will not damage the ECM but will cause the relay to be 124 lb..in.).
inoperative. 3. “J1”, “J2” and “J3” connectors to ECM.
4. Negative battery cable.

Figure 2-9 - Engine Control Module (ECM) MEFI 5

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2 - 10 Section 2 - ECM and Sensors - 5.7L PFI
Engine Coolant Temperature (ECT) Sensor Manifold Absolute Pressure (MAP) Sensor
Figure 2-10 Figures 2-11
Notice: Care must be taken when handling the ECT sensor.
Damage to the sensor will affect proper operation of the Remove or Disconnect
MEFI system. 1. Negative battery cable.
2. MAP sensor electrical connector.
Remove or Disconnect
3. MAP sensor attaching screws.
1. Negative battery cable.
4. MAP sensor with seal.
2. ECT electrical connector.
3. ECT sensor.

Important
• Coat ECT sensor threads with Teflon tape sealant prior
to installation.

Install or Connect
1. ECT sensor. Torque to 12 N•m (108 lb. in.).
2. ECT electrical connector.
3. Negative battery cable.

1
T 1
FR
2
3
1 MAP SENSOR SEAL

2 MAP SENSOR

3 MAP SENSOR ATTACHING SCREWS

Figure 2-11 - MAP Sensor Mounting Location

Important
• The MAP sensor is an electrical component. Do Not soak
2 in any liquid cleaner or solvent, as damage may result.

1 ENGINE COOLANT TEMERATURE (ECT) SENSOR Install or Connect

2 INTAKE MANIFOLD 1. New seal on MAP sensor.
2. MAP sensor.
Figure 2-10 - Engine Coolant Temperature (ECT) Sensor
3. MAP sensor attaching screws. Torque to 5-7 N•m (44-62
lb. in.).
4. MAP sensor electrical connector.
5. Negative battery cable.

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Section 2 - ECM and Sensors - 5.7L PFI 2 - 11

2 1 ELECTRONIC THROTTLE BODY ASSEMBLY

2 THROTTLE POSITION SENSOR 1 & 2

4
3 THROTTLE ACTUATOR CONTROL MOTOR

4 RETENTION CLIPS

Figure 2-12 - Throttle Body Assembly

Throttle Position (TP) Sensor

Figure 2-12 Idle Air Control (IAC)
On this system there are two throttle position sensors both On this system the idle air control function is managed by the
are contained within the plastic compartment that is attached ECM through the electronic throttle body. The throttle valve is
to the side of the electronic throttle body. adjusted by the TAC motor as commanded by the ECM.
This compartment also houses the throttle actuator control
motor. If any component within this compartment should fail
the whole compartment should be replaced.

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2 - 12 Section 2 - ECM and Sensors - 5.7L PFI
Knock Sensor (KS) 1
Figures 2-13 and 2-14

Remove or Disconnect
1. Negative battery cable.
2. Knock sensor electrical connector.
3. Knock sensor from engine block.
4
Important
• If installing a new knock sensor, be sure to replace with
an identical part number. 3
• When installing knock sensor, be sure to install in the
same location removed from.
• If installing knock sensor in water jacket, use Teflon sealer 2
#1052040 or equivalent.
1. Engine Oil Pressure (EOP) Switch
Install or Connect 2. Starter
1. Knock sensor into engine block. Be sure threads are 3. Starter Solenoid
clean. Torque to 15-22 N•m (11-16 lb. ft.).
4. Knock Sensor (KS) 2
2. Knock sensor electrical connector.
3. Negative battery cable. Figure 2-13 - Knock Sensor Location

Figure 2-14 - Knock Sensor (Typical)

Torque Specifications
Fastener Tightening Specifications
Application N•m Lb. Ft Lb. In
ECM Mounting Screws 10-14 88-124
ECT Sensor 12 108
MAP Sensor Attaching Screws 5-7 44-62
TP Sensor Attaching Screws 2 18
IAC Valve Attaching Screws 3.2 28
Knock Sensor 15-22 11-16

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Section 3 - Fuel & Air Metering System – 5.7L PFI 3-1

Section 3
Fuel & Air Metering System - Port Fuel Injection (PFI) - 5.7L
This section describes how the fuel metering system operates, and provides a description of components used on the System4
Electronic Fuel Injection equipped engines. The fuel metering system information described in this manual is limited to Port
Fuel Injection (PFI) used on the 5.7L. All other systems will be detailed in a separate manual. In distinguishing fuel systems
used on specific applications, the following rules apply. PFI systems have separate injectors for each cylinder. The injectors
are located in each of the intake manifold runners and are supplied by a fuel rail. TBI systems use two injectors mounted at
the top of the throttle body assembly.

Contents
General Description .......................................... Page 2

Purpose ......................................................... Page 2 On-Board Service .............................................. Page 5

Modes of Operation ...................................... Page 2 Fuel Control On-Board Service..................... Page 6
Starting Mode ......................................... Page 2 Fuel Pressure Relief Procedure.................... Page 6
Clear Flood Mode ................................... Page 2 Flame Arrestor .............................................. Page 6
Run Mode ............................................... Page 2 Electronic Throttle Body Assembly ............... Page 7
Acceleration Mode .................................. Page 2 Fuel Rail Assembly ....................................... Page 9
Fuel Cutoff Mode .................................... Page 2 Fuel Injectors .............................................. Page 12
RPM Reduction Mode ............................ Page 2 Fuel Pump (Pump-in-Tank) ......................... Page 13
Return and Returnless ........................... Page 2 Fuel Pump Relay ........................................ Page 13
Fuel Metering System Components In-Line Fuel Filter (Pump-in-Tank) .............. Page 14
(Pump-in-Tank) ....................................... Page 3 Primary Fuel Filter (Pump-in-Tank) ............. Page 14
Fuel Supply Components (Pump-in-Tank) .... Page 3 Torque Specifications ..................................... Page 15
Fuel Pump Electrical Circuit ........................ Page 4 Electronic Throttle Control (ETC)
Fuel Rail Assembly ....................................... Page 4 Description ................................................ Page 16
Fuel Injectors .......................................... Page 4 ECM Function ............................................. Page 17
Throttle Body Assembly ................................ Page 5 Electronic Throttle Body Assembly ............. Page 17
Throttle Position Sensor (TPS) ................... Page 17
Throttle Actuator Control (TAC) Motor ........ Page 17
Pedal Position Sensor (PPS) ...................... Page 18
Electronic Throttle Control (ETC) Basics .......... Page 19
Optional Cruise Control System ........................ Page 20

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3-2 Section 3 - Fuel & Air Metering System – 5.7L PFI

General Description
Purpose Acceleration Mode
The function of the fuel metering system is to deliver the The ECM looks at rapid changes in TP sensor and MAP, and
correct amount of fuel to the engine under all operating provides extra fuel by increasing the injector pulse width.
conditions. Fuel is delivered to the engine by individual fuel
injectors mounted in the intake manifold near each cylinder.
Fuel Cutoff Mode
No fuel is delivered by the injector when the ignition is “OFF,”
Modes Of Operation to prevent dieseling. Also, injector pulses are not delivered if
the ECM does not receive distributor reference pulses, which
The ECM looks at inputs from several sensors to determine
means the engine is not running. The fuel cutoff mode is also
how much fuel to give the engine. The fuel is delivered under
enabled at high engine RPM, as an overspeed protection
one of several conditions, called “modes.” All the “modes” are
for the engine. When fuel cutoff is in effect due to high RPM,
controlled by the ECM and are described below.
injector pulses will resume after engine RPM drops below the
Starting Mode maximum OEM RPM specification (Rev Limit).
When the ignition switch is turned to the crank position, the RPM Reduction Mode
ECM turns the fuel pump relay “ON,” and the fuel pump builds
The ECM recognizes a change of state in a discrete switch
up pressure. The ECM then checks the ECT sensor and TP
input that identifies an abnormal condition. This engine
sensor and determines the proper air/fuel ratio for starting.
protection feature allows the operator normal engine
The ECM controls the amount of fuel delivered in the starting
operation up to OEM specifications (approx. 1400-2000
mode by changing how long the injectors are turned “ON”
RPM), but causes RPM reduction with a control algorithm
and “OFF.” This is done by “pulsing” the injectors for very
that overrides normal electronic throttle control. This throttle
short times.
override feature takes over normal throttle operation to allow
Clear Flood Mode the engine to operate only at the reduced throttle RPM. This
feature allows the operator a safe maneuvering speed while
If the engine floods, it can be cleared by opening the throttle
removing the possibility of high RPM engine operation until
to 100% (wide open throttle) during cranking. The ECM then
the problem is corrected.
shuts down the fuel injectors so no fuel is delivered. The
ECM holds this injector rate as long as the throttle stays at Return and Returnless
100%, and the engine speed is below 300 RPM. If the throttle
The type of fuel system, return or returnless, will vary
position becomes less than 100%, the ECM returns to the
depending on year, and engine. Removal and installation
starting mode.
procedures are the same with the exception of return line
Run Mode removal or installation. Returnless fuel systems are not
regulated at the fuel rail. Fuel pressure regulation is controlled
When the engine is first started and RPM is above 300 RPM,
at the module outlet filter, therefore the type of fuel system
the system operates in the run mode. The ECM will calculate
can be determined by the number of fuel lines from the pump-
the desired air/fuel ratio based on these ECM inputs: RPM,
in-tank module to the engine.
ECT and MAP. Higher engine loads (MAP input) and colder
engine temperatures (ECT input) require more fuel, or a
richer air/fuel ratio.

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Section 3 - Fuel & Air Metering System – 5.7L PFI 3-3
Fuel Metering System Components Fuel Supply Components (Pump-in-Tank)
(Pump-in-Tank) The fuel supply is stored in the fuel tank. A fuel pump module
The fuel metering system (Figure 3-1a and b) is made up of (Figure 3-2), located in the fuel tank, pumps fuel through an
the following parts: in-line fuel filter to the fuel rail assembly. The pump is designed
to provide fuel at a pressure greater than is needed by the
• Fuel supply components (in tank pump module, lines). injectors. The pressure regulator, part of the fuel rail assembly,
• Fuel pump electrical circuit. keeps fuel available to the injectors at a regulated pressure. If
• Fuel rail assembly, including fuel injectors and pressure the system uses a return line, then the unused fuel is returned
regulator assembly. to the fuel tank by a separate line.
• Throttle body assembly, including an IAC valve and TP
sensor. FUEL SUPPLY/OUTLET FILTER (REGULATOR-RETURNLESS)
FUEL RETURN (OMIT RETURNLESS)

ELECTRICAL
CONNECTOR
TANK VENT

FILTER
FUEL
PUMP FUEL
FILTER TANK

FUEL PUMP
PRESSURE
REGULATOR

FUEL RAIL ASSEMBLY

ENGINE
CONTROL
MODULE
(ECM)
PRIMARY
ENGINE FILTER

NETWORK
OF
ENGINE
SENSORS
MS 13611

Figure 3-1 - Fuel Metering System (Pump-in-Tank Return) Figure 3-2 - Fuel Pump Module

FILTER/
REGULATOR FUEL RAIL ASSEMBLY
FUEL
ENGINE
PUMP FUEL CONTROL
FILTER TANK MODULE
(ECM)

ENGINE

NETWORK
OF
ENGINE
SENSORS
MS 13611

Figure 3-1b - Fuel Metering System (Pump-in-Tank Returnless)

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3-4 Section 3 - Fuel & Air Metering System – 5.7L PFI
Fuel Pump Electrical Circuit Fuel Injectors
When the ignition switch is turned “ON,” the ECM turns the The Port Fuel Injection (PFI) injector assembly is a solenoid-
fuel pump relay “ON” for two seconds causing the fuel pump operated device, controlled by the ECM, that meters
to pressurize the fuel system. pressurized fuel to a single engine cylinder (Figure 3-4). The
When the ignition switch is turned to the crank position, the ECM energizes the injector solenoid, which opens a ball
ECM turns the fuel pump relay “ON” causing the fuel pump valve, allowing fuel to flow past the ball valve, and through
to run. a recessed flow director plate. The director plate has six
machined holes that control the fuel flow, generating a conical
If the ECM does not receive ignition reference pulses (engine
spray pattern of finely atomized fuel at the injector tip. Fuel
cranking or running), it shuts “OFF” the fuel pump relay,
is directed at the intake valve, causing it to become further
causing the fuel pump to stop.
atomized and vaporized before entering the combustion
An inoperative fuel pump relay will result in an “Engine Cranks chamber.
But Will Not Run” condition.
An injector that is stuck partly open would cause loss of
Fuel Rail Assembly pressure after engine shut down. Consequently, long cranking
times would be noticed. Dieseling could also occur, because
The fuel rail (Figure 3-3) is mounted to the engine intake some fuel could be delivered to the engine after the ignition
manifold, and performs several functions. It positions the is turned “OFF.” A fuel injector that does not open, may cause
injectors in the intake manifold, distributes fuel evenly to the a “no-start” or a misfire.
injectors, and integrates the fuel pressure regulator into the
fuel metering system.

11

4
10
2
2
3
9
1 FUEL RAIL

2 FUEL PRESSURE CONNECTION ASSEMBLY

3 FUEL SUPPLY LINE 8 3

4 PFI INJECTOR ASSEMBLY

7
4
Figure 3-3 - Fuel Rail Assembly (Typical)
6
5

1 SOLENOID ASSEMBLY 7 SPRAY HOUSING

2 SPACER AND GUIDE 8 CORE SPRING
ASSEMBLY
9 SOLENOID HOUSING
3 CORE SEAT
10 SOLENOID
4 BALL VALVE
11 FUEL INLET FILTER
5 SPRAY TIP

6 DIRECTOR PLATE

Figure 3-4 - PFI Injector Assembly (Typical)

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 Section 3 - Fuel & Air Metering
4 System – 5.7L PFI 3-5
5
Throttle
BODY ATTACHING BOLT Body Assembly On-Board Service
The throttle body assembly is attached to the intake manifold
BODY ASSEMBLY Caution:
air plenum, and is used to control air flow into the engine,
thereby controlling engine output (Figure 3-5). The throttle To reduce the risk of fire and personal injury, relieve
plates within the throttle body are opened by the driver through fuel system pressure before servicing fuel system
ASSEMBLY components.
the throttle controls. During engine idle, the throttle plates are
controlled by the ECM.
SURE REGULATOR After relieving fuel pressure, a small amount of fuel may
The throttle body also provides the location for mounting the be released when servicing
6 fuel lines or connections.
NIFOLD ASSEMBLY To reduce the chance of personal injury, cover fuel line
TP sensor and for sensing changes in engine vacuum due
to throttle plates position.
3 fittings with a shop towel before disconnecting to catch
any fuel that may leak out. Place the towel in an approved
2 container when disconnection is completed.
2
1

1
1 ELECTRONIC THROTTLE BODY ASSEMBLY P 22331
2 GASKET
3 THROTTLE BODY ATTACHING BOLT

Figure 3-5 - Throttle Body Assembly, Cable Actuated

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3-6 Section 3 - Fuel & Air Metering System – 5.7L PFI
Fuel Control On-Board Service 2. Loosen fuel filler cap to relieve any tank vapor
The following is general information required when working pressure.
on the fuel system: 3. Connect fuel pressure gauge J 34730-1 to fuel pressure
connector assembly. Wrap a shop towel around fitting
• Always keep a dry chemical fire extinguisher near the while connecting the gauge to avoid any spillage.
work area.
4. Install bleed hose into an approved container and open
• Fuel pipe fittings require new O-r ings when valve to bleed system pressure. Fuel connections are
assembling.
now safe for servicing.
• Do not replace fuel pipe with fuel hose. 5. Drain any fuel remaining in the gauge into an approved
• Always bleed off fuel pressure before servicing any fuel container.
system components.
• Do not do any repairs on the fuel system until you have Flame Arrestor
read the instructions and checked the figures relating the
repair. Remove or Disconnect
1. Flame arrestor retaining clamp.
• Observe all notices and cautions.
2. Flame arrestor.
Fuel Pressure Relief Procedure
Inspect
Tool Required:
J 34730-1, Fuel Pressure Gauge
• Flame arrestor element for dust, dirt or water. Replace if
required.
Important
Install or Connect
• Refer to manufacturer’s warnings and cautions before
1. Flame arrestor to throttle body.
proceeding.
2. Flame arrestor retaining clamp to flame arrestor.
1. Disconnect negative battery cable to avoid possible fuel
discharge if an accidental attempt is made to start the
engine.

4
4
1 THROTTLE BODY ATTACHING BOLT 5
1 THROTTLE BODY ATTACHING BOLT
2 ELECTRONIC THROTTLE BODY ASSEMBLY
2 THROTTLE BODY ASSEMBLY

3 3GASKET
GASKET

4 4FUEL
FUEL RAIL ASSEMBLY
RAIL ASSEMBLY
5 FUEL PRESSURE REGULATOR
5 INTAKE MANIFOLD ASSEMBLY 65
6 INTAKE MANIFOLD ASSEMBLY

33
2
2

1
1 P 22331

Figure 3-6 - Fuel Rail and Throttle Body Assemblies (Typical)

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 6 INTAKE MANIFOLD ASSEMBLY

3
Section 3 - Fuel & Air Metering System – 5.7L PFI 3-7
2
Throttle Body Assembly 2
Figures 3-7 and 3-8 1
The throttle body assembly repair procedures cover
component replacement with the unit on the vessel. However,
throttle body replacement requires that the complete unit be
removed from the engine.
Clean
Important
• Do not soak the throttle body in cold immersion type 3
cleaner. Some throttle valves have a factory applied
1
sealing compound (DAG material is applied to outside 1 ELECTRONIC THROTTLE BODY ASSEMBLY
edge of each valve and throttle bore) to prevent air
2 GASKET
bypass at closed throttle. Strong solvents or brushing will
remove the material. To clean the throttle body following 3 THROTTLE BODY ATTACHING BOLT
disassembly, use a spray type cleaner such as GM
X66-A or GM 1052626. Use a shop towel to remove
Figure 3-7 - Throttle Body Removal (Typical)
heavy deposits.
• When cleaning electronic throttle bodies, extreme care Install or Connect
should be taken not to allow solvents of any kind in or 1. Throttle body assembly with new flange gasket.
near the actuator motor.
2. Throttle body attaching bolts. Torque to 15 N•m (11
Notice: The TP sensors and the TAC Motor are electrical lb.ft.).
components and should NOT come in contact with solvent
3. Throttle adjuster to throttle body cable.
or cleaner as they may be damaged.
4. Vacuum lines.
Remove or Disconnect 5. Electrical connector to Electronic Throttle Body.
1. Negative battery cable. 6. Flame arrestor.
2. Flame arrestor. 7. Negative battery cable.
3. Electrical connector from Electronic Throttle Body.
Inspect
4. Vacuum lines.
5. Throttle adjuster to throttle body cable. • With the engine “OFF,” check to see that the throttle lever
is free.
6. Throttle body attaching bolts.
– Move the throttle lever to wide open throttle and
7. Throttle body assembly and flange gasket. release.
• Discard gasket. Reset proper idle speed:
Clean • Move throttle lever slightly.
Notice: Use care in cleaning old gasket material from • Start and run engine for 5 seconds.
machined aluminum surfaces as sharp tools may damage • Turn ignition “OFF” for 10 seconds.
sealing surfaces.
• Restart engine and check for proper idle operation.
• Gasket sealing surfaces.

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3-8 Section 3 - Fuel & Air Metering System – 5.7L PFI

2 1

1 ELECTRONIC THROTTLE BODY ASSEMBLY

2 ELECTRONIC THROTTLE CONTROL (ETC) MOTOR

& THROTTLE POSITION SENSORS 1&2 (TPS)

Figure 3-8 - Electronic Throttle Body Assembly (Typical)

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Section 3 - Fuel & Air Metering System – 5.7L PFI 3-9
Fuel Rail Assembly
Figures 3-9 and 3-10
The fuel rails should be removed as an assembly with the 8. Move wire harness out of way.
injectors attached. Names of component parts will be found 9. Four attaching screws for fuel rail.
on the numbered list that accompanies the disassembled
10. Fuel rails as an assembly with injectors.
view (Figure 3-13).
11. Injectors from rails, follow procedure for injector removal
Notice:
outlined in this section.
• Use care in removing the fuel rail assembly to prevent 12. Retaining screws for fuel rail jumper line.
damage to the injector electrical connector terminals and
the injector spray tips. 13. Twist and remove jumper line from rail.
• When removed, support the rail to avoid damaging its Clean and Inspect
components. Notice: If it is necessary to remove rust or burrs from the fuel
• Prevent dirt and other contaminants from entering open rail pipes, use emery cloth in a radial motion with the tube end
lines and passages. Fittings should be capped and holes to prevent damage to the O-ring sealing surface.
plugged during servicing.
• Use a clean shop towel to wipe off male pipe ends.
Clean • Inspect all connectors for dirt and burrs. Clean or replace
• Before removal, the fuel rail assembly may be cleaned components/assemblies as required.
with a spray type engine cleaner, following package
instructions. Do Not soak fuel rails in liquid cleaning
solvent. 1
2
Caution: Safety glasses must be worn when using
compressed air as flying dirt particles may cause eye
injury.
• Where injectors fit into intake manifold, use compressed
air to blow out dirt from around injectors before
removing.
Remove or Disconnect 3

Caution: To reduce the risk of fire and personal injury,

relieve the fuel system pressure before servicing the fuel
system components.
1. Negative battery cable.
2. Relieve fuel pressure.
• Refer to the “Fuel Pressure Relief Procedure.”
• Fuel pressure connector assembly is located on
right side rail in center of fuel rail.
3. Fuel inlet line, hold fitting in rail with a wrench to keep
from turning.
4. Fuel outlet fitting at pressure regulator.
• Hold pressure regulator with a wrench to keep
from turning and damaging.
5. Vacuum line to fuel pressure regulator. 1 FUEL RAIL ATTACHING BOLT
6. Retaining screw for pressure regulator and pressure 2 FUEL RAIL ASSEMBLY
regulator.
7. Electrical connectors from injectors. 3 INTAKE MANIFOLD

• To release electrical connector from injector,

squeeze on metal loop with thumb and pull Figure 3-9 - Fuel Rail Removal and Installation (Typical)
connector from injector.

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3 - 10 Section 3 - Fuel & Air Metering System – 5.7L PFI

Disassemble 6. Fuel rail attaching screws. Torque to 10 N•m (88 lb.in.).

• Injector O-ring seal from spray tip end of each injector. 7. Injector electrical connectors and secure harness in
Discard O-ring seals. place.
8. Lubricate new O-ring seal on pressure regulator and
Assemble
install pressure regulator.
• Lubricate new injector O-ring seals with clean engine oil
9. Pressure regulator attaching screw. Torque to 9.5 N•m
and install on spray tip end of each injector.
(84 lb.in.).
Install or Connect 10. Vacuum line to fuel pressure regulator.
1. Lubricate new O-ring seals and install on rail jumper line 11. Lubricate new O-ring seal on pressure regulator outlet
ends. fitting and tighten fitting, careful not to twist regulator.
2. Rail jumper line in rails, long side of jumper to left rail. Torque to 17.5 N•m (13 lb.ft.).
3. Jumper line attaching screws. Torque to 7 N•m (62 12. Inlet fuel line.
lb.in.). 13. Negative battery cable.
4. Lubricate injector O-ring seals and install injectors 14. Prime fuel system by cycling key “ON” and “OFF” a few
following injector installation procedure outlined in this times with engine “OFF.”
section.
5. Fuel rails as an assembly with injectors onto intake
Inspect
manifold. • Turn ignition switch to the “ON” position for 2 seconds,
then turn to the “OFF” position for 10 seconds. Turn the
• If injectors are lined up properly they will slide into ignition switch back to the “ON” position and check for
place.
fuel leaks.
• Push gently and evenly on rail to set injectors all
the way into their bores

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Section 3 - Fuel & Air Metering System – 5.7L PFI 3 - 11

4 2

1 FUEL RAIL JUMPER LINE

2 PFI FUEL INJECTOR O - RING

3 FUEL PRESSURE CONNECTION CAP

4 FUEL PRESSURE CONNECTION ASSEMBLY

5 FUEL PRESSURE CONNECTION SEAL

6 O - RINGS

Figure 3-10 - Fuel Rail Assembly (Typical)

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3 - 12 Section 3 - Fuel & Air Metering System – 5.7L PFI
Fuel Injectors Assemble
Figures 3-11 1. Lubricate new injector O-ring seals with clean engine oil
Notice: Use care in removing injectors to prevent damage and install on injector.
to the injector electrical connector pins or the injector spray 2. New retainer clip onto injector.
tips. The fuel injector is serviced as a complete assembly 3. PFI fuel injector assembly into fuel rail injector socket
only. Since it is an electrical component, Do Not immerse it with electrical connector facing outward.
in any cleaner.
4. Rotate injector retainer clip to locking position.
Remove or Disconnect
Install or Connect
1. Negative battery cable.
1. Fuel rail assembly following procedures outlined in this
2. Relieve fuel pressure. section.
• Refer to the “Fuel Pressure Relief Procedure.” 2. Negative battery cable.
3. Fuel rail assembly following the procedures outlined in
this section. Inspect
• Turn ignition switch to the “ON” position for 2 seconds,
Disassemble then turn to the “OFF” position for 10 seconds. Turn the
1. Release injector clip by sliding off injector (Figure 3- ignition switch back to the “ON” position and check for
14). fuel leaks.
2. PFI injector from rail.
3. Injector O-ring seals from both ends of the injector and
discard.
1
4. Injector retainer clip from rail.
A
Clean and Inspect
• Injector bores in fuel rail and intake manifold for nicks,
burrs or corrosion damage. If severe, replace. Clean E
lightly with emery cloth in a radial motion.
B
• Injector O-ring seal grooves for nicks, burrs or corrosion. D
Replace injector if damaged. Clean with spray cleaner
and wipe groove clean with lint free cloth. C

• Do Not use abrasive materials or wire brush on injectors.

They are plated with an anti-corrosive material.
Important
• When ordering individual replacement fuel injectors, be
sure to order the identical part number that is inscribed
on the old injector.
1 FUEL INJECTOR ASSEMBLY
A PART NUMBER IDENTIFICATION

B BUILD DATE CODE

C MONTH 1-9 (JAN-SEPT) O,N,D (OCT,NOV,DEC)

D DAY
E YEAR 4-11-96
MP 1222-AS

Figure 3-11 - Injector Part Number Location

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Section 3 - Fuel & Air Metering System – 5.7L PFI 3 - 13
Fuel Pump Inspect
Figure 3-12 • Turn ignition switch to the “ON” position for 2 seconds,
then turn to the “OFF” position for 10 seconds. Turn the
Important ignition switch back to the “ON” position and check for
• Fuel pressure must be relieved before servicing the fuel fuel leaks.
pump.
• Refer to “Fuel Pressure Relief Procedure.”
Fuel Pump Relay
Remove or Disconnect Figure 3-13
1. Negative battery cable.
Remove or Disconnect
2. Fuel pump module electrical connector.
1. Retainer, if installed.
3. Supply and return fuel line fittings.
2. Fuel pump relay electrical connector.
4. Fuel tank vent hose.
3. Fuel pump relay.
5. Fuel pump module.
Notice: Make sure to replace the fuel pump module with the Important
identical part number. • The fuel pump relay is a electrical component. Do Not
soak in any liquid cleaner or solvent as damage may
Install or Connect result.
1. Fuel pump module.
Install or Connect
2. Fuel tank vent hose.
1. Fuel pump relay.
3. Supply and (return, if used) fuel line fittings.
2. Fuel pump relay electrical connector.
4. Fuel pump module electrical connector.
3. Retainer clip.
5. Negative battery cable.

FUEL SUPPLY/OUTLET FILTER (REGULATOR-RETURNLESS)

FUEL RETURN (OMIT RETURNLESS)

ELECTRICAL
CONNECTOR
TANK VENT

FUEL PUMP

PS 16871

Figure 3-13- Fuel Pump Relay

PRIMARY
FILTER

Figure 3-12 - Fuel Pump, In Tank (Typical)

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3 - 14 Section 3 - Fuel & Air Metering System – 5.7L PFI
In-Line Fuel Filter (Pump-in-Tank) Primary Fuel Filter, In-Tank
Figure 3-14 Figure 3-15
Important Important
• Fuel pressure must be relieved before servicing the fuel • Fuel pressure must be relieved before servicing the fuel
pump. pump.
• Refer to “Fuel Pressure Relief Procedure.” • Refer to “Fuel Pressure Relief Procedure.”
Remove or Disconnect Remove or Disconnect
1. Supply fuel line. 1. Fuel pump module from tank.
2. Filter from module mounting flange. 2. Filter from module reservior bottom.
3. Fuel supply tube from fuel pump. Inspect
Inspect • Primary fuel filter for being plugged or contaminated.
• In-line fuel filter for being plugged or contaminated. Replace as necessary.
Replace as necessary. Install or Connect
Install or Connect 1. Filter on bottom of module reservior.
1. Fuel supply tube from fuel pump. 2. Fuel pump module in the tank.
2. Filter in module mounting flange. Inspect
3. Supply fuel line
• Filter for poper installation.
Inspect • Turn ignition switch to the “ON” position for 2 seconds,
• Filter to mounting flange gasket for poper installation. then to the “OFF” position for 10 seconds. Turn the
ignition switch back to the “ON” position and check for
• Turn ignition switch to the “ON” position for 2 seconds,
fuel leaks.
then turn to the “OFF” position for 10 seconds. Turn the
ignition switch back to the “ON” position and check for Important
fuel leaks.
• Fuel system needs to be primed and air bled out of the
Important lines before the engine is started. Follow manufacturers
recommendation for priming fuel system.
• Fuel system needs to be primed and air bled out of the
lines before the engine is started. Follow manufacturers
recommendation for priming fuel system.

Figure 3-15 - Primary Inlet Fuel Filter (Typical)

Figure 3-14 - In-Line Fuel Filter/Regulator (Typical)

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Section 3 - Fuel & Air Metering System – 5.7L PFI 3 - 15

Torque Specifications
Fastener Tightening Specifications
Application N•m Lb Ft Lb In
Throttle Body Attaching Screws 15 11
IAC Valve Attaching Screws (If Used) 3.2 28
Fuel Pressure Connector 13 115
Fuel Pressure Regulator Attaching Screw 9.5 84
Fuel Pressure Regulator Outlet Line Nut 17.5 13
Fuel Rail Jumper Line Attaching Screws 7 62
Fuel Rail Attaching Screws 10 88

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3 - 16 Section 3 - Fuel & Air Metering System – 5.7L PFI

Fuel & Air Metering System - Port Fuel Injection (PFI) - 5.7L
Electronic Throttle Control Description

A B
DIB DIB Dash
DATA DATA Control
Hi Low Module
(MMDC-A)
Dash
Guage
CAN CAN
Hi Low

CAN CAN Engine

Hi Low Control
Module
(EMC)

TP TP PP PP
Sensor 1 Sensor 2 Sensor 1 Sensor 2
Signal Signal Signal Signal

TAC Motor TAC Motor 5 Volt Low 5 Volt Low 5 Volt Low
Control 1 Control 2 Reference Reference Reference Reference Reference Reference

11 J2 12 J2 64 J2 44 J2 66 J2 29 J2 33 J1 47 J1 36 J1 35 J1 49 J1 37 J1

581 582 684 682 687 683 691 695 693 692 696 694
YLW BRN DK GRN GRY DK BLU BLK/ GRY BLU BLK/ GRY GRN BLK/
WHT WHT WHT

B A F E D C A B C F E D
OPEN CLOSE ELECTRONIC THROTTLE-SHIFT
THROTTLE Control
M BODY (T-SC)

Electronic Throttle Control (ETC)

Components Engine Control Module (ECM)
The Electronic Throttle Control (ETC) system uses the boat The Engine Control Module (ECM), located on the engine,
electronics and components in order to calculate and control is the control center of the fuel injection system. It controls
the position of the throttle blade. This system eliminates the the following:
need for a mechanical cable attachment from the Throttle-Shift • Fuel metering system
Control (T-SC) to the electronic throttle body assembly. • Ignition timing
The ETC system components include the following: • Idle speed
• The ECM • On-board diagnostics for engine functions
• The Throttle Position Sensor (TPS) is located in a • Boat speed
sealed housing, which is mounted to the side of
the electronic throttle body assembly. • Throttle position
• The Throttle Actuator Control (TAC) motor is It constantly looks at the information from various sensors,
located within the same sealed housing as the and controls the systems that affect engine performance. The
TPS. ECM also performs the diagnostic function of the system. It
can recognize operational problems, alert the driver through
• The Pedal Position Sensor (PPS) is located within the Malfunction Indicator Lamp (MIL) and store diagnostic
a sealed housing mounted to the Throttle-Shift trouble codes which identify the problem areas to aid the
Control (T-SC). technician in making repairs.
Each of these components interface together in order to
ensure accurate calculations, and in order to control the
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Section 3 - Fuel & Air Metering System – 5.7L PFI 3 - 17
ECM Function Throttle Position Sensor (TPS)
The ECM supplies either 5 or 12 volts to power various The Throttle Position Sensor (TPS) and the Throttle Actuation
sensors or switches. This is done through resistances in Control (TAC) motor are contained within a sealed housing
the ECM which are so high in value that a test light will not mounted onto the side of the electronic throttle body assembly.
illuminate when connected to the circuit. In some cases, an If one of these components should become defective the
ordinary voltmeter will not give an accurate reading because electronic throttle body assembly must be replaced as a
its resistance is too low. Therefore, a digital voltmeter with at complete unit.
least 10 megohms input impedance is required to ensure The TPS is actually two individual sensors within the above
accurate voltage readings. Tool J 39978, Fluke 78 or Fluke mentioned sealed housing. The TPSs use two separate signal
87 meets this requirement. The ECM controls output circuits circuits, however the two sensors share one low reference
such as the injectors, relays, etc. by controlling the ground circuit and one, 5 volt reference circuit.
or power feed circuit.
The TPS 1 signal voltage is pulled up to the reference voltage
The ECM also controls the Electronic Throttle Control (ETC). as the throttle opens, from ~0.6 volts at closed throttle to ~4.3
The ECM monitors the commanded throttle position and volts at wide open throttle (WOT). The TPS 2 signal voltage
compares the commanded position to the actual throttle is pulled down to the reference voltage as the throttle opens,
position. This is accomplished by monitoring the Pedal from ~4.3 volts at closed throttle to ~0.6 volts at WOT.
Position Sensors (PPS) (located on the Throttle-Shift Control TPS 1 and Pedal Position Sensor (PPS) 1 share a 5 volt
[T-SC]) and the Throttle Position Sensors (TPS). These two reference circuit that is connected within the ECM. TPS 2 and
values must be within a calibrated value of each other. The Pedal Position Sensor (PPS) 2 also share a 5 volt reference
ECM also monitors each individual circuit of the TPSs, and circuit that is connected within the ECM.
of the PPSs to verify proper operation (the Pedal Position
The PPS 1 signal voltage is pulled up to the reference voltage
Sensor reads the degree of movement of the Throttle-Shift
as the throttle opens, from ~0.45 volts at closed throttle to
Control from 0 degrees at locked neutral, to 120 degrees at
~4.18 volts at wide open throttle (WOT). The PPS 2 signal
Wide Open Throttle [WOT]).
voltage is pulled down to the reference voltage as the throttle
opens, from ~4.55 volts at closed throttle to ~0.82 volts at
Electronic Throttle Body Assembly
WOT.
Sealed Housing (TAC motor & Throttle Actuation Control (TAC) Motor
Throttle Position Sensors 1 & 2)
The Throttle Actuation Control (TAC) motor and the TPSs are
located within one sealed housing mounted onto the side of
the electronic throttle body. If one of these components should
become defective, the electronic throttle body assembly must
be replaced as a complete unit. The unit is connected to the
ECM by one 6 pin connector.
The TAC motor is used to control the throttle position instead
of a mechanical cable. This system eliminates the need for a
mechanical cable attachment from the T-SC to the electronic
throttle body assembly. The TAC motor also controls the
throttle opening for idle and cold start/fast idle functions,
thereby eliminating the need for an Idle Air Control (IAC)
valve.

6 Pin Throttle Actuation Control motor &

TP Sensors 1&2 Connector

The Electronic Throttle Body Assembly consists of the

electronic throttle body, the Throttle Position Sensors (2),
and the Throttle Actuation Control (TAC) motor. The throttle
body has a sealed housing mounted to the side of it, which
contains the two Throttle Position Sensors (TPS) and the
Throttle Actuation Control (TAC) motor. The electronic throttle
body assembly is connected to the ECM by a single 6 pin
connector to the wiring harness.

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3 - 18 Section 3 - Fuel & Air Metering System – 5.7L PFI

Throttle-Shift Control (T-SC) Pedal Position Sensor

(Typical) The Pedal Position Sensor (PPS) is mounted on the T-SC.
6 Pin Throttle-Shift Control
to TAC Module Connector The PPS is actually two individual position sensors within one
(PP sensor 1 & 2) housing. The PPSs use two separate signal circuits, two low
references, and two 5 volt reference circuits to connect the
PPSs to the ECM.
Note: The two PPSs operate in slightly different voltage
ranges. Some variation in voltage above or below the normal
calibration is acceptable, however more than approximately
0.15 volts will set a PPS 1-2 Correlation Fault.
The PPS 1 voltage should increase from below 1 volt at closed
throttle to above 3.75 volts at WOT.
The PPS 2 voltage should decrease from below 5 volts at
closed throttle to above 1 volt at WOT.

Remote Mount Pedal Position Sensor (Typical)

Throttle Cable Interconnect

The production Throttle-Shift Control (T-SC) unit is setup

up for dual function in a single lever. It controls both shifting
and throttle by a mechanical cable and by electronic throttle
movement. Added features include a neutral interlock to help
prevent accidental shifting and crisp positive detents. Also, the
control has a push button clutch disengagement feature for
warm-up and start-up adjustments for increased throttle. The
throttle control is designed with neutral as the center location
and is in gear when the lever is moved forward to crisp positive
detent thirty degrees. The transmission cable is pulled with
a one-to-one ratio as the lever rotates for the thirty degrees
while the throttle blade is in the closed position. After the first
thirty-five degrees, the throttle blade will begin to move and
the transmission cable will stay at the thirty degree location.
Maximum throttle is approximately one hundred twenty-five
degrees. Reverse works in the same manner.

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Section 3 - Fuel & Air Metering System – 5.7L PFI 3 - 19
Electronic Throttle Control (ETC) Basics
Function: Replaces the mechanical cable link from the Additionally, the ECM continuously compares the voltage
Throttle-Shift Control (T-SC) to electronic throttle body readings between PPS 1 and PPS 2. It watches for any
assembly with a system of sensors and computer controlled variance from their normal operating voltage ranges. If
throttle. variance is found a PPS 1-2 Correlation fault will set.
The ECM also monitors both PPS 1 and PPS 2 in case of
Components: a disconnected condition. If one of these sensors becomes
Throttle Position Sensor (TPS 1 & 2): These two individual disconnected, then either a PPS 1 Out of Range or a PPS
sensors are housed together with one Throttle Actuation 2 Out of Range fault will set. An ETC Limited Authority
Control (TAC) motor within one sealed compartment. That will also set (see Diagnosing the ETC system below for
sealed compartment is permanently mounted to the side of explanation). If this occurs the engine goes into power
the electronic throttle body. There is one, 6 wire, connector reduction mode.
plug leading from the electronic throttle body to the main The ECM compares the predicted throttle position and the
wiring harness and eventually to the ECM. actual throttle position. The predicted throttle position is the
amount of throttle called for by the pedal position sensor,
Pedal Position Sensor (PPS 1 & 2): These two individual which indicates how much throttle the driver wants. The actual
sensors, are housed together in one sealed compartment. throttle position is the current location (angle) of the throttle
That compartment is permanently attached to the aft end blade in the throttle body.
of the T-SC. There is one, six wire, connector plug leading The ECM continuously compares the commanded throttle
directly from the T-SC to the ECM. position and the actual throttle position. The commanded
throttle position is the amount of throttle (degree of angle
ECM: The ECM is the control center for the Electronic the throttle blade is set at) called for by the location of the
Throttle Control (ETC) system as well as the rest of the Throttle-Shift Control (T-SC) from neutral to Wide Open
engine electronics. It communicates between the different Throttle (WOT). The actual throttle position is the current
sensors and the TAC motor. It constantly monitors the sensor exact location or angle of the throttle blade.
readings. The ECM continuously tests the integrity of the data within
The ECM continuously compares the voltage readings itself. If there is a loss of integrity in the ECM data, or an
between TPS 1 and TPS 2. It looks for any variance from inability to write or read data to and from the RAM, or an
their normal operating voltage ranges. If variance is found a inability to correctly read data from the flash memory, or an
TPS 1-2 Correlation fault is set. internal ECM processor fault, then an ETC Process fault
The ECM also monitors both TPS 1 and TPS 2 in case of sets.
a disconnected condition. If one of these sensors should
become disconnected, then a TPS 1 Out of Range or a TPS
2 Out of Range fault will set. An ETC Limited Authority
will also set (see Diagnosing the ETC system below for
explanation). If this occurs the engine goes to idle.

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3 - 20 Section 3 - Fuel & Air Metering System – 5.7L PFI
Optional Cruise Control System — General Operation (Typical)

On boats equipped with a Cruise Control System, it is possible Turning On Speed Cruise Control Mode:
to review various functions by toggling to the cruise control To turn on the Cruise Control in Speed Control mode, make
read-outs on the multi-function gauge explained earlier in this sure that the RPM/SPEED mode selection is at least 3.0 MPH
section. Note also that the throttle position must always be less than the Set Point. Press and hold the ON/OFF switch
greater than the speed set on the cruise control. For example, in the ON position for approximately one second. The LCD
if the cruise was set at 35 mph but the throttle-shift position is should now display the current vessel speed, the SPEED
equivalent to 25 mph, the boat will not reach 35. This is also icon should be illuminated and the LOCK icon should be
true of the RPMs. Also, the cruise control cannot be engaged blinking.
when the boat is at idle speed.
Activating Manual Cruise Control Mode:
System Start-Up:
To activate the Cruise Control in Manual Control mode, make
When the ignition is turned ON, the cruise control sure that the RPM/SPEED mode selection switch is in the
system starts in OFF mode. While it is in OFF mode, the MANUAL (center) position and that current engine speed is
LCD display will show the current time. at least 1200 RPM.Then press and hold the ON/OFF switch
in the ON position for approximately one second. The LCD
RPM Set-Point Adjustment: should display the current engine speed and the LOCK icon
In order to adjust the RPM Set Point in OFF Mode, first should be blinking.
move the RPM/SPEED mode selection switch to the
RPM position. Using the +/- switch, select the desired Manual Set Point Adjustment:
Set point. The RPM icon will illuminate and the LCD The Manual Set Point can be adjusted using the +/- switch.
will display the current Set Point. Briefly pressing the The LOCK icon will disappear and the LCD will display the
+/- switch will increase or decrease the Set Point by 20 current Set Point. Short presses of the +/- switch will increase
RPM. Holding the switch will increase or decrease by or decrease the Set Point by 20 RPM. Holding the switch
100 RPM. The RPM Set Point is limited to a minimum of increases or decreases the Set Point by 100 RPM. The
1200 RPM and a maximum of 5000 RPM. Manual Set Point is limited to a minimum of 1200 RPM and
a maximum of 5000 RPM.
Speed Set Point Adjustment:
In order to adjust the Speed Set Point in OFF Mode, first Using Speed Control Mode:
move the RPM/SPEED Mode selection switch to the SPEED Manual Control works basically in the same way that RPM
position. Use the +/- switch to select the desired Set Point. Control Mode does. The difference is that when the system is
The SPEED icon will illuminate and the LCD will display the turned ON in manual mode the Set Point is set to the current
current Set Point. Briefly pressing the +/- switch will increase engine speed. For example, if the Cruise Control is OFF and
or decrease the Set Point by 0.2 MPH. Holding the switch the engine speed is 2500 RPM, and the system is turned on,
increases or decreases the Set Point by 1.0 MPH. The Speed the engine will hold the engine speed at 2500 RPM.
Set Point is limited to a minimum of 5.0 MPH and a maximum
of 50 MPH. Disengaging the Cruise Control System:
There are two ways to disengage the system: Pulling back
Activating RPM Cruise Control Mode: the throttle will disengage the system at any time. The system
To activate the Cruise Control System in RPM Control mode, remains ON and can be re-engaged by accelerating the
make sure that the RPM / SPEED mode selection switch boat until the LOCK icon stays illuminated. Or by moving the
is in the RPM position and that current engine speed is at ON/OFF switch to OFF. It is recommended that the throttle
least 400 RPM less than the Set Point. Press and hold the be pulled back before turning OFF the system.
ON/OFF switch in the ON position for approximately one
second. The LCD should now display the current engine
speed, the RPM icon should be illuminated and the LOCK
icon should be blinking.

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Section 3 - Fuel & Air Metering System – 5.7L PFI 3 - 21

Electronic Throttle Controls

TAC Motor Controls & TPS 1 & 2

Throttle Position (TP) Throttle Position (TP)

Sensor 1 Sensor 2
Signal Signal

TAC Motor TAC Motor 5 Volt Low

Control 1 Control 2 Reference Reference

B A F E D C

OPEN CLOSE ELECTRONIC

THROTTLE
M BODY

Electronic Throttle Controls

Pedal Position Sensors 1 & 2

Pedal Position (PP) Pedal Position (PP)

Sensor 1 Sensor 2
Signal Signal

5 Volt Low 5 Volt Low

Reference Reference Reference Reference

33 J1 47 J1 36 J1 35 J1 49 J1 37 J1

693 694
691 695 692 696
BLK/ BLK/
GRY BLU GRY GRN
WHT WHT

A B C F E D
THROTTLE-SHIFT
CONTROL
(T-SC)
Pedal
Position
(PPS)
Sensor

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3 - 22 Section 3 - Fuel & Air Metering System – 5.7L PFI

This page left

intentionally
blank

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Section 4 - HVS Distributor System 4-1

Section 4
HVS Distributor System
This section will describe how the HVS Distributor System operates. It will also give a description and show how to repair
each component used on the Electronic Fuel Injection equipped engines.

Contents
Cautions and Notices .......................................... Page 2 Cam Angle Verification Procedure ...... Page 10
General Information ........................................... Page 3 Installation Procedure 2........................ Page 11
MEFI 5 HVS Distributor ................................ Page 3 Distributor Overhaul ................................... Page 13
Ignition Coil Driver (ICD) Module .................. Page 4 Disassembly Procedure ....................... Page 13
Ignition Coil .................................................. Page 4 Assembly Procedure ............................ Page 16
Crankshaft Position (CKP) sensor ................ Page 5 Inspection ............................................. Page 19
Camshaft Position (CMP) sensor ................. Page 5 Ignition Coil and Ignition Coil Driver (ICD) Module
Spark Plug Wires .......................................... Page 5 Replacement ........................................ Page 19
Engine Control Module (ECM) ..................... Page 5 Crankshaft Position (CKP) Sensor
Enhanced Ignition System Description ......... Page 6 Replacement ........................................ Page 20
System Operation ......................................... Page 6 Camshaft Position (CMP) Sensor
Ignition Control (IC) ....................................... Page 6 Replacement ........................................ Page 21
Knock Sensor System Description ............... Page 6 Spark Plug Replacement ............................ Page 22
Purpose .................................................. Page 6 Spark Plug Wiring and Boots...................... Page 23
Operation ................................................ Page 6 Precautions........................................... Page 23
Results of Incorrect Operation ...................... Page 7 Replacement ........................................ Page 23
On-Engine Service ............................................ Page 7 Torque Specifications ..................................... Page 23
Distributor Replacement (HVS) .................... Page 7
Removal Procedure ................................ Page 7
Installation Procedure 1.......................... Page 8

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4-2 Section 4 - HVS Distributor System

Cautions and Notices

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Section 4 - HVS Distributor System 4-3

1 CAP MOUNT SCREW

3 2 CAP
8
3 ROTOR MOUNT SCREW
4 ROTOR
4
5 SHUTTER WHEEL
6 HOUSING

5 7 GASKET
8 CAM SENSOR MOUNT
SCREW
9 CAM SENSOR
10 WASHER
11 TANG WASHER
12 WASHER
9 10
13 DRIVE GEAR
6 11
14 ROLL PIN
12

13
7
14

Figure 4-1 - MEFI 5 HVS Distributor

General Information
The Distributor is actually an assembly that contains the The High Voltage Switch (HVS) distributor differs from the
Camshaft Position (CMP Sensor), cap, rotor and shaft. The standard High Energy Ignition (HEI) distributor in the following
Distributor is splined by a helical gear to the camshaft and ways.
rotates providing a spark to each spark plug wire. When 1. The HVS distributor contains a cam sensor that is affixed
servicing the Distributor, it is critical to ensure proper cap to the base of the distributor housing with screws.
sealing to the Distributor body and correct installation to the
2. The HVS distributor does not output an RPM signal, does
camshaft. If the Distributor is installed a tooth off in relation to
not have an internally mounted ignition control module, and
the camshaft, a DTC sets. The Distributor is repairable, refer
does not have a pick-up coil.
to the Distributor Overhaul Section.
The Camshaft Position (CMP) sensor is located within the
Distributor. It’s operation is very similar to the Crankshaft
Position (CKP Sensor) however it provides one pulse per
camshaft revolution (1x signal). This signal is not detrimental
to the driveability of the vehicle. The ECM utilizes this signal
in conjunction with the crankshaft position to determine which
cylinders are misfiring.
The high voltage switch (HVS) type distributor is like the High
Energy Ignition (HEI) distributor in the following ways:
1. It contains a distributor cap and rotor that are responsible
for delivering spark to the spark plugs in each cylinder in a
firing order sequence defined by the location of plug wires in
the distributor cap towers.
2. It is adjustable in its location by loosening the distributor
hold-down bolt and foot clamp.

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4-4 Section 4 - HVS Distributor System

5 3 5

1 IGNITION COIL DRIVER MODULE

2 IGNITION COIL 1 IGNITION COIL MOUNTING RIVET
3 HEAT SINK 2 IGNITION COIL WIRING CONNECTOR
4 MOUNTING BRACKET Pin A is B+ from MEFI System Relay
Pin B is unused
5 COIL WIRE
Pin C connects the Ignition Coil to
the Ignition Module
Figure 4-2 - Ignition Coil Driver Module With Separate Coil
3 HEAT SINK
Ignition Coil Driver Module 4 IGNITION CONTROL MODULE
The Ignition Coil Driver Module is mounted on a bracket next MOUNTING SCREW
to the coil. The ECM signals the ICDM to turn ON primary
5 IGNITION CONTROL MODULE WIRING
current to the ignition coil by pulling the IC line high (4 volts). CONNECTOR
The ICDM turns the primary current ON and OFF by applying
Pin A is B+ from MEFI System Relay
and removing the ground to the primary winding at the
Pin B connects to ECM Pin J2-1
appropriate time. This module is of minimum function. The
Pin C connects to Ground
module does not contain backup calibrations that allows the
Pin D connects the Ignition Module to
engine to continue to run if the IC signal is lost.
the Ignition Coil

Ignition Coil
The design construction of the ignition coil (Figure 4-2) affects
its output. The ignition coil was designed to produce greater
spark voltage, longer spark and operate at higher RPM. The
coil has the secondary winding wrapped around the primary
winding, and the primary winding is wrapped around the
iron core. The coil is not oil filled, the windings are covered
in an epoxy compound for protection against moisture and
arc over.
There is an iron laminated square frame around the coil
windings. This is to increase magnetic flux path and store
energy to produce higher secondary spark voltage. The coil’s
mounting bracket is attached to the frame.
The coil generates a high secondary voltage (up to 35,000
volts) when the primary circuit is broken. A secondary high
tension wire connects from the top post of the coil to the
center post of the distributor cap.

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Section 4 - HVS Distributor System 4-5
Camshaft Position (CMP) Sensor

1 2

1 SHUTTER WHEEL
2 CAM SENSOR

Figure 4-4 - Shutter Wheel & CAM Sensor

Crankshaft Position (CKP) Sensor

The Camshaft Position (CMP) sensor is located within the

distributor. The operation of the CMP sensor is very similar
to the Crankshaft Position (CKP) sensor.
The CMP sensor will provide one pulse per camshaft
revolution (1x signal). The loss of this signal may not affect
the driveability of the vehicle, but will affect the type of control
the ECM has on the fuel injection system. If this signal is
lost the ECM will pulse the injectors bank to bank instead of
each individual injector at a time. The ECM also utilizes this
signal in conjunction with the crankshaft position in order to
determine which cylinder(s) are misfiring.

Spark Plug Wires

The spark plug wires are a carbon-impregnated cord
conductor encased in a silicone rubber jacket. Silicone wiring
will withstand very high temperature and is an excellent
The crankshaft position sensor provides the ECM with the insulator for the higher voltages. The silicone spark plug boots
crankshaft speed or engine RPM and the crankshaft position. provide a tight seal on the spark plug.
The ECM utilizes the RPM information for the operation of the Silicone is soft, pliable and therefore, more susceptible to
fuel, spark mapping tables and a number of other operations scuffing and cutting. It is extremely important that the spark
performed by the ECM. In conjunction with the cam position plug cables be handled with care. They should be routed so
sensor (CMP) it also facilitates the determination of engine as not to cross each other or to be in contact with other parts
misfire. The ECM monitors the CKP sensor for a momentary of the engine to prevent rubbing.
drop in the crankshaft speed in order to determine if a misfire Do not force anything between the boot and wiring or through
is occurring. When the ECM detects a misfire, a Fault Code the silicone jacket. Connections should be made using an
will set. appropriate adapter.
The ECM also monitors the CKP sensor signal circuit for
malfunctions. The ECM monitors CKP signal and the High Engine Control Module (ECM)
and Low resolution signals. The ECM calculates these signals The Engine Control Module (ECM) controls spark advance
in order to determine a ratio. When the ECM detects that for all operating conditions. The ECM monitors input signals
the ratio is out of normal operating range, the ECM will set from the following components as part of its ignition control
a Fault Code. function to determine the required ignition timing:
• Crank Position (CKP) sensor.
• Engine Coolant Temperature (ECT) sensor.
• Manifold Absolute Pressure (MAP) sensor.
• Knock Sensor (KS).

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4-6 Section 4 - HVS Distributor System
Enhanced Ignition System Description slots cause a signal to be sent back to the ECM. The signal
The ignition system initiates combustion by providing a spark occurs four times per crankshaft revolution and is referred to
to ignite the compressed air and fuel mixture at the correct as the 4x signal for V8 applications.
time. In order to provide an improved engine performance, The ECM then utilizes this 4x (V8) signal in order to provide
fuel economy, and control of exhaust emissions, the ECM the correct spark to the engine by way of the single coil driver
controls the distributor spark advance (timing) with the Ignition module. The single coil driver module is basically an electronic
Control (IC) system. switch that when commanded by the ECM, causes the
The ignition system uses a primary and secondary sub system primary coil voltage to breakdown, energizing the secondary
in order to accomplish the timed spark distribution. The primary coil and providing a spark via the coil wire to the Distributor
system consists of a Crank Position (CKP) sensor. This signal cap. The Distributor consists of the following components:
travels to the ECM for base timing reference. • Cap and Rotor
Another signal is sent back to the Ignition Control Driver (ICD) • Camshaft Position Sensor
Module, which has been adjusted by the ECM (advanced • Gear drive and shaft.
or retarded) in order to trigger the coil, according to the
The camshaft drives the Distributor shaft which rotates
requirements of the engine.
providing a spark to the correct cylinder by way of the cap
The secondary system consists of the ignition coil which has and rotor. The camshaft position sensor functions much like
primary (low voltage) windings and secondary (high voltage) the crankshaft sensor previously described but provides
windings. The secondary side of the ignition coil generates only a 1x signal to the ECM. That is, for every 2 rotations of
a high voltage which high tension spark plug wires deliver to the crankshaft, there is 1 rotation of the camshaft. Note that
the spark plugs. any dysfunction relating to the camshaft position sensor will
The ECM now controls the Ignition Control (lC) function. effect engine operation as this signal provides the timing
In order to properly control the ignition/combustion timing, the input necessary to properly operate the sequential delivery
Control Module needs to know the following things: of spark and fuel.
• The crankshaft position In many cases the engine will still operate without this sensor,
but operation will be compromised. The camshaft position
• The engine speed (RPM)
sensor is also used to detect misfire.
• The engine load (manifold pressure or vacuum)
• The atmospheric (barometric) pressure
Ignition Control (IC)
• The engine coolant temperature
The ECM software controls all of the IC and Bypass functions.
• The camshaft position. This reduces the number of circuits outside of the controller
and ultimately reduces the possibility for shorts or opens in
those circuits that could result in driveability complaints or
DTCs.
System Operation
The Enhanced Ignition system used on all MEFI 5 engines Knock Sensor System Description
somewhat resembles the Distributor Ignition (DI) system.
However, the system has been greatly enhanced in order to Purpose
make it compatible with the new regulations. The Enhanced Varying octane Ievels in gasoline can cause a detonation
Ignition system provides a spark at precisely the correct in the engine. This detonation is sometimes called a spark
time in order to ignite the air and fuel mixture for optimum knock. All of the engines use a Knock Sensor (KS) system
performance and fuel economy. The system consists of the with a knock sensor. The KS system reduces the spark knock
following components: in the engine. This allows the engine to have maximum spark
• ECM advance for improved driveability and fuel economy.
• HVS Operation
• Ignition Coil Driver Module An Engine Control Module (ECM) is used in conjunction with
• Ignition Coil one or two knock sensors in order to control detonation. On
• Crankshaft Position Sensor a MEFI 5 ECM application no KS module will be found as it
is internal to the control module. A 5 volt reference is applied
This system does not use the ignition module used on the
to the knock sensor which has an internal resistance of about
DI systems in the past. The ECM now controls the Ignition
100,000 ohms. This resistance will lower the applied voltage
Control (IC) and Bypass functions. The crankshaft sensor,
to about half or 2.5 volts. When a knock is present, a small
located in the front engine cover, is perpendicular to a target
AC voltage is produced by the knock sensor and transmitted
wheel attached to the crankshaft. The target wheel is equipped
to the control module riding on top of the already existing
with slots situated a specified number of degrees apart. As the
2.5 volts. An AC voltage monitor inside the control module
crankshaft rotates, the target wheel rotates past the crankshaft will detect the knock and trigger the control module to start
position sensor. The rising and falling edges created by the retarding the spark incrementally.

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Section 4 - HVS Distributor System 4-7
Results Of Incorrect Operation
An open or short to ground in the crank position sensor (CKP)
circuit will cause the engine not to run. The ECM must have
the crank position sensor signal to read engine RPM.
A crank position sensor signal fault will cause no RPM signal
to be sent to the ECM. Therefore, your scan tool will not
exhibit an RPM reading during a cranking event. If you are not
reading an RPM signal during a cranking event, a possible
failure mode could be the crank position sensor.
The cam position sensor is used to determine engine position
and is mainly used during misfire detection. If the cam position
sensor (CMP) open circuits or is shorted to ground, the engine
will still run. It is likely that crank (starting) times may increase;
however, the engine will still operate.
The following DTC’s will be set for these sensors.
636-2 Crank signal fault
723-2 Cam signal fault

Engine damage or distributor damage may occur. Use

On Engine Service Procedure 2 in order to install the distributor.
1. Turn OFF the ignition switch.
Distributor Replacement (HVS) 2. Remove the spark plug wires from the distributor cap.

Removal Procedure 3. Remove the electrical connector from the base of the
distributor.
Notice: There are two procedures available to install the
distributor. 4. Remove the two screws that hold the distributor cap to
the housing.
Use Installation Procedure 1 when the crankshaft has NOT
been rotated from the original position. 5. Replace these screws with new ones upon
re-installation.
Use Installation Procedure 2 when any of the following
components are removed: 6. Remove the distributor cap from the housing.
• The intake manifold. 7. Use a grease pencil in order to note the position of the
rotor in relation to the distributor housing.
• The cylinder head.
The mark is identified in the graphic with
• The camshaft.
the number 1.
• The timing chain or sprockets.
8. Mark the distributor housing and the intake manifold
• The complete engine. with a grease pencil.
If the Malfunction Indicator Lamp turns on, and a Fault Code
sets after installing the distributor, this indicates an incorrectly
installed distributor.

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4-8 Section 4 - HVS Distributor System
Distributor Replacement (HVS) (Cont...)
9. Remove the mounting clamp hold down bolt.
10. Remove the distributor.

11. As the distributor is being removed from the engine,

watch the rotor move in a counter-clockwise direction
about 42 degrees. This will appear as slightly more than
one clock position.
12. Note the position of the rotor segment.
12.1 Place a second mark on the base of the
distributor.
This will aid in achieving proper rotor alignment
during the distributor installation.
12.2 The second mark on the distributor housing is
identified in the graphic as number 2.

Installation Procedure 1
1. If installing a new distributor assembly, place two marks
on the new distributor housing in the same location as
the two marks on the original housing.
2. Remove the new distributor cap, if necessary.
3. Align the rotor with the mark made at location 2.

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Section 4 - HVS Distributor System 4-9
4. Guide the distributor into the engine.
Make sure that the flat part on the distributor
is facing to the front of the engine.

Front
of
Engine

5. As the distributor is being installed, observe the

rotor moving in a clockwise direction about
42 degrees.
6. Once the distributor is completely seated, the
rotor segment should be aligned with the mark
on the distributor base in location number 1.
• If the rotor segment is not aligned with
the number 1 mark, the driven gear teeth and
the camshaft have meshed one or more
teeth out of alignment.
• In order to correct this condition, remove the
distributor and reinstall it.

7. Install the distributor mounting clamp.

Install the distributor hold down clamp and bolt and
tighten the bolt to a snug, but not fully tightened
position.
Install the distributor cap.
8. Install two NEW distributor cap screws.
Tighten
Tighten the screws to 2.4 N•m (21 Ib. in).
9. Install the electrical connector to the distributor.

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4 - 10 Section 4 - HVS Distributor System
10. Install the spark plug wires to the distributor cap.
Refer to Spark Plug Wire Harness Replacement
or Spark Plug Wire Harness Replacement.
Important: If the Malfunction Indicator lamp is turned
on after installing the distributor, and a Fault Code
is found, the distributor has been installed incorrectly.
Refer to Installation Procedure 2 for proper distributor
installation.
11. Cam Angle Verification Procedure
The ignition timing cannot be adjusted. The distributor
may need adjusting to prevent crossfire. To insure
proper alignment of the distributor, perform the
following:
1. With the ignition OFF, install the scan tool.
2. Start the engine. Allow the engine to idle until the
engine reaches normal operating temperature. 5. Repeat step 4 until 705 degrees is obtained.
Important: Cam Retard Offset reading will not be 6. Turn OFF the ignition.
accurate below 1,000 RPM. Notice: Refer to Fastener Notice in Cautions and
3. Increase engine speed to ~1200 RPM while Notices.
performing the following steps. 7. Tighten the distributor hold-down bolt.
4. Using the scan tool, monitor the Cam Angle Offset. Tighten
5. If the Cam Angle indicates a value of 705 degrees, Tighten the bolt to 3 N•m (25 Ib ft)
the distributor is properly adjusted. 8. Start the engine.
6. If the Cam Angle does not indicate 705 degrees, 9. Raise the engine speed to 1,000 RPM and
the distributor must be adjusted. recheck Camshaft Retard Offset.

Adjusting Procedure
1. With the engine OFF, slightly loosen the distributor
hold down bolt.
Important: Cam Angle reading will not be
accurate below 1,000 RPM.
2. Start the engine, and raise engine speed to
~1200 RPM.
3. Using a scan tool, monitor Cam Angle.
4. Rotate the distributor as follows:
• To compensate for a negative reading, rotate
the distributor in the counterclockwise direction.
• To compensate for a positive reading, rotate
the distributor in the clockwise direction.

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Section 4 - HVS Distributor System 4 - 11
Installation Procedure 2
1. Rotate the number 1 cylinder to Top Dead Center
(TDC) of the compression stroke.
2. Align white paint mark on the bottom stem of the
distributor, and the pre-drilled indent hole in the
bottom of the gear (2).
3. With the gear in this position, the rotor
segment should be positioned as shown for a
V8 engine.(1)
• The alignment will not be exact.
• If the driven gear is installed incorrectly, the
2
dimple will be approximately 180 degrees
opposite of the rotor segment when it is
installed in the distributor.
1

Notice: The OBD II ignition system distributor driven

gear and rotor can be installed in multiple positions.
In order to avoid mistakes, make sure to mark
the distributor in the following positions:
• The distributor driven gear.
• The distributor shaft.
• The rotor holes for the same mounting
position upon reassembly.

Front
Notice: Installing the driven gear 180 degrees out of
of
alignment, or locating the distributor rotor in the
Engine
wrong holes, may cause a no-start condition.
Premature engine wear and damage may result.
4. Using a long screw driver, align the oil pump drive
shaft to the drive tab of the distributor.
5. Guide the distributor into the engine.
Make sure that the flat part on the distributor is facing
to the front of the engine.
6. Once the distributor is fully seated, the rotor segment
should be aligned with the pointer cast into the
distributor base.
• This pointer should have number 8 cast into it,
indicating that the distributor is to be used on a
8 cylinder engine.
• If the rotor segment does not come within a few
degrees of the pointer, the gear mesh between
8
the distributor and the camshaft may be off a
tooth or more.
• If this is the case, repeat the procedure again in
order to achieve proper alignment.

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4 - 12 Section 4 - HVS Distributor System
7. Install the distributor mounting clamp.
Install the distributor hold down clamp and bolt and
tighten the bolt to a snug, but not fully tightened
position.
Install the distributor cap.
8. Install two NEW distributor cap screws.
Tighten
Tighten the screws to 2.4 N•m (21 Ib in).
9. Install the electrical connector to the distributor.

10. Install the spark plug wires to the distributor cap.

Refer to Spark Plug Wire Harness Replacement
or Spark Plug Wire Harness Replacement.
Important: If the Malfunction Indicator lamp is turned
on after installing the distributor, and a Fault Code
is found, the distributor has been installed incorrectly.
Repeat Installation Procedure 2 for proper distributor
4. Rotate the distributor as follows:
installation.
• To compensate for a negative reading, rotate
11. Cam Angle Verification Procedure the distributor in the counterclockwise direction.
The ignition timing cannot be adjusted. The distributor • To compensate for a positive reading, rotate
may need adjusting to prevent crossfire. To insure the distributor in the clockwise direction.
proper alignment of the distributor, perform the 5. Repeat step 4 until 705 degrees is obtained.
following: 6. Turn OFF the ignition.
1. With the ignition OFF, install the scan tool. Notice: Refer to Fastener Notice in Cautions and
2. Start the engine. Allow the engine to idle until the Notices.
engine reaches normal operating temperature. 7. Tighten the distributor hold-down bolt.
Tighten
Important: Cam Retard Offset reading will not be Tighten the bolt to 3 N•m (25 Ib ft)
accurate below 1,000 RPM.
8. Start the engine.
3. Increase engine speed to ~1200 RPM while 9. Raise the engine speed to 1,000 RPM and
performing the following steps. recheck Camshaft Retard Offset.
4. Using the scan tool, monitor the Cam Angle Offset.
5. If the Cam Angle indicates a value of 705 degrees,
the distributor is properly adjusted.
6. If the Cam Angle does not indicate 705 degrees,
the distributor must be adjusted.

Adjusting Procedure
1. With the engine OFF, slightly loosen the distributor
hold down bolt.
Important: Cam Angle reading will not be
accurate below 1,000 RPM.
2. Start the engine, and raise engine speed to
~1200 RPM.
3. Using a scan tool, monitor Cam Angle.

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Section 4 - HVS Distributor System 4 - 13
Distributor Overhaul

Disassembly Procedure
Notice: Refer to Distributor Driven Gear Can Be
Installed in Multiple Positions in Cautions and Notices.
1. Remove the two screws that hold the distributor
cap to the housing.
2. Do not discard the screws.
3. Remove the distributor cap from the housing.

4. Align white paint mark on the bottom stem of the

distributor, and the pre-drilled indent hole in the
bottom of the gear (2).
5. With the gear in this position, the rotor
segment should be positioned as shown for a
V8 engine (1). If not, replace the distributor.

6. Remove the two screws from the rotor.

7. Remove the rotor.

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4 - 14 Section 4 - HVS Distributor System
8. Note the locating holes that the rotor was
removed from:
(1) is the rotor screw holes.
(2) is the rotor locator pin holes.

9. Remove the two screws that hold the camshaft

position (CMP) sensor.
10. Do not discard the screws.

11. Line up the square-cut hole in the vane wheel

with the CMP sensor.

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Section 4 - HVS Distributor System 4 - 15
12. Remove the CMP sensor.
13. Note the dimple located below the roll pin hole on
one side of the gear. The dimple will be used to
properly orient the gear onto the shaft during
reassembly.

Caution: Refer to Safety Glasses Caution in

Cautions and Notices.
14. Support the distributor drive gear in a V-block or
similar fixture.
15. Drive out the roll pin with a suitable punch.

16. Remove the driven gear from the distributor shaft.

17. Remove the round washer.
18. Remove the tang washer.
19. Remove the round washer, if equipped (1).

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4 - 16 Section 4 - HVS Distributor System
20. Remove the old oil seal.

Assembly Procedure
1. Line up the square-cut hole in the vane wheel for
the camshaft position (CMP) sensor.

2. Insert the sensor into the housing.

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Section 4 - HVS Distributor System 4 - 17
3. Install two screws for the camshaft position
(CMP) sensor.
Tighten
Tighten the screws to 2.2 N•m (20 Ib in).

4. Identify the correct rotor mounting position.

• (1) is the rotor screw holes.

• (2) is the rotor locator pin holes.

5. Install the distributor rotor according to the

index marks.
6. Install two rotor hold down screws.
Tighten
Tighten the screws to 1.9 N•m (17 Ib in).

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4 - 18 Section 4 - HVS Distributor System
7. Install the round washer, if equipped (1).
8. Install the tang washer over the bottom of the
distributor shaft.
9. Install the round washer.
10. Install the driven gear according to the
index marks.

11. Align the rotor segment as shown for a

V8 engine. (1)
12. Install the gear and align white paint mark on the
bottom stem of the distributor, and the pre-drilled
indent hole in the bottom of the gear (2).
13. Check to see if the driven gear is installed
incorrectly, the dimple will be
approximately 180 degrees opposite the rotor
segment when it is installed in the distributor.

Caution: Refer to Safety Glasses Caution in

Cautions and Notices.
14. Support the distributor drive gear in a V-block or
similar fixture.
15. Install the roll pin with a suitable punch and
hammer in order to hold the driven gear in
the correct position.

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Section 4 - HVS Distributor System 4 - 19
with alcohol and allow to dry thoroughly. If the
residue is hardened and cannot be removed,
replace the cap.
2. Inspect the cap for excessive build-up of corrosion
on the terminals. Scrape clean the terminals or
replace the cap if the corrosion is excessive.
Some build-up is normal.

Ignition Coil and ICD Module Replacement (HVS)

16. Install the distributor cap.

17. Install two NEW distributor cap screws.
Tighten
Tighten the screws to 2.4 N•m (21 Ib in).

Removal Procedure
1. Remove the air cleaner assembly.
2. Disconnect the electrical connectors.
3. Remove the ignition coil wire to the distributor.
4. Remove the studs holding the bracket and
the ignition coil to the intake manifold.
5. Remove the bracket and the ignition coil.
18. Install the new oil seal under the mounting flange 6. Drill and punch out the two rivets holding the
of the distributor base. ignition coil to the bracket.
7. Remove the ignition coil from the bracket.

Distributor Inspection Installation Procedure

Important: Discoloration of the cap and some whitish NOTICE: Be sure to thoroughly coat the bottom of the ignition
control module with silicone grease. Failure to do so could
build up around the cap terminals is normal. result in heat damage to the module.
Yellowing of the rotor cap, darkening and some • Lubricate bottom of the ignition control module and the
carbon build up under the rotor segment is normal. module rest pad on the housing with silicone grease
Replacement of the cap and rotor is not necessary or an equivalent heat transfer substance.
unless there is a driveability concern. 1. Ignition control module to the housing with two
1. Inspect the cap for cracks, tiny holes or carbon screws.
tracks between the cap terminal traces. If the in 2. Pick-up coil.
side of the cap contains moisture or a filmy • Fit the tab on the bottom of the coil into the anchor
hole in the housing.
residue, wipe clean with a cloth lightly dampened

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4 - 20 Section 4 - HVS Distributor System
A replacement ignition coil kit comes with two screws Installation Procedure
in order to attach the ignition coil to the bracket.
1. Install the ignition coil to the bracket with the two Important: Make certain that the Crankshaft Position (CKP)
sensor mounting surfaces are clean and free of burrs before
screws.
installing the CKP sensor.
Notice: Refer to Fastener Notice in Cautions and
When installing a crankshaft position (CKP) sensor make
Notices. sure the sensor is fully seated and held stationary in the
2. Install the ignition coil and the bracket to the front cover before torquing the hold down bolt into the front
intake manifold with studs. cover. A sensor which is not seated may result in erratic
operation and lead to the setting of false codes.
Tighten
1. Install the sensor into the timing cover. Lube the O-ring
Tighten the studs to 11 N•m (8 Ib ft). with clean engine oil before installing.
3. Install the ignition coil wire. Notice: Refer to Fastener Notice in Cautions and Notices.
4. Install the electrical connectors. 2. Install the sensor hold down bolt.
5. Install the air cleaner assembly. Tighten
Tighten the hold down bolt to 8 N• m (71 lb in).
Crankshaft Position Sensor Replacement
3. Install the CKP sensor harness connector.
4. Connect the negative battery cable.
5. Perform the CKP System Variation Learn Procedure.
Refer to CKP System Variation Learn Procedure.

Removal Procedure

Important: The CKP System Variation Learn Procedure

will need to be performed whenever the Crankshaft Position
(CKP) sensor is removed or replaced. Refer to CKP System
Variation Learn Procedure.
Caution: Refer to Battery Disconnect Caution in
Cautions and Notices Page 4-2.
1. Disconnect the negative battery cable.
2. Remove the CKP sensor harness connector.
3. Remove the sensor hold down bolt.
4. Remove the sensor from the timing cover.
5. Inspect the sensor O-ring for wear, cracks or
leakage.
Replace if necessary. Lube the new O-ring with clean
engine oil before installing.

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Section 4 - HVS Distributor System 4 - 21
Camshaft Position Sensor Replacement Installation Procedure

Important: Do not use the old cap screws, CMP sensor

screws, or rotor screws. Use replacement screws that have
been coated with a thread locking compound. Precoated
replacement distributor cap and CMP sensor screws can
be acquired using P/N 10475922 (pkg of 10 screws).
Precoated replacement rotor screws can be acquired using
P/N 10475924 (pkg of 10 screws).
1. Align the square slot in the reluctor wheel with the
CMP sensor.
2. Insert the CMP sensor through the reluctor wheel
slot.
Notice: Refer to Fastener Notice in Cautions and Notices.
3. Install the new CMP sensor mounting screws.
Tighten
Tighten the screws to 1.6–2.8 N• m (14–25 lb in).
Important: The locating tabs on the rotor are necessary
for correct alignment of the rotor. If the tabs are missing or
damaged, replace the rotor.
Removal Procedure
4. Install the rotor onto the reluctor wheel.
Caution: Refer to Battery Disconnect Caution in 5. Install the new rotor screws.
Cautions and Notices Page 4-2 Tighten
1. Disconnect the negative battery cable. Tighten the screws to 1.5–2.4 N• m (13–22 lb in).
2. Disconnect the spark plug wires and ignition coil wire 6. Install the distributor cap.
from the distributor. 7. Install new distributor cap screws.
3. Disconnect the CMP sensor harness connector from Tighten
the distributor. Tighten the screws to 1.8–3.0 N• m (16–26 lb in).
4. Remove the distributor cap screws. 8. Connect the CMP sensor harness connector.
5. Remove the distributor cap. 9. Connect the spark plug wires and ignition coil wire.
6. Remove the rotor screws. 10. Connect the negative battery cable.
7. Remove the rotor.
8. Align the square slot in the reluctor wheel with the
CMP sensor.
9. Remove the CMP sensor fasteners.
10. Remove the CMP sensor.

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4 - 22 Section 4 - HVS Distributor System
Spark Plug Replacement Installation Procedure
Notice: Be sure plug threads smoothly into cylinder head
Tools Required
and is fully seated. Use a thread chaser if necessary to
J 39358 Spark Plug Socket clean threads in cylinder head. Cross-threading or failing to
Service Precautions fully seat spark plug can cause overheating of plug, exhaust
blow-by, or thread damage. Follow the recommended torque
• Allow the engine to cool before removing the spark plugs.
specifications carefully. Over or under-tightening can also
Attempting to remove the plugs from a hot engine may
cause severe damage to engine or spark plug.
cause the plug to seize, causing damage to the cylinder
head threads.
• Clean the spark plug recess area before removing the
plug.
Failure to do so can result in engine damage due to
dirt or foreign material entering the cylinder head or
contamination of the cylinder head threads.
Contaminated threads may prevent proper seating of a
new plug.
• Do not install the plugs that are either hotter or colder
than the heat range specified.
Using plugs of the wrong heat range may damage the
engine.
Removal Procedure
1. Turn OFF the ignition switch.
Notice: Twist the spark plug boot one-half turn in order to
release the boot. Pull on the spark plug boot only. Do not pull
on the spark plug wire or the wire could be damaged.
2. Remove the spark plug wires using a twisting motion 1. Install the spark plugs.
in order to release the boot from the spark plug. Tighten
The spark plug wires are numbered to assist in Tighten the spark plugs to 15 N•m (11 Ib ft).
re-assembly.
2. Install the spark plug wires in their original locations.
Notice: Use the J 39358 or the equivalent. Failure to do so
could cause cracking of the insulator and arcing inside the Refer to Spark Plug Wire Harness Replacement.
plug, resulting in engine misfire.

3. Remove the spark plugs using the J 39358.

4. Inspect each plug for wear.
Refer to Spark Plug Visual Diagnosis.

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Section 4 - HVS Distributor System 4 - 23
Spark Plug Replacement 5. Special care should be used when installing spark plug
boots to make sure the metal terminal within the boot
Remove or Disconnect is fully seated on the spark plug terminal and the boot
1. Negative battery cable. has not moved on the wire. If boot to wire movement
2. Spark plug wires and boots. has occurred, the boot will give a fast visual impression
• Turn each boot one-half turn before removing it. of being fully seated. A good check to make sure the
boots have been properly installed is to push sideways
• Label the plug wires if the identification numbers on them. If they have been correctly installed, a stiff
have worn off. boot with only slight looseness will be noted. If the
3. Spark plugs. terminal has not been properly seated on the spark
plug, only the resistance of the rubber boot will be felt
Inspect
when pushing sideways.
• Each plug for wear and gap.
Replacement
Install or Connect
Wire routings must be kept intact during service and followed
1. Spark plugs. Torque to 15 N•m (11 lb.ft.). exactly. If wires have been disconnected, or replacement
2. Wire and boot assemblies. Refer to “Spark Plug Wiring of the wires is necessary, route the wires in their original
and Boots” below for precautions. positions. Failure to route the wires properly may result in
3. Negative battery cable. driveability problems.

Spark Plug Wiring And Boots Torque Specifications

Precautions Fastener Tightening Specifications
1. Twist boots one-half turn before removing.
Application N•m Lb Ft Lb In
2. When removing the boot, do not use pliers or other
tools that may tear the boot. Distributor Hold Down 40 30
3. Do not force anything between the wire and the boot, Coil Bracket Screws 22 16
or through the silicone jacket of the wiring. Spark Plugs 15 11
4. Do not pull on the wires to remove the boot. Pull on
the boot, or use a tool designed for this purpose.

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4 - 24 Section 4 - HVS Distributor System

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Section 5 - Diagnosis 5-1
Section 5
Diagnostics, Wiring Diagrams, Pin-Outs, Fault Descriptors & Diagnostic “Trees”
This section will be used to perform diagnostic procedures on the System 5 equipped engines. The section describes system circuits and
diagnostic tables used to diagnose the circuits. It will be used to correct Diagnostic Trouble Codes (DTCs) by following tables for scan tool use.
This section contains the On-Board Diagnostic (OBD) System Check that is the first step to perform before any further diagnostics or repairs
are made to this system. The assumption is made that on all diagnostic tables, the engine is equipped with a System 5 ECM, wiring harness,
fuel components and GM sensors and ignition components. The wiring schematics and circuit identifications are for the System 5 originally
equipped wiring harness.
The diagnostic tables and voltages shown are prepared with the requirement that the system functioned correctly at the time of assembly
and that there are no multiple failures.
Contents
Cautions & Notices ...........................................Page 2-3 ETC TPS 2 Range
ECM Wiring .................................................... Page 4-11 SPN 65601 FMI 2 ................................. 132-135
ECM Connector Identification ...................... Page 12-21
ETC TPS 1 Range
Scan Tool Data List ............................................. 22-25
Scan Tool Data Definitions .................................. 26-27 SPN 65602 FMI 2 ................................. 136-139
Scan Tool Output Controls .................................. 28-29 ETC PPS 2 Range
Harness Connector Identification ........................ 30-35 SPN 65604 FMI 2 ................................. 140-143
Diagnostic Trouble Codes
ETC PPS 1 Range
Repair Procedures ........................ Pages 36 - 189
SPN 65605 FMI 2 ................................. 144-147
Engine Oil Pressure
ETC TPS 1-2 Correlation
SPN 100 FMI 3 & 4 .................................. 78-85
MAP Sensor SPN 65610 FMI 2 ................................. 148-151
SPN 106 FMI 3 & 4 .................................. 86-93 ETC PPS 1-2 Correlation
Engine Coolant Temperature SPN 65613 FMI 2 ................................. 152-155
SPN 110 FMI 3 & 4 ............................... 94-101 PPS Re-Alignment Procedure ........................... 156-157
CAL Memory Failure ETC Actuation
SPN 630 FMI 13 .................................. 102-103 SPN 65615 FMI 7 ................................. 158-161
Crankshaft Position Sensor ETC Process
SPN 636 FMI 2 .................................... 104-107 SPN 65616 FMI 12 ............................... 162-165
Fuel Injectors
ETC Return Fault
SPN 651 - 658 ...................................... 108-111
Camshaft Position Sensor SPN 65618 FMI 7 ................................. 166-169
MEFI System Relay (/Powertrain Relay according to SAE J1939)
SPN 723 FMI 2 ...................................... 112-115
Short Low SPN 66013 FMI 5
EST 1 Short High
Short High SPN 66013 FMI 6
SPN 65541 FMI 3
Open SPN 66013 FMI 7
EST 1 Short Low
Contact Low SPN 66014 FMI 4 ........... 170-173
SPN 65541 FMI 4
Fuel Pump Relay
EST 1 Open
SPN 66017 FMI 5,6,7 ........................... 174-177
SPN 65541 FMI 5 ................................. 116-119
Knock Sensor O2 Sensor A&B Rich
SPN 65551 FMI 2 SPN 65561, 65563 FMI 0..................... 178-181
Knock Sensor O2 Sensor A&B Lean
SPN 65552 FMI 2 ................................ 120-123 SPN 65561, 65563 FMI 1..................... 182-185
Can Bus Hardware O2 Sensor A&B Heater Short Low
SPN 65559 FMI 11 .............................. 124-125 O2 Sensor A&B Heater Short High
CPU Failure O2 Sensor A&B Heater Open
SPN 65580 FMI 12 .............................. 126-127 SPN 66019 FMI 5,6,7
MHC Failure SPN 66020 FMI 5,6,7 ........................... 186-189
SPN 65581 FMI 12 .............................. 128-129 Misfire DTC
NV RAM Failure
SPN 65590 FMI 7 ................................ 190-193
SPN 65582 FMI 12 .............................. 130-131 Complete Fault Code List ............................. 194-196

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5-2 Section 5 - Diagnosis

Cautions and Notices and Special Testing Procedures

Battery Disconnect Caution Electrostatic Discharge Damage
Electronic components used in control systems are
Caution: Before servicing any electrical component,
often designed to carry very low voltage, and are
the ignition key must be in the OFF or LOCK
very susceptible to damage caused by electrostatic
position and all electrical loads must be OFF, unless
discharge. It is possible for less than 100 volts of
instructed otherwise in the procedures. If a tool
static electricity to cause damage to some electronic
or equipment could easily come in contact with a
components. By comparison, it takes as much as
live exposed electrical terminal, also disconnect
4,000 volts for a person to feel the zap of a static
the negative battery cable. Failure to follow these
discharge.
precautions may cause personal injury and/or
There are several ways a person can become
damage to the vehicle or its components.
statically charged. The most common methods of
charging are by friction and by induction. An example
Using Fused Jumper Wires of charging by friction is a person sliding across a
seat, in which a charge of as much as 25,000 volts
Tools Required can build up. Charging by induction occurs when a
J 36169-A Fused Jumper Wire person with well insulated shoes stands near a highly
charged object and momentarily touches ground.
Important: A fused jumper may not protect solid Charges of the same polarity are drained off, leaving
state components from being damaged. the person highly charged with the opposite polarity.
The J 36169-A includes small clamp connectors Static charges of either type can cause damage.
that provide adaptation to most connectors without Therefore, it is important to use care when handling
damage. This fused jumper wire is supplied with and testing electronic components.
a 20-A fuse which may not be suitable for some
circuits. Do not use a fuse with a higher rating than
the fuse that protects the circuit being tested.

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Section 5 - Diagnosis 5-3

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 5-4

Engine Controls Schematics (5.7L - Sensors)

Engine
Control
Module
Map ECT Knock Knock Knock Knock (ECM)
5 Volt Sensor Sensor 1 Sensor 1 Sensor 2 Sensor 2
Reference Signal Return Signal Return Signal

39 J 3 55 J 3 9 J2 8 J2 7 J2 6 J2
BLK WHT BLK WHT
495 497 494 496

Must be Must be
YEL 410 Twisted Twisted
GRY 416 Pair
Pair
B
Engine Coolant Knock Knock
C Temperature Sensor 1 Sensor 2
Manifold Sensor (KS) (KS)
Absolute
Pressure A
(MAP)
A Sensor From From
B
MEFI System Relay MEFI System Relay
BLK /
BLK/ WHT PNK/ PNK/
816
WHT BLK BLK
D D
ECM Wiring (1 of 5)

Heated Heated
LT GRN 432
Oxygen Oxygen
(HO 2) (HO 2)
Sensor A1 Sensor B1
B A C B A C
BLK /

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WHT 817
WHT/ WHT/
BLU BLU
BLU BLK BLU BLK

59 J 3 23 J 3 35 J 3 3 J2 2 J2 68 J2 4 J3 3 J3 15 J3

Map Map Sensor Oxygen Oxygen Oxygen Oxygen Oxygen Oxygen Engine
Sensor Sensor Ground Sensor A1 Sensor A1 Sensor A1 Sensor B1 Sensor B1 Sensor B1 Control
Signal Ground Signal Lo Heater Signal Lo Heater Module
(shared with IAT (ECM)
if applicable)
Section 5 - Diagnosis
 TAN/ 759
WHT

YEL 941 Ground

BLK
DLC
A B C D E F
Section 5 - Diagnosis

Connector

BOAT INTERFACE
HARNESS
Terminal L

Must be
Twisted
Pair

TAN/ 759 BOAT INTERFACE

WHT HARNESS
Terminal K

YEL 941 ORN 440C WHT/ RED WHT/ BLK

3 J1 4 J1 20 J1 803A 53 J3 33 J3 804A

Perfect Master/ Battery Can Hi Can Lo Engine

Pass Slave Control
Module
(ECM)
ECM Wiring (2 of 5)

ECM ECM
Ground Ground

73 J2 73 J3

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BLK 450A BLK 450B

S111
5-5
 5-6

From
Powertrain
Relay

PNK/ PNK/
A BLK D BRN BLK
C A
Ignition Coil
Voltage Driver Ignition
Coil

Ignition Timing
Signal Ground
B C
Coil Wire
BLK

WHT 423 High

Voltage
Switch
ECM Wiring (3 of 5)

1 J2 Spark Plugs
IC Control

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Engine
Control
Module
(ECM)
Section 5 - Diagnosis
 50A Circuit Breaker
RED

GRY

- +
Battery 20A 20A
Fuse Fuse
RED Not Used
A
Fuel Pump 87A 87 Fuel 10A
86
Section 5 - Diagnosis

M Pump Fuse
Relay
B

BLK 30 85
20A
Fuse

ORN
RED
BLK
30 86 Ignition
I Switch S
PNK

MEFI System
Relay
87A 87 85

Not Used

RED
PPL YLW/
PNK/ BLK/
BLK RED RED

86 30 Starter
GRN/ Control
WHT Relay
(Optional)
To Ignition Coil
&
ECM Wiring (4 of 5)

Ignition Module 85 87
YLW/ YLW/
BLK RED
To
Starter
Solenoid
Neutral

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Start
Switch
To Fuel Injectors

BLK

20 J1 28 J2 13 J2 40 J1 13 J1 19 J1 38 J1
B+ MEFI System MEFI System MEFI System Fuel Ignition Load Anticipate Engine
Relay Relay Relay Pump Feed Control
Contact 2 Contact 1 Control Relay Module
Control
(ECM)
5-7
 5-8

From MEFI System Relay

5.7L V-8
Cylinder Firing Order 1 8 4 3 6 5 7 2
S112 S112a Driver Letter A B C D E F GH

RED RED RED RED RED RED RED RED

A A A A A A A A
Fuel Fuel Fuel Fuel Fuel Fuel Fuel Fuel
Injector Injector Injector Injector Injector Injector Injector Injector
Cylinder #1 Cylinder #8 Cylinder #4 Cylinder #3 Cylinder #6 Cylinder #5 Cylinder #7 Cylinder #2
ECM Wiring (5 of 5)

B B B B B B B B

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LT BLU/ LT BLU/ LT GRN/ LT BLU/ LT GRN/ GRN/
GRN 471 BRN 474 LT BLU 472
RED 478 BLK 473 WHT 476 WHT 475 RED 477
Engine
72 J2 48 J2 71 J2 32 J2 52 J2 49 J2 70 J2 16 J2 Control
INJ INJ INJ INJ INJ INJ INJ INJ Module
Driver Driver Driver Driver Driver Driver Driver Driver (ECM)
A B C D E F G H
Section 5 - Diagnosis
 RUN/ START

A B
DIB DIB Dash
Fuse CONN ID Control
15 A DATA DATA
Hi Low J1=24 Module
J2=10 (MMDC-A)
Dash
Guage
Section 5 - Diagnosis

CAN CAN
Hi Low

969A
PPL
CONN ID
MC=16 BLK

19 J1

CAN CAN Engine

CONN ID Control
Hi Low
J1=24 Module
J2=10 (EMC)

EOP CKP VSS FL

Sensor Sensor Sensor Sensor
Signal Signal Signal Signal

ECT
Sensor Low 5 Volt Low 5 Volt Low Low
Signal Reference Reference Reference Reference Reference Reference

5 Volt Low 12 Volt

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55 J3 35 J3 40 J2 60 J2 24 J2 43 J2 63 J2 27 J2 73 J2 73 J3 64 J3 44 J1 9 J1
Reference Reference Reference

691 695 414 901 814 415 1869 815 450A 450B 757
YEL BLK/ GRY LT BLU/ BLK/ GRY DK BLU/ BLK/ BLK BLK GRN/
Dash Wiring Schematics (ECT, EOP, CKP, VSS, & FL)

WHT RED WHT WHT WHT RED

B A B C A A C B B A B C
5-9
 Electronic Throttle Controls
5 - 10

TAC Motor Controls & TPS 1 & 2

Throttle Position (TP) Throttle Position (TP)

Sensor 1 Sensor 2
Signal Signal

TAC Motor TAC Motor 5 Volt Low

Control 1 Control 2 Reference Reference

11 J2 12 J2 64 J2 44 J2 66 J2 29 J2

683
581 582 684 682 687 BLK/
YLW BRN DK GRN GRY DK BLU
WHT

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B A F E D C
ELECTRONIC
OPEN CLOSE THROTTLE
BODY
Electronic Throttle Control (ETC) Wiring (TAC Motor & TPS 1 & 2)

M
Section 5 - Diagnosis
 Electronic Throttle Controls
Pedal Position Sensors 1 & 2
Section 5 - Diagnosis

Pedal Position (PP) Pedal Position (PP)

Sensor 1 Sensor 2
Signal Signal

5 Volt Low 5 Volt Low

Reference Reference Reference Reference

33 J1 47 J1 36 J1 35 J1 49 J1 37 J1

693 694
691 695 BLK/ 692 696 BLK/
GRY BLU GRY GRN
WHT WHT

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A B C F E D
Electronic Throttle Control (ETC) Wiring (PPS 1 & 2)

THROTTLE-SHIFT
CONTROL
(T-SC)
Pedal
Position
(PPS)
Sensor
5 - 11
5 - 12 Section 5 - Diagnosis

J-1 ECM Connector Identification (1 of 2 J-1)

56 55 54 53 52 51 50 49 48 47 46 45 44 43

42 41 40 39 38 37 36 35 34 33 32 31 30 29

28 27 26 25 24 23 22 21 20 19 18 17 16 15

14 13 12 11 10 9 8 7 6 5 4 3 2 1

ECM 56 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J1-1 CRANK REQUEST
J1-2 N/A
J1-3 759 TAN/WHT PERFECT PASS ENABLE
J1-4 941 YEL SLAVE ENGINE SELECT
J1-5 N/A
J1-6 N/A
J1-7 EMERGENCY STOP
J1-8 N/A
J1-9 LOW REFERENCE - FUEL LEVEL SENSOR
J1-10 N/A
J1-11 TROLL MODE
J1-12 MALFUNCTION INDICATOR LAMP
J1-13 465 GRN/WHT FUEL PUMP ENABLE
J1-14 N/A
J1-15 N/A
J1-16 N/A
J1-17 GOVERNOR MODE
J1-18 BOOT MODE
J1-19 969A PURPLE IGNITION FEED
J1-20 440C ORN BATTERY FEED
J1-21 751 PNK/BLU CRUISE INCREMENT UP / ACCELERATE
J1-22 752 PNK/WHT CRUISE SET
J1-23 N/A
J1-24 921B GRY PULLUP FOR TACH
J1-25 921A GRY TACHOMETER
J1-26 TAN STARTER CONTROL HS
J1-27 N/A
J1-28 N/A
J1-29 N/A
J1-30 753A LT GRN CRUISE/SYNC ON/OFF
J1-31 SENSOR RETURN - VSS ANALOG
J1-32 5V REFERENCE - VSS ANALOG

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Section 5 - Diagnosis 5 - 13

J-1 ECM Connector Identification (2 of 2 J-1)

56 55 54 53 52 51 50 49 48 47 46 45 44 43

42 41 40 39 38 37 36 35 34 33 32 31 30 29

28 27 26 25 24 23 22 21 20 19 18 17 16 15

14 13 12 11 10 9 8 7 6 5 4 3 2 1

ECM 56 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J1-33 691 GRY 5V REFERENCE - PEDAL POSITION #1
J1-34 5V REFERENCE - FUEL PRESSURE SENSOR
J1-35 692 GRY 5V REFERENCE - PEDAL POSITION #2
J1-36 693 BLK/WHT LOW REFERENCE - PEDAL POSITION #1
J1-37 694 BLK/WHT LOW REFERENCE - PEDAL POSITION #2
J1-38 906A YLW/BLK LOAD ANTICIPATE 1 (IN GEAR)
J1-39 N/A
J1-40 441 BLK/RED MEFI SYSTEM RELAY ENABLE
J1-41 CHECK GAUGE LAMP
J1-42 N/A
J1-43 N/A
J1-44 FUEL LEVEL SENSOR
J1-45 753B FUEL LEVEL SENSOR #2
J1-46 VSS ANALOG
J1-47 695 BLU PEDAL POSITION SENSOR 1
J1-48 FUEL PRESSURE SENSOR
J1-49 696 GRN PEDAL POSITION SENSOR 2
J1-50 FUEL TEMPERATURE SENSOR
J1-51 GENERAL WARNING 1 LAMP
J1-52 GENERAL WARNING 2 LAMP
J1-53 SPEED BASED OUTPUT
J1-54 BUZZER
J1-55 754 LT GRN/BLK CRUISE STATUS LAMP
J1-56 STARTER CONTROL LS

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5 - 14 Section 5 - Diagnosis

J-2 ECM Connector Identification (1 of 3 J-2)

72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 33

73 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17

16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

ECM 73 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J2-1 423 PPL EST A - IGNITION COIL G - CYLINDER 1
J2-2 WHT/BLU OXYGEN SENSOR A1 LO
J2-3 BLU OXYGEN SENSOR A1 HI
J2-4 OXYGEN SENSOR A2 HI
J2-5 OXYGEN SENSOR A2 LO
J2-6 496 WHT KNOCK SENSOR FLAT RESPONSE#2
J2-7 494 BLK KNOCK SENSOR RETURN #2
J2-8 497 WHT KNOCK SENSOR-FLAT RESPONSE
J2-9 495 BLK KNOCK SENSOR RETURN
J2-10 KNOCK SENSOR SHIELD
J2-11 581 YLW ETC MOTOR OPEN: IAC1 PWM
J2-12 582 BRN ETC MOTOR CLOSE: IAC2 PWM
J2-13 439B PNK/BLK IGNITION 1 VOLTAGE - PINS H IGNITION COILS EVEN &
ODD BANKS
J2-14 RED/BLK CAM PHASE CONTROL W PIN D
J2-15 CAM PHASE CONTROL Y
J2-16 472 LT BLU FUEL INJECTOR H (CYLINDER 2)
J2-17 PPL/WHT EST B - IGNITION COIL G - CYLINDER 8
J2-18 GRN/WHT EST G - IGNITION COIL C - CYLINDER 4
J2-19 BRN EST RETURN #2 - IGNITION COIL EVEN BANK
J2-20 SENSOR RETURN - CAMX
J2-21 SENSOR RETURN - CAMY
J2-22 SENSOR RETURN - CAMZ
J2-23 813 BLK/WHT LOW REFERENCE - CAM SENSOR (DISTRIBUTOR)
J2-24 814 BLK/WHT LOW REFERENCE - ENGINE OIL PRESSURE
J2-25 LOW REFERENCE - LEGR SENSOR
J2-26 KNOCK SENSOR SHIELD #2
J2-27 815 BLK/WHT LOW REFERENCE - CRANK SENSOR
J2-28 439C PNK/BLK IGNITION 1 VOLTAGE
J2-29 683 BLK/WHT LOW REFERENCE - THROTTLE POSITION SENSOR
J2-30 CAM PHASE RETURN X
J2-31 LEGR / CAM PHASE RETURN Z
J2-32 473 LT GRN/BLK FUEL INJECTOR D (CYLINDER 3)

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Section 5 - Diagnosis 5 - 15

J-2 ECM Connector Identification (2 of 3 J-2)

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ECM 73 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J2-33 RED EST C - IGNITION COIL B - CYLINDER 7
J2-34 GRN EST F - IGNITION COIL C - CYLINDER 5
J2-35 BRN EST RETURN - IGNITION COIL E - ODD BANK
J2-36 5V REFERENCE - CAMX (CAMB, CAM 4X)
J2-37 5V REFERENCE - CAMY (CAMC, CAM 4X2)
J2-38 5V REFERENCE - CAMZ (CAMD, CAM 4X3)
J2-39 413 GRY 5V REFERENCE - CAM SENSOR
J2-40 414 GRY 5V REFERENCE - ENGINE OIL PRESSURE
J2-41 5V REFERENCE - LINEAR EGR POSITION
J2-42 SENSOR RETURN - INDUCTION AIR
J2-43 415 GRY 5V REFERENCE - CRANK SENSOR
J2-44 682 GRY 5V REFERENCE - THROTTLE POSITION SENSOR
J2-45 SENSOR RETURN - ENGINE OIL TEMP
J2-46 YLW/BLK CAM PHASE RETURN W - PIN E
J2-47 CAM PHASE RETURN Y
J2-48 478 LT BLU/RED FUEL INJECTOR B (CYLINDER 8)
J2-49 475 LT GRN/WHT FUEL INJECTOR F (CYLINDER 5)
J2-50 CAM PHASE CONTROL X
J2-51 LEGR: CAM PHASE CONTROL Z
J2-52 476 LT BLU/WHT FUEL INJECTOR E (CYLINDER 6)
J2-53 EST D
J2-54 EST E
J2-55 EST H
J2-56 CAMX SENSOR (CAMB, CAM 4X)
J2-57 CAMY SENSOR (CAMC, CAM 4X2)
J2-58 CAMZ SENSOR (CAMD, CAM 4X3)
J2-59 633 BRN/WHT CAM SENSOR SIGNAL (CAMA, CAM 8XPWP)
J2-60 901 LT BLU/RED ENGINE OIL PRESSURE SENSOR SIGNAL
J2-61 756 PNK DASH
J2-62 INDUCTION AIR TEMPERATURE (OR MAT) SENSOR
J2-63 1869 DK BLU/WHT CRANK SENSOR
J2-64 684 DK GRN THROTTLE POSITION SENSOR #1

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5 - 16 Section 5 - Diagnosis

J-2 ECM Connector Identification (3 of 3 J-2)

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J-2 (Continued)
ECM 73 WAY OUTPUT CONNECTOR
ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J2-65 ENGINE OIL TEMPERATURE SENSOR
J2-66 687 DK BLU THROTTLE POSITION SENSOR #2
J2-67 HIGH SPEED MASS AIR FLOW
J2-68 BLK OXYGEN SENSOR A1 HEATER
J2-69 OXYGEN SENSOR A2 HEATER
J2-70 477 GRN/RED FUEL INJECTOR G
J2-71 474 LT BLU/BRN FUEL INJECTOR C
J2-72 471 GRN FUEL INJECTOR A
J2-73 450A BLK POWER GROUND

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5 - 18 Section 5 - Diagnosis

J-3 ECM Connector Identification (1 of 3 J-3)

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16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

ECM 73 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J3-1 CAT TEMPERATURE SENSOR A
J3-2 CAT TEMPERATURE SENSOR B
J3-3 WHT/BLU OXYGEN SENSOR B1 LO
J3-4 BLU OXYGEN SENSOR B1 HI
J3-5 OXYGEN SENSOR B2 HI
J3-6 OXYGEN SENSOR B2 LO
J3-7 N/A
J3-8 LOW OIL LEVEL LAMP
J3-9 N/A
J3-10 CYLINDER DEACTIVATE C
J3-11 CYLINDER DEACTIVATE A
J3-12 GOVENOR PWM OUTPUT (NON-ETC GOVENOR)
J3-13 TRANSMISSION UP-SHIFT
J3-14 N/A
J3-15 BLK OXYGEN SENSOR B1 HEATER
J3-16 TROLL MODE LAMP
J3-17 N/A
J3-18 ENGINE OIL LEVEL LOW SENSOR
J3-19 SENSOR RETURN - CAT TEMP SENSOR A
J3-20 SENSOR RETURN - CAT TEMP SENSOR B
J3-21 SENSOR RETURN - VARIABLE GOVENOR
J3-22 N/A
J3-23 816 BLK/WHT LOW REFERENCE - MANIFOLD ABSOLUTE PRESSURE
J3-24 AUX ANALOG RETURN
J3-25 SENSOR RETURN - GENERAL WARNING 2
J3-26 SENSOR RETURN - GENERAL WARNING 1
J3-27 N/A
J3-28 SENSOR RETURN - DIGITAL VSS
J3-29 N/A
J3-30 N/A
J3-31 N/A
J3-32 N/A

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Section 5 - Diagnosis 5 - 19

J-3 ECM Connector Identification (2 of 3 J-3)

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ECM 73 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J3-33 804A WHT/BLK CAN BUS LO TERMINATED (TO DASH & DLC)
J3-34 N/A
J3-35 817 BLK/WHT LOW REFERENCE - ENGINE COOLANT TEMP SENSOR
J3-36 N/A
J3-37 5V REFERENCE - VARIABLE GOVERNOR
J3-38 N/A
J3-39 416 GRY 5V REFERENCE - MANIFOLD ABOSOLUTE PRESSURE
J3-40 5V REFERENCE - AUX ANALOG
J3-41 5V REFERENCE - GENERAL WARNING 2
J3-42 417 GRY 5V REFERENCE - GENERAL WARNING 1
(TRANSMISSION OVER TEMP SENSOR)
J3-43 N/A
J3-44 5V REFERENCE - DIGITAL VSS
J3-45 LOAD ANTICIPATE 2
J3-46 SHIFT INTERRUPT / TRANSMISSION LOCK LOW
J3-47 N/A
J3-48 CONTROL CANISTER PURGE
J3-49 N/A
J3-50 OXYGEN SENSOR B2 HEATER
J3-51 N/A
J3-52 N/A
J3-53 803A WHT/RED CAN BUS HI TERMINATED (GOES TO DLC-C & DASH K)
J3-54 N/A
J3-55 410 YLW ENGINE COOLANT TEMPERATURE SENSOR SIGNAL
J3-56 N/A
J3-57 755 LT GRN/WHT VARIABLE GOVERNOR (TO DASH-E)
J3-58 N/A
J3-59 432 LT GRN MANIFOLD ABSOLUTE PRESSURE SENSOR SIGNAL
J3-60 AUX ANALOG INPUT
J3-61 933 TAN/BLK GENERAL WARNING 1 (TO TRANS TEMP SENSOR SIGNAL)
J3-62 GENERAL WARNING 2
J3-63 N/A
J3-64 757 GRN/RED DIGITAL VSS (TO DASH-N)

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5 - 20 Section 5 - Diagnosis
J-3 ECM Connector Identification (3 of 3 J-3)

72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

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73 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17

16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

ECM 73 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J3-65 ENGINE OIL PRESSURE SWITCH
J3-66 VR VSS FREQ HI
J3-67 VR VSS FREQ LO
J3-68 CYLINDER DEACTIVATE B
J3-69 CYLINDER DEACTIVATE D
J3-70 N/A
J3-71 N/A
J3-72 N/A
J3-73 450B BLK POWER GROUND #2

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5 - 22 Section 5 - Diagnosis

Scan Tool Data List

Scan Tool Data List:Engine Controls – MEFI5
The Engine Scan Tool Data List contains all engine related parameters that are available on the scan tool. The list is
arranged in alphabetical order. A given parameter may appear in any one of the data lists, and in some cases may appear
more than once, or in more than one data list in order to group certain related parameters together.
Use the Engine Scan Tool Data List only after the following is determined:
• The Diagnostic System Check – Vehicle is completed.
• No diagnostic trouble codes (DTCs)
• On-board diagnostics are functioning properly.
Scan tool values from a properly running engine may be used for comparison with the engine you are diagnosing. The
Engine Scan Tool Data List represents values that would be seen on a normal running engine.

Important: A scan tool that displays faulty data should not be used. The scan tool problem should be reported to the
manufacturer. Use of a faulty scan tool can result in misdiagnosis and unnecessary parts replacement.
Only the parameters listed below are referenced in this service manual for use in diagnosis. If all values are within the
typical range described below, refer to Symptoms - Engine Controls for diagnosis.
The column labeled Data List indicates where a parameter can be located on the scan tool. Refer to the scan tool
operating manual for the exact locations of the data lists. The following is a description of each term listed:

All: The Parameter is in all of the data lists indicated below.

Eng: Engine Data List
EE: Enhanced Evaporative Emission (EVAP) Data
FT: Fuel Trim Data List
H2: Heated Oxygen Sensor (HO2S) Data List
HO2S: Heated Oxygen Sensor (HO2S)
IG: Ignition System Data List
MF: Misfire Data List
OD: Output Driver Data List
TAC: Throttle Actuator Control (TAC) Data List

Scan Tool Parameter Data List Parameter Range/Units Typical Data Values
Engine Idling/Radiator Hose Hot/Closed Throttle/Park/Closed Loop/Accessories OFF
5-Volt Reference 1 Circuit Status EE, Eng, Ign, TAC OK/Fault OK
5-Volt Reference 2 Circuit Status EE, Eng, Ign, TAC OK/Fault OK
5-Volt Reference 1 EE, Eng, Ign, TAC Volts 4.5 V
5-Volt Reference 2 EE, Eng, Ign, TAC Volts 4.5 V
Ambient Air Temperature Eng °C/°F Varies
EE, Eng, FT, HO2S, Ign, MF,
PPS Indicated Angle 0–100% 0
TAC
PP Sensor 1 TAC 0–5.0 Volts 0.4–1.0 Volt
PP Sensor 2 TAC 5.0–0 Volts 4.5–4.1 Volts
PP Sensor 1 TAC 0–100% 0%
PP Sensor 2 TAC 0–100% 0%
PP Sensor 1 and 2 TAC Agree/Disagree Agree
PP Sensor 1 Indicated Position TAC % 0%
PP Sensor 2 Indicated Position TAC % —
PP Sensors TAC % 0%
50–104 kPa/ Varies w/
BARO EE, Eng, FT, HO2S, Ign kPa Altitude
CKP Active Counter Ign 0–250 Counts Varies
CKP Resync Counter Ign Counts 0
CKP Sensor Eng, Ign RPM 500–700 RPM
CMP Active Counter Ign 0–250 Counts Varies

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Section 5 - Diagnosis 5 - 23

CMP Sensor Eng, Ign, MF RPM 1,000–1,400 RPM

Cold Start-Up Eng, EE Yes/No Varies
Cruise Control Active Eng, TAC Active/Inactive Inactive
Cycles of Misfire Data MF 0–100 Counts Varies
OK, Incomplete, Short B+,
Cylinder 1–8 IC Circuit Status OD OK
Short Gnd/Open
OK, Incomplete, Short B+,
Cylinder 1–8 Injector Circuit Status OD OK
Short Gnd/Open
Decel Fuel Cutoff Eng, FT, HO2S Active/Inactive Inactive
Desired Idle Speed EE, Eng, TAC RPM ECM Controlled
OK, Incomplete, Short B+,
EC Ignition Relay Circuit Status OD OK/Incomplete
Short Gnd/Open
EC Ignition Relay Command Eng, TAC On/Off On
EC Ignition Relay Feedback Eng, TAC Volts 2.25–2.95 Volts
ECM Reset EE, Eng, Ign Yes/No No
−39 to +140°C (−38 to
ECT Sensor All +284°F) 88–105°C (190–221°F)

Engine Load All 0–100% 18% @ Idle

21% @ 2500 RPM
Engine Oil Pressure Sensor Eng, MF PSI 30
Engine Oil Pressure Sensor EVAP Volts 1.5
Engine Run Time All Hrs, Min, Sec Varies
Engine Speed All 0–10,000 RPM 500–700 RPM
OK, Incomplete, Short B+,
Engine Speed Circuit Status OD OK
Short Gnd/Open
OK, Incomplete, Short B+,
FC Circuit Status OD OK/Incomplete
Short Gnd/Open
Fuel Level Sensor EE 0–5 Volts 0.7–2.5 Volts
OK, Incomplete, Short B+,
Fuel Pump Relay Circuit Status OD OK/Incomplete
Short Gnd/Open
Fuel Pump Relay Command Eng, FT On/Off ON
Fuel Tank Level Remaining Eng, MF 0–100% Varies
HO2S Bank 1 Sensor 1 EE, Eng, FT, HO2S Millivolts 10–1,000 mV and Varying
HO2S Bank 2 Sensor 1 EE, Eng, FT, HO2S Millivolts 10–1,000 mV and Varying
HO2S BN 1 Sensor 1 Heater HO2S Amps 0.7–0.9 Amps
HO2S BN 2 Sensor 1 Heater HO2S Amps 0.7–0.9 Amps
OK, Incomplete, Short B+,
HO2S BNK 1 Sen 1 Heater Circuit Status OD OK/Incomplete
Short Gnd/Open
OK, Incomplete, Short B+,
HO2S BNK 2 Sen 1 Heater Circuit Status OD OK/Incomplete
Short Gnd/Open
HO2S Bnk 1 Sensor 1 Heater Command HO2S On/Off ON
HO2S Bnk 1 Sensor 1 Heater Command HO2S % 100%
HO2S Bnk 2 Sensor 1 Heater Command HO2S On/Off ON
HO2S Bnk 2 Sensor 1 Heater Command HO2S % 100%
Hot Open Loop CD, FT, HO2S Active/Inactive Inactive
KS Module Status Ign OK/Fault/Incomplete OK/Incomplete
EE, Eng, FT, HO2S, Ign, MF,
MAP Sensor kPa 20–48 kPa
TAC,

MAP Sensor Eng, FT, HO2S, MF, TAC Volts 1.0–2.0 Volts
Varies with Altitude

MIL Circuit Status OK, Incomplete, Short B+,

OD OK/Incomplete
Short Gnd/Open
MIL Command EE, Eng, Ign Off/On Off
MIL Requested by DTC EE, Eng, Ign Yes/No No

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5 - 24 Section 5 - Diagnosis

Misfire Current Cyl. 1–8 MF 0–200 Counts 0

Misfire History Cyl. 1–8 MF 0–65,535 Counts 0
Power Enrichment Eng, FT, HO2S, MF Active/Inactive Inactive
Reduced Engine Power TAC Active/Inactive Inactive
Spark Eng, FT, HO2S, Ign, MF Degrees 10–17°
OK, Incomplete, Short B+,
Starter Relay Circuit Status OD OK/Incomplete
Short Gnd/Open
TAC Forced Engine Shutdown TAC Yes/No No
TAC Motor TAC Enabled/Disabled Enabled
TAC Motor Command TAC 0–100% 15–35%
Total Knock Retard Ign Degrees 0°
Total Misfire MF Counts Varies
TP Desired Angle TAC 0–100% 5.5%
EE, Eng, FT, HO2S, Ign, MF,
TP Indicated Angle 0–100% 5.5%
TAC
TP Sensor 1 TAC 0–5.0 Volts 4.1–4.95 Volts
TP Sensor 1 TAC 0–100% Varies near 5%
TP Sensor 1 Learned Minimum TAC Volts .55
TP Sensor 2 TAC 5.0–0 Volts 0.4–0.85 V
TP Sensor 2 TAC 100–0% Varies near 5%
TP Sensor 2 Learned minimum TAC Volts .55
TP Sensors 1 and 2 TAC Agree/Disagree Agree
TP Sensor 1 Indicated Position TAC % 5%
TP Sensor 2 Indicated Position TAC % 5%
Vacuum Calculated EE, Eng, FT, HO2S kPa/in Hg 59 kPa/16 in Hg
OK, Incomplete, Short B+,
Vehicle Speed Circuit Status OD Short Gnd/Open OK/Incomplete

Vehicle Speed Circuit 2 Status OK, Incomplete, Short B+,

OD OK/Incomplete
Short Gnd/Open
EE, Eng, FT, HO2S, Ign, MF, km/h
Vehicle Speed Sensor 0
TAC mph
Wide Open Throttle TAC Yes/No No

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5 - 26 Section 5 - Diagnosis

Scan Tool Data Definitions

Scan Tool Data Definitions:Engine Controls - 6.0L
The Engine Scan Tool Data Definitions contains a brief description of all engine related parameters available on the
scan tool. The list is in alphabetical order. A given parameter may appear in any one of the data lists. In some cases, the
parameter may appear more than once or in more than one data list in order to group certain related parameters together.
BARO (Gasoline): This parameter displays the barometric pressure as calculated by the control module using the signal
from the manifold absolute pressure (MAP) sensor measured when the ignition is turned on with the engine not running.
The control module will update the barometric pressure during wide-open throttle (WOT) conditions. The scan tool will
display a low value when the barometric pressure is low, and a high value when the barometric pressure is high.
BARO (Gasoline): This parameter displays the voltage signal received by the control module from the manifold absolute
pressure (MAP) sensor measured when the ignition is turned on with the engine not running. The control module will
update the barometric pressure during wide-open throttle (WOT) conditions. The scan tool will display a low value when
the barometric pressure is low, and a high value when the barometric pressure is high.
CMP Sensor - High To Low: This parameter displays the number of times the signal voltage from the camshaft position
(CMP) sensor changes from high to low. The scan tool will display these transitions as counts.
CMP Sensor - Low To High: This parameter displays the number of times the signal voltage from the camshaft position
(CMP) sensor changes from low to high. The scan tool will display these transitions as counts.
Cycles Of Misfire Data: This parameter displays the number of cylinder firing events that were recorded as misfires as
determined by the control module.
Desired IAC Airflow: This parameter displays the desired airflow in the idle air control (IAC) passage as calculated by
the control module.
Desired Idle Speed: This parameter displays the engine idle speed in RPM commanded by the control module. The
control module compensates for various engine loads in order to maintain the desired engine RPM at idle. This parameter
is not valid unless the engine is running.
DTC Set This Ignition: This parameter displays if a diagnostic trouble code (DTC) set during the current ignition cycle.
The scan tool will display YES if a DTC is stored this ignition cycle.
ECT Sensor: This parameter displays the temperature of the engine coolant based on a voltage input from the
engine coolant temperature (ECT) sensor to the control module. The scan tool will display a low value when the coolant
temperature is low and a high value when the coolant temperature is high.
Engine Load: This parameter displays the engine load in percent based on inputs to the control module from various
engine sensors. The scan tool will display a low percentage when the engine is at idle with little or no load. The scan tool
will display a high percentage when the engine is running at a high RPM under a heavy load.
Engine Run Time: This parameter displays the time elapsed since the engine was started. The scan tool will display the
time in hours, minutes and seconds. The engine run time will reset to zero as soon as the engine stops running.
Engine Speed: This parameter displays the speed of the crankshaft as calculated by the control module based on
inputs from the Crankshaft Position (CKP) Sensor. The scan tool will display the engine speed in revolutions per minute
(RPM).
Fuel Level Sensor: This parameter displays the voltage from the signal produced by the sensor used to monitor the
fuel level inside the fuel tank. The scan tool will display a low voltage reading when the fuel level in the tank is low or near
empty. The scan tool will display a high voltage reading when the fuel level in the tank is high or near full.
Generator F-Terminal Signal : This parameter displays the commanded state of the generator by the control module. A
High value indicates a high charging command, and a low value indicates a low charging command.
Generator L-Terminal Signal Command: This parameter displays if the control module is allowing the generator to
operate. The scan tool displays ON if the generator is allowed to operate. The scan tool displays OFF if the control module
is disabling the generator.
HO2S Bank 1 Sensor 1: This parameter displays the voltage from the signal produced by the heated oxygen sensor
used to monitor fuel trim for cylinder bank 1. The scan tool will display a low voltage reading when that cylinder bank is
running lean. The scan tool will display a high voltage reading when that cylinder bank is running rich.
HO2S Bank 1 Sensor 1 Heater Command: This parameter displays the commanded state of the bank 1 sensor 1
heater by the control module. The scan tool will display a higher value as the heater command is increased, and a lower
value if the heater is not commanded ON.
HO2S Bank 1 Sensor 1 Heater Command: This parameter displays the commanded state of the bank 1 sensor 1
heater by the control module. The scan tool will display ON when the heater is commanded ON. The scan tool will display
OFF when the heater is commanded OFF.
HO2S Bank 2 Sensor 1: This parameter displays the voltage from the signal produced by the heated oxygen sensor
used to monitor fuel trim for cylinder bank 2. The scan tool will display a low voltage reading when that cylinder bank is
running lean. The scan tool will display a high voltage reading when that cylinder bank is running rich.

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Section 5 - Diagnosis 5 - 27

HO2S Bank 2 Sensor 1 Heater Command: This parameter displays the commanded state of the bank 2 sensor 1
heater by the control module. The scan tool will display a higher value as the heater command is increased, and a lower
value if the heater is not commanded ON.
HO2S Bank 2 Sensor 1 Heater Command: This parameter displays the commanded state of the bank 2 sensor 1
heater by the control module. The scan tool will display ON when the heater is commanded ON. The scan tool will display
OFF when the heater is commanded OFF.
HO2S Heater Bn 1 Sen. 1: This parameter displays the current through the control module when the bank 1 sensor 1
HO2S heater is commanded ON by the control module. HO2S Heater Bn 1 Sen. 1 is a range of values indicating a low
current when the heater circuit resistance is high to a high current when the heater circuit resistance is low.
HO2S Heater Bn 1 Sen. 1 Circuit Status: This parameter displays the status of the output driver for the HO2S
Heater Bn 1 Sen 1. The scan tool will display OK, Incomplete, Short B+, Short Gnd/Open. The scan tool will display OK/
Incomplete if the circuit is operating correctly. The scan tool will display a fault if there is an open, short to ground, or a
short to voltage on the circuit.
HO2S Heater Bn 2 Sen. 1: This parameter displays the current through the control module when the bank 2 sensor 1
HO2S heater is commanded ON by the control module. HO2S Heater Bn 2 Sen. 1 is a range of values indicating a low
current when the heater circuit resistance is high to a high current when the heater circuit resistance is low.
HO2S Heater Bn 2 Sen. 1 Circuit Status: This parameter displays the status of the output driver for the HO2S
Heater Bn 2 Sen 1. The scan tool will display OK, Incomplete, Short B+, Short Gnd/Open. The scan tool will display OK/
Incomplete if the circuit is operating correctly. The scan tool will display a fault if there is an open, short to ground, or a
short to voltage on the circuit.
Hot Open Loop: This parameter indicates the status of the fuel delivery system. The scan tool will display Active if the
fuel system is running in Open Loop due to a temperature concern. The scan tool will display Inactive if the fuel system is
operating normally.
IAC Position: This parameter displays the position of the Idle Air Control (IAC) motor pintle as commanded by the
control module. The scan tool will display a high count for a higher idle speed command, and a low count for a lower idle
speed command.
IAT Sensor: This parameter displays the temperature of the intake air calculated by the control module based on the
input from the intake air temperature (IAT). The scan tool will display a low value for a low intake air temperature, and a
high value for a high intake air temperature.
Ignition 1 Signal: This parameter displays the voltage measured at the ignition 1 circuit of the control module. Voltage is
applied to the control module when the ignition switch is in the ignition 1 position. The scan tool will display a higher value
with a higher system voltage, and a lower value with a lower system voltage.
Injector PWM Bank 1 Average: The scan tool displays in milliseconds. This parameter is the average time the control
module turns on each fuel injector on that bank. The scan tool will display a higher value with a longer pulse width, or a
lower value with a shorter pulse width.
Injector PWM Bank 2 Average: The scan tool displays in milliseconds. This parameter is the average time the control
module turns on each fuel injector on that bank. The scan tool will display a higher value with a longer pulse width, or a
lower value with a shorter pulse width.
Knock Retard: The scan tool displays in °. This parameter indicates the amount of timing retard commanded by the
control module. The scan tool will display a lower value if no knock is detected and a higher value as more knock is
detected and the control module retards the ignition timing.
MAP Sensor: The scan tool displays kPa. This parameter displays the pressure inside of the intake manifold as
calculated by the control module based on the input from the MAP sensor. The scan tool will display a high value at
cruising speed or wide open throttle (WOT). The scan tool will display a low value at idle speed.
MAP Sensor: This parameter displays the voltage signal from the MAP sensor to the control module. The scan tool will
display a high value at cruising speed or wide open throttle (WOT). The scan tool will display a low vale at idle speed.
MIL Command: This parameter displays the commanded state of the malfunction indicator lamp (MIL) control circuit.
The malfunction indicator lamp should be on when the scan tool indicates the MIL Command is On. The malfunction
indicator lamp should be off when the scan tool indicates the MIL Command is Off. The control module will command the
MIL On when the ignition is ON with the engine OFF in order to perform a bulb check.
Misfire Current Cyl. #1-8: The scan tool will display in counts. This parameter indicates the number of cylinder firing
events detected as possible misfires on each cylinder during the last 200 crankshaft revolutions as calculated by the
control module. The scan tool will display a low number for a low number of cylinder misfire events. The scan tool will
display a high number for a high number of cylinder misfire events.
Misfire History Cyl. #1-8: The scan tool displays in counts. This parameter displays the total level of cylinder misfires
that have been calculated for each cylinder by the control module. This parameter will not update or show activity until a
misfire DTC has become active. The misfire history counters will update every 200 cylinder firing events.
Not Run Counter: The scan tool displays the number of times a DTC diagnostic has not reached the predetermined

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5 - 28 Section 5 - Diagnosis
criteria in order to run since the first DTC run failure.
Pass Counter: The scan tool displays the number of times a DTC has run and passed.
Reduced Engine Power: The scan tool displays Active or Inactive. The scan tool displays Active when the control
module receives a signal from the throttle actuator control (TAC) module that a TAC system fault is occurring. The scan
tool displays inactive when the engine is operating normally.
Spark: This parameter is the desired spark advance calculated by the control module based on many sensor inputs. The
scan tool will display a lower value at idle speed, and a higher value under heavy acceleration and load conditions.
Start Up ECT: This parameter indicates the engine coolant temperature at startup, as calculated by the control module
based on the input from the engine coolant temperature sensor. The scan tool will display a higher value at higher engine
startup temperatures, and a lower value at lower startup temperatures.
TP Sensor: This parameter displays the voltage signal sent to the control module from the sensor used to monitor the
position of the throttle plates. The scan tool will display a low voltage when the throttle plates are at rest. The scan tool will
display a high voltage when the throttle plates are fully open.
TP Sensor: This parameter displays the angle of the throttle position (TP) sensor in percent. This information is
calculated by the control module using the signal from the throttle position sensor. The scan tool will display a low
percentage when the throttle plates are closed. The scan tool will display a high percentage when the throttle plates are
fully open.
Vehicle Speed Sensor: This parameter indicates the vehicle speed calculated by the control module based on an input
from the vehicle speed sensor (VSS). the scan tool will display a high value at higher vehicle speeds, and a low value at
lower vehicle speeds.

Scan Tool Output Controls

Scan Tool Output Controls: Engine Controls – MEFI 5

Scan Tool Additional Menu

Output Control Selection(s) Description
Enables the engine control module (ECM) to learn the variations in the crankshaft
position (CKP) system. The ECM will learn the variations once the following
conditions are met:
Crankshaft
Position Variation —
• Engine coolant temperature (ECT) is more than a specified value.
Learn • All instructions on the scan tool have been completed.
• The accelerator pedal is smoothly applied until the fuel cut-OFF, as specified on
the scan tool, is achieved, and then immediately released.
The ECM learns the variation values on the deceleration from fuel cut-OFF.
Enables/Disables a cylinder by turning OFF the fuel injector to the cylinder. The fuel
injector is normally enabled. The ECM disables the fuel injector when the following
conditions are met:
Cylinder Power Fuel System • All instruction on the scan tool are completed
Balance
• Stabilized engine speed
• The fuel injector is selected
When Disable is selected the PCM turns the injector OFF for 30 seconds. During this
period, the engine operates with a misfire.
Enables or disables the Engine Controls Ignition Relay. The scan tool will command
Engine Controls Engine Output Controls the engine controller to turn the relay ON or OFF. The normal commanded state is
Ignition Relay ON.
Activates the throttle activation control (TAC) system to change engine RPM. The
normal commanded state is None. To enable the RPM control, all instruction on the
Engine Speed scan tool must be completed. The system will increase or decrease the RPM within a
TAC System
Control range of 350–2000 RPM. The set step value changes the RPM by increments of 25
RPM, 100 RPM, and 500 RPM. The system remains in the commanded state until
cancelled by the scan tool.
Enables the fuel injector in order to verify proper fuel injector flow. The ECM will pulse
the selected injector when the following conditions are met:
Fuel Injector Fuel System
• All instruction on the scan tool completed
Balance • Fuel injector selected
• Key ON, engine OFF
The selected fuel injector can only be flowed/pulsed once per ignition cycle.

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Section 5 - Diagnosis 5 - 29

Controls the fuel pump relay. The normal commanded state is None. When
Engine Output Controls/ commanded ON/OFF, the ECM turns the fuel pump ON/OFF. If the engine is running,
Fuel Pump Fuel Pump and the fuel pump is commanded OFF, the engine will stall. The system remains in
the commanded state until cancelled by the scan tool.
HO2S Bnk 1 Engine Output Controls/ Commands HO2S heater ON, 0–100 percent in 10-percent increments while the
Sensor 1 Heater Heated Oxygen Sensors engine is running.
HO2S Bnk 2 Engine Output Controls/ Commands HO2S heater ON, 0–100 percent in 10-percent increments while the
Sensor 1 Heater Heated Oxygen Sensors engine is running
Controls the malfunction indicator lamp (MIL). The commanded states include None,
Malfunction Engine Output Controls ON, and OFF. When commanded ON or OFF, the system remains in the commanded
Indicator Lamp state until cancelled by the scan tool.
Graphs the accumulated misfires occurring in each cylinder. The scan tool allows for
Misfire Graphic — a reset of the misfire graph.
Controls the amount of spark retard. The scan tool will command an increase or
Engine Output Controls/ decrease in the amount of spark retard in 1-degree increments, within a range of
Spark Retard Spark Control 1–10 degrees. The degrees of spark retard will remain in the commanded state until
cancelled by the scan tool. The normal commanded states is NONE.
TAC System/Throttle Operates TAC motor in 10-percent increments to open or close the throttle blade. The
Throttle Position Blade Control test operates during key ON, engine OFF.

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5 - 30 Section 5 - Diagnosis

Small Connector Pin Outs

Camshaft Position (CMP) Sensor Crankshaft Position (CKP) Sensor

Connector Part • 12110293 Connector Part • 12129946

Information • 3-Way F Metri-Pack Information • 3-Way F Metri-Pack
150 Series Sealed 150 Series Sealed
Wire Circuit Wire Circuit
Pin Color No. Function Pin Color No. Function
A BLK/WHT 813 5 V Return A GRY 415 Sensor 5 V Reference
B BRN/WHT 633 CMP Sensor Signal B BLK/WHT 815 Sensor 5 V Return
C GRY 413 Sensor 5 V Reference C DK BLU 1869 CKP Sensor Signal

Ignition Coil Connector Engine Oil Pressure (EOP) Sensor

Connector Part • — Connector Part • 12078090

Information • 3-Way F Metri-Pack Information • 3-Way F Metri-Pack
150 Series Sealed 150 Series Sealed
Wire Circuit Function Wire Circuit Function
Pin Color No. From ECM system Relay Pin Color No. From ECM system Relay
A PNK/BLK 439B & C Low Reference A BLK/WHT 814 Low Reference
B — — Unused B GRY 414 Sensor 5 V Return
C BRN N/A To Ign. Control Mod. Term. D C LT BLU/RED 901 EOP Sensor Signal
Coil Driver

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Section 5 - Diagnosis 5 - 31

Ignition Coil Driver Module Connector Knock Sensor, - Odd

Connector Part • 12162144 Connector Part • 15355362

Information • 4-Way F Metri-Pack Information • 1-Way F Metri-Pack
150 Series Sealed (BLK) 150 Series Sealed (NAT)
Wire Circuit Function Wire Circuit
Pin Color No. From ECM Relay Pin Color No. Function
A PNK/BLK 439B & C Ignition Voltage A WHT 497 KS 2 Signal
B WHT 423 Ignition Timing Signal B BLK 495 KS 2 Ground
C BLK N/A IC Module Ground
D BRN N/A Coil Driver

Manifold Absolute Pressure (MAP) Sensor Knock Sensor, - Even

Connector Part • 12129946 Connector Part • 15355362

Information • 3-Way F Metri-Pack Information • 1-Way F Metri-Pack
150 Series Sealed (GRY) 150 Series Sealed (NAT)
Wire Circuit Wire Circuit
Pin Color No. Function Pin Color No. Function
A BLK 816 Low Reference A WHT 496 KS 2 Signal
B LT GRN 432 MAP Sensor Signal B BLK 494 KS 2 Ground
C GRY 416 5 Volt Reference

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 A BK 2755 Low Reference

B GY 2705 5-Volt Reference

5 - 32 Section 5 -Sensor
Oil Pressure Diagnosis
C TN/WH 331
Signal
Throttle-Shift Control to ECM Electronic Throttle Body (TAC Motor & TPS 1 & 2

Graphic -

1468494

• 12162261  15355297
Connector Part
• 6 - Way F Metri-Pack Connector
Connector Part
Part • 15355297
Information Information
Information
 • 6-Way
6-WayFFGT
GT150
150Series
Series
150.2 Series Pull to Seat (BLK)
Sealed Sealed
(BK) (BLK)
Wire Circuit
Wire
Wire Circuit
Circuit
Pin Color No. Function Pin Color No. Function
Pin Color No. Function
B BLK/WHT 694 Low Reference-PPS 2
AA BRN
BN ETC
582582 TAC Motor Motor– Close
Control 2
C GRN 696 Signal-PPS 2
D GRY 692 5V Reference-PPS 2 BB YLW
YE 581581 TAC MotorETC Motor– 1Open
Control
C BLK/WHT 683 Low Reference-TPS
F BLU 695 Signal-PPS 1 C TN/WH 1704 Low Reference
D DK BLU 687 Signal-TPS 2
G GRY 691 5V Reference-PPS 1
DE D-GN
DK GRN 485682 TP Sensor1 Signal
5V Reference-TPS
J BLK/WHT 693 Low Reference-PPS 1
EF BLK/WHT
L-BU/BK 1688684 5-Volt Reference
Signal-TPS 1

F PU 486 TP Sensor2 Signal

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Section 5 - Diagnosis 5 - 33

Heated Oxygen Sensor (HO2S) Bank 1 Sensor 1

Connector Part Information

• 12160825
• 4-Way F Metri-Pack 150 Series Sealed (BK)
Pin Wire Color Circuit No. Function
A WHT/BLU 1664 HO2S Heater Low Control – Bank 1 Sensor 1
B BLU 1665 HO2S High Signal – Bank 1 Sensor 1
C BLK 3113 HO2S Heater Low Control – Bank 1 Sensor 1
D PNK/BLK 5293 Ignition - 1 Voltage

Heated Oxygen Sensor (HO2S) Bank 2 Sensor 1

Connector Part Information

• 12160825
• 4-Way F Metri-Pack 150 Series Sealed (BK)
Pin Wire Color Circuit No. Function
A WHT/BLU 1667 HO2S Low Signal – Bank 2 Sensor 1
B BLU 1666 HO2S High Signal – Bank 2 Sensor 1
C BLK 3212 HO2S Heater Low Control – Bank 2 Sensor 1
D PNK/BLK 5293 Ignition 1 Voltage

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5 - 34 Section 5 - Diagnosis

Fuel Injector #1 Fuel Injector #2

Connector Part • 12129140 Connector Part • 12129140

Information • 2-Way F Metri-Pack 280.1 Information • 2-Way F Metri-Pack 280.1
P2S (BLK) P2S (BLK)
Wire Circuit Wire Circuit
Pin Color No. Function Pin Color No. Function
A RED N/A Ignition Voltage A RED N/A Ignition Voltage
B GRN 471 Fuel Injector 1 Control B LT BLU 472 Fuel Injector 2 Control

Fuel Injector #3 Fuel Injector #4

Connector Part • 12129140 Connector Part • 12129140

Information • 2-Way F Metri-Pack 280.1 Information • 2-Way F Metri-Pack 280.1
P2S (BLK) P2S (BLK)
Wire Circuit Wire Circuit
Pin Color No. Function Pin Color No. Function
A RED N/A Ignition Voltage A RED N/A Ignition Voltage
B LT GRN/BLK 473 Fuel Injector 3 Control B LT BLU/BRN 474 Fuel Injector 4 Control

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Section 5 - Diagnosis 5 - 35
Fuel Injector #5 Fuel Injector #6

• 12129140 Connector Part • 12129140

Connector Part • 2-Way F Metri-Pack 280.1
• 2-Way F Metri-Pack 280.1 Information
Information P2S (BLK)
P2S (BLK)
Wire Circuit Wire Circuit
Pin Color No. Function Pin Color No. Function
A RED N/A Ignition Voltage A RED N/A Ignition Voltage
B LT GRN/WHT 475 Fuel Injector 5 Control B LT BLU/WHT 476 Fuel Injector 6 Control

Fuel Injector #7 Fuel Injector #8

• 12129140 Connector Part • 12129140

Connector Part
• 2-Way F Metri-Pack 280.1 Information • 2-Way F Metri-Pack 280.1
Information
P2S (BLK) P2S (BLK)
Wire Circuit Wire Circuit
Pin Color No. Function Pin Color No. Function
A RED N/A Ignition Voltage A RED N/A Ignition Voltage
B GRN/RED 477 Fuel Injector 7 Control B LT BLU/RED 478 Fuel Injector 8 Control

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5 - 36 Section 5 - Diagnosis

Logged Warnings Clearing Diagnostic Trouble Codes - Scan

These warnings will be displayed following the Diagnostic 1. Install scan tool.
Trouble Codes. They can be cleared the same as the trouble 2. Start engine.
codes. Unlike other trouble codes, these warnings cannot
3. Select “Clear DTC’s” function.
distinguish the specific DTC based on flash counts through
the MIL light. 4. Clear DTC’s.
5. Turn ignition “OFF” for at least 20 seconds.
Description 6. Turn ignition “ON” and read DTC’s. If DTC’s are still present,
check “Notice” below and repeat procedure following from
Overheat
step 2.
Low Oil Pressure / Catalyst Temperature
NOTICE: In order to clear DTC’s, with or without the use of a
Low System Voltage scan tool, the ignition must be cycled to the “OFF” position.
Low Oil Level
General Warning 1 (J1-19)
General Warning 2 (J1-4)
Low Fuel Pressure
Stop Engine Warning

Clearing Diagnostic Trouble Codes - Non Scan

1. Install Diagnostic Trouble Code (DTC) tool.
2. Ignition “ON,” engine “OFF.”
3. Switch DTC tool to “service mode” or “ON.”
4. Move the throttle from 0% (idle) to 100% (WOT) and back
to 0%.
5. Switch DTC tool to “normal mode” or “OFF.” (If this step is
not performed, the engine may not start and run).
6. Turn ignition “OFF” for at least 20 seconds.
7. Ignition “ON,” engine “OFF.”
8. Switch DTC tool to “service mode” or “ON” and verify DTC
12 only. Remove DTC tool.
9. If original DTC’s are still present, check “Notice” below and
repeat the DTC clearing procedure.
10. If new DTC’s are displayed, perform the “On-Board
Diagnostic” (OBD) system check.

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5 - 38 Section 5 - Diagnosis

Diagnostic Information and

Procedures
A Diagnostic Starting Point - Engine Controls Test Description
Begin the system diagnosis with A Diagnostic System Check- Number(s) below refer to the Step number(s) on the Diagnostic
Engine Controls. The Diagnostic System Check will provide the Table:
following information: 1. The MIL should be ON steady with the ignition ON, engine
• The ability of the control module to communicate OFF. If not, the No Malfunction Indicator Lamp Test
through the serial data circuit. Procedure should be used to isolate the malfunction.
3. Checks the serial data circuit and ensures that the ECM is
• The identification of any stored Diagnostic Trouble able to transmit serial data.
Codes (DTCs) and Logged Warnings.
5. If the engine will not start, the Engine Cranks But Will Not
The use of the Diagnostic System Check will identify the correct
Run diagnostic procedure should be used to diagnose the
procedure for diagnosing the system.
condition.
8. A scan tool parameter which is not within the typical
A Diagnostic System Check - Engine Controls range may help to isolate the area which is causing the
problem.
Description
The Diagnostic System Check is an organized approach
to identifying a condition that is created by a malfunction
in the electronic engine control system. The Diagnostic
System Check must be the starting point for any
driveability concern. This procedure directs the service
technician to the next logical step in order to diagnose the
concern. Understanding and correctly using the diagnostic
table reduces diagnostic time and prevents unnecessary
replacement of parts.

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Section 5 - Diagnosis 5 - 39

On-Board Diagnostic (OBD) System Check - Scan

Step Action Value Yes No
Important:
• Only perform this diagnostic if there is a
driveability concern, unless another procedure directs
you to this diagnostic.
• Before you proceed with diagnosis, search for
applicable service bulletins.
• Unless a diagnostic procedure instructs you, DO NOT
clear the DTC’s.
1
• If there is a condition with the starting system, repair
that first.
• Ensure the battery has a full charge.
• Ensure the battery cables are clean and tight.
• Ensure the ECM grounds are clean, tight and in the
correct location. Go to Data
Install a scan tool. Link Connector
Does the scan tool turn ON? — Go to Step 2 Diagnosis

Go to Engine
2 Attempt to start the engine. Cranks but
Does the engine start and idle? — Go to Step 3 Does Not Run

Select the DTC display function on the scan tool. Go to Applicable

3 Does the scan tool display DTCs? — DTC Table Go to Step 4

1. Review the following symptoms.

2. Refer to the applicable symptom diagnostic table.
• Hard Start
• Surges/Chuggles
• Lack of Power, Sluggishness or Sponginess
• Detonation/Spark Knock
4 • Hesitation, Sag or Stumble
• Cuts Out, Misses
• Poor Fuel Economy
• Rough, Unstable or Incorrect Idle and Stalling
• Dieseling, Run-On Go to
• Backfire Intermittent
Did you find and correct the condition? — Verify Repair Conditions
Section 7

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5 - 40 Section 5 - Diagnosis

50A Circuit Breaker

10A
20A Fuse
- + Fuse
Battery
20A
Fuse
Ignition
Switch

20A
Fuse
86 30 Starter
Control
Relay
30 86 30 85 CAN Lines
To Digital
MEFI Fuel Instrumentation
System 85 87 Package (If Equipped)
Pump
Relay Relay
From
87A 87 85 87A 87 86 To Ignition
Starter Switch
Solenoid
Not Used Not Used

To Ignition Coil A
Neutral
& Fuel Start
Ignition Module M Pump Switch

To Fuel Injectors B

20 J1 28 J2 13 J2 40 J1 13 J1 38 J1 8 J3 16 J3 52 J1 55 J1 51 J1 12 J1 41 J1 54 J1

B+ MEFI MEFI MEFI Fuel Load Anticipate Oil Troll General Governer General Malfunction Check Buzzer Engine
System System System Pump Level Lamp Warning Status Warning Indicator Gauges Control
Relay Relay Relay Relay Lamp 2 Lamp Lamp 1 Lamp Lamp Module
Contact 2 Contact 1 Control Control
(ECM)

Malfunction Indicator Lamp (MIL) Diagnosis

Circuit Description
Use a properly functioning scan tool with the diagnostic 9. A no start condition occurs when the fuse(s) for the
tables in this section. DO NOT clear the DTC’s unless battery or ignition feed circuits is open. The MIL is
directed by a diagnostic procedure. Clearing the DTC’s inoperative when the battery and ignition feed circuit
may also clear valuable diagnostic information. fuses open. Inspect the circuits for being grounded
Test Description when either of these fuses open.
Number(s) below refer to the step number(s) on the 12. The scan tool does not communicate when the serial
diagnostic table: data circuit from the ECM to the DLC is open.
3. An engine that just cranks and does not attempt to 14. If the test lamp does not illuminate for a circuit,
start indicates that the ECM is not powered-up. inspect the fuse for being open. If the fuse is open,
inspect the circuit for a short to ground.
5. This step is checking for a B+ supply to the Data
Link Connector (DLC). 15. Inspect for an open ground circuit.
6. A ground must be available for the scan tool to 16. Inspect for an open fuse that supplies the DLC. If the
function properly. fuse is open, repair the grounded circuit.

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Section 5 - Diagnosis 5 - 41

Malfunction Indicator Lamp (MIL) Diagnosis

Step Action Value Yes No
Did you perfom the On-Board Diagnostic (OBD) System Go to OBD
1
Check? — Go to Step 2 System Check

Important: This table assumes that the scan tool you are
using is functional.
1. Turn ON the ignition leaving the engine OFF.
2 2. Connect the scan tool to the Data Link Connector
(DLC).
Does the scan tool power-up? — Go to Step 3 Go to Step 5
3 Does the engine start and continue to operate? — Go to Step 6 Go to Step 4
4 Does the engine start and stall? — Go to Step 12 Go to Step 9

1. Disconnect the scan tool from the DLC.

2. Turn ON the ignition leaving the engine OFF.
5 3. Probe the DLC terminal A using a test lamp
J 34142-B connected to the battery ground.
Is the test lamp illuminated? — Go to Step 6 Go to Step 16

Probe the DLC terminal B using a test lamp J 34142-B

6 connected to B+.
Is the test lamp illuminated? — Go to Step 7 Go to Step 8
Inspect the scan tool connections at the DLC. Also inspect
7 the terminals for proper terminal tension at the DLC. Go to OBD
Did you find and repair the condition? — System Check Go to Step 12

Repair the open ground circuit to the DLC terminal B. Go to OBD

8
Is the action complete? — System Check —

1. Turn OFF the ignition.

2. Disconnect the ECM connector J1.
3. Turn ON the ignition leaving the engine OFF.
4. Probe the ECM battery and the ECM ignition feed
9 circuits (J1-20 and J1-19) in the ECM harness
connector using a test lamp J 34142-B connected to
a battery ground.
Does the test lamp illuminate for each circuit? — Go to Step 10 Go to Step 14
1. Turn OFF the ignition.
2. Disconnect the ECM connectors J2 & J3.
3. Measure the resistance between the battery ground
10 and the ECM ground circuits (J2-73 and J3-73)
in the ECM harness connectors using a DMM J 39200.
Does the DMM display between the specified range on
each circuit? 0-2 ohms Go to Step 11 Go to Step 15
Inspect the ECM for proper connections. Go to OBD
11
Did you find and correct the condition? — System Check Go to Step 13

Inspect the serial data circuit for being open, shorted or a

12 poor connection at the ECM. Go to OBD
Did you find and repair the condition? — System Check Go to Step 13

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5 - 42 Section 5 - Diagnosis

Malfunction Indicator Lamp (MIL) Diagnosis

Step Action Value Yes No
Go to OBD
13
Check? — Go to Step System Check

1. Turn ON the ignition leaving the engine OFF.

14 2. Connect the scan tool to the Data Link Connector
(DLC).
Does the scan tool power-up? — Go to Step Go to Step
15 Does the engine start and continue to operate? — Go to Step Go to Step
16 Inspect the Battery fuse.
Is the fuse good? — Go to Step Go to Step

1. Disconnect the scan tool from the DLC.

2. Turn ON the ignition leaving the engine OFF.
5 3. Probe the DLC terminal A using a test lamp
J 34142-B connected to the battery ground.
Is the test lamp illuminated? — Go to Step Go to Step

Probe the DLC terminal B using a test lamp J 34142-B

6 connected to B+.
Is the test lamp illuminated? — Go to Step Go to Step
Inspect the scan tool connections at the DLC. Also inspect
7 the terminals for proper terminal tension at the DLC. Go to OBD
Did you find and repair the condition? — System Check Go to Step

Repair the open ground circuit to the DLC terminal B. Go to OBD

8
Is the action complete? — System Check —

1. Turn OFF the ignition.

2. Disconnect the ECM connector J1.
3. Turn ON the ignition leaving the engine OFF.
4. Probe the ECM battery and the ECM ignition feed
9 circuits (J1-20 and J1-19) in the ECM harness
connector using a test lamp J 34142-B connected to
a battery ground.
Does the test lamp illuminate for each circuit? — Go to Step 10 Go to Step 14
1. Turn OFF the ignition.
2. Disconnect the ECM connectors J2 & J3.
3. Measure the resistance between the battery ground
10 and the ECM ground circuits (J2-73 and J3-73)
in the ECM harness connectors using a DMM J 39200.
Does the DMM display between the specified range on
each circuit? 0-2 ohms Go to Step 11 Go to Step 15
Inspect the ECM for proper connections. Go to OBD
11
Did you find and correct the condition? — System Check Go to Step 13

Inspect the serial data circuit for being open, shorted or a

12 poor connection at the ECM. Go to OBD
Did you find and repair the condition? — System Check Go to Step 13

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5 - 44 Section 5 - Diagnosis

TAN/ 759
WHT

YEL 941 Ground

BLK
DLC
A B C D E F
Connector

BOAT INTERFACE
HARNESS
Terminal L

Must be
Twisted
Pair

TAN/ 759 BOAT INTERFACE

WHT HARNESS
Terminal K

YEL 941 ORN 440C WHT/ RED WHT/ BLK

3 J1 4 J1 20 J1 803A 53 J3 33 J3 804A

Perfect Master/ Battery Can Hi Can Lo Engine

Pass Slave Control
(If Equipped) Module
(ECM)
ECM ECM
Ground Ground

73 J2 73 J3

BLK 450A BLK 450B

S111

Data Link Connector Diagnosis

Circuit Description
Use a properly functioning scan tool with the diagnostic 9. A no start condition occurs when the fuse(s) for the
tables in this section. DO NOT clear the DTC’s unless battery or ignition feed circuits is open. The MIL is
directed by a diagnostic procedure. Clearing the DTC’s inoperative when the battery and ignition feed circuit
may also clear valuable diagnostic information. fuses open. Inspect the circuits for being grounded
Test Description when either of these fuses open.
Number(s) below refer to the step number(s) on the 12. The scan tool does not communicate when the serial
diagnostic table: data circuit from the ECM to the DLC is open.
3. An engine that just cranks and does not attempt to 14. If the test lamp does not illuminate for a circuit,
start indicates that the ECM is not powered-up. inspect the fuse for being open. If the fuse is open,
inspect the circuit for a short to ground.
5. This step is checking for a B+ supply to the Data
Link Connector (DLC). 15. Inspect for an open ground circuit.
6. A ground must be available for the scan tool to 16. Inspect for an open fuse that supplies the DLC. If the
function properly. fuse is open, repair the grounded circuit.

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Section 5 - Diagnosis 5 - 45

Data Link Connector Diagnosis

Step Action Value Yes No
Did you perfom the On-Board Diagnostic (OBD) System Go to OBD
1
Check? — Go to Step 2 System Check

Important: This table assumes that the scan tool you are
using is functional.
1. Turn ON the ignition leaving the engine OFF.
2 2. Connect the scan tool to the Data Link Connector
(DLC).
Does the scan tool power-up? — Go to Step 3 Go to Step 5
3 Does the engine start and continue to operate? — Go to Step 6 Go to Step 4
4 Does the engine start and stall? — Go to Step 12 Go to Step 9

1. Disconnect the scan tool from the DLC.

2. Turn ON the ignition leaving the engine OFF.
5 3. Probe the DLC terminal A using a test lamp
J 34142-B connected to the battery ground.
Is the test lamp illuminated? — Go to Step 6 Go to Step 16

Probe the DLC terminal B using a test lamp J 34142-B

6 connected to B+.
Is the test lamp illuminated? — Go to Step 7 Go to Step 8
Inspect the scan tool connections at the DLC. Also inspect
7 the terminals for proper terminal tension at the DLC. Go to OBD
Did you find and repair the condition? — System Check Go to Step 12

Repair the open ground circuit to the DLC terminal B. Go to OBD

8
Is the action complete? — System Check —

1. Turn OFF the ignition.

2. Disconnect the ECM connector J1.
3. Turn ON the ignition leaving the engine OFF.
4. Probe the ECM battery and the ECM ignition feed
9 circuits (J1-20 and J1-19) in the ECM harness
connector using a test lamp J 34142-B connected to
a battery ground.
Does the test lamp illuminate for each circuit? — Go to Step 10 Go to Step 14
1. Turn OFF the ignition.
2. Disconnect the ECM connectors J2 and J3.
3. Measure the resistance between the battery ground
10 and the ECM ground circuits (J2-73 and J3-73)
in the ECM harness connectors using a DMM J 39200.
Does the DMM display between the specified range on
each circuit? 0-2 ohms Go to Step 11 Go to Step 15
Inspect the ECM for proper connections. Go to OBD
11
Did you find and correct the condition? — System Check Go to Step 13

Inspect the serial data circuit for being open, shorted or a

12 poor connection at the ECM. Go to OBD
Did you find and repair the condition? — System Check Go to Step 13

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5 - 46 Section 5 - Diagnosis

Data Link Connector Diagnosis (cont’d)

Step Action Value Yes No

Replace the ECM. Go to OBD
13
Is action complete? — System Check —

Repair the circuit that did not illuminate the test lamp. Go to OBD
14 Is action complete? — System Check —

Repair the faulty ECM ground circuit(s). Go to OBD

15 Is action complete? — System Check —

Repair the faulty B+ supply circuit. Go to OBD

16
Is action complete? — System Check —

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5 - 48 Section 5 - Diagnosis

From
Powertrain
Relay

PNK/ PNK/
A BLK D BRN BLK
C A
Ignition Coil
Voltage Driver Ignition
Coil

Ignition Timing
Signal Ground
B C
Coil Wire
BLK

WHT 423 High

Voltage
Switch

1 J2 Spark Plugs
IC Control
Engine
Control
Module
(ECM)

Engine Cranks But Does Not Run

Circuit Description
The Engine Cranks but Does Not Run diagnostic table 6. The Crankshaft Position sensor is located on the
assumes that battery condition and engine cranking speed front of the engine, behind the harmonic balancer,
are OK. If the battery condition and the cranking speed are mounted on the timing cover.
not OK, refer to those conditions first. Make sure that there 7. The Camshaft Position sensor is located in the High
is adequate fuel in the fuel tank(s). Voltage Switch (HVS) distributor assembly.
Test Description 8. The ignition feed circuit for the Camshaft and
Number(s) below refer to the step number(s) on the Crankshaft Position sensors is internally connected
diagnostic table: within the ECM. A short to ground on either circuit
will cause a no start condition.
4. It may be necessary to connect a battery charger to
the battery for this step. If the battery state of charge 10. You may need to get close to the fuel pump in order
is low, the scan tool may reset during the cranking to hear if the fuel pump is operating.
test. 12. At this point, the engine should start. Refer to Hard
5. This step tests the system relay for proper operation. Start Symptom for further diagnosis.
The system relay supplies voltage to the injectors
and the ignition coils. When the system relay is not
operating properly, a no start condition occurs. If
the test lamp does not illuminate, this indicates the
system relay is not supplying a voltage to the fuses.

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Section 5 - Diagnosis 5 - 49

Engine Cranks but Does Not Run

Step Action Value Yes No

Did you perfom the On-Board Diagnostic (OBD) System Go to OBD
1
Check? — Go to Step 2 System Check

Important: Refer to the applicable DTC table if any of the

following DTC’s are set: SPN 65541 FMI 5.
2 Monitor the engine speed while cranking the engine.
Is engine RPM indicated on the scan tool? — Go to Step 3 Go to Step 4
1. Turn ON the ignition leaving the engine OFF.
2. Probe both sides of the fuse listed below using a test
3 test lamp J 34142-B connected to ground.
• Powertrain or MEFI System Fuse (C & D) Go to System
Does the test lamp illuminate on both sides of the fuses? — Go to Step 7 Relay Diagnosis
1. Disconnect the Crankshaft Position (CKP) sensor
electrical connector.
4 2. Measure the voltage at the ignition feed circuit at the
CKP electrical connector using a DMM J 39200.
Does the DMM display near the specified voltage? B+ Go to Step 11 Go to Step 5

1. Disconnect the Camshaft Position (CMP) sensor

electrical connector.
5 2. Measure the voltage at the ignition feed circuit at the
CMP electrical connector using a DMM J 39200.
Does the DMM display near the specified voltage? B+ Go to Step 12 Go to Step 6

Inspect the Camshaft and Crankshaft Position sensor

6 ignition feed circuits for a short to ground.
Did you find and correct the condition? — Go to Step 14 Go to Step 13
Monitor the engine coolant temperature using the scan Go to SPN 110, FMI 3
tool. Engine Coolant
7
Is the engine coolant temperature on the scan tool close Temperature
to the actual engine temperature? (ECT) Sensor
Circuit High
— Go to Step 8 Voltage

Enable the fuel pump using the scan tool. Go to Fuel Pump
8
Does the fuel pump operate? — Go to Step 9 Relay Diagnosis

1. Turn OFF the ignition.

2. Install a fuel pressure gauge.
Important: The fuel pump operates for about 2 seconds
when the ignition is turned ON. The fuel pressure must be
9 observed when the fuel pump is operating.
3. Turn ON the ignition leaving the engine OFF.
4. Observe the fuel pressure while the fuel pump is Go to Fuel
operating. 379-427 kPa System
Is the fuel pressure within the specified range? (55-62 psi) Go to Step 10 Diagnosis

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5 - 50 Section 5 - Diagnosis
Engine Cranks but Does Not Run (cont’d)

Step Action Value Yes No

Perform the following additional inspections:
• Inspect that the throttle angle is at 0% at a closed
throttle. If the throttle angle is not at 0%, refer to
SPN 65601, FMI 2 Throttle Position Sensor (TPS) 2 Range
SPN 65602, FMI 2 Throttle Position Sensor (TPS) 1 Range
SPN 65610, FMI 2 TPS 1- 2 Correlation.
• Inspect the spark plugs for being gas fouled. If the
10 spark plugs are gas fouled, determine what caused the
rich condition.
• Inspect for an engine mechanical failure that causes
an engine not to start (i.e. timing chain, low
compression).
• Compare MAP/BARO parameters to another vessel. Go to Hard Start
The parameter values should be close to each other. — Go to Step 14 for diagnosis

Replace the CKP sensor. Refer to Crankshaft Position

11 Sensor Replacement.
Is the action complete? — Go to Step 14 —
Replace the CMP sensor. Refer to Camshaft Position
12 Sensor Replacement.
Is the action complete? — Go to Step 14 —
Replace the ECM.
13
Is the action complete? — Go to Step 14 —

1. Select the Diagnostic Trouble Codes (DTC) option

and the Clear DTC option using the scan tool.
14
2. Attempt to start the engine.
Does the engine start and continue to run? — Go to Step 15 Go to Step 2

1. Idle the engine at the normal operating temperature.

2. Select the Diagnostic Trouble Codes (DTC) option Go to the
15 using the scan tool. applicable
Are any DTCs displayed? — DTC table System OK

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5 - 52 Section 5 - Diagnosis

50A Circuit Breaker

- +
Battery 20A 20A
Fuse Fuse To
Starter
Control
10A Relay
Fuse
To
Fuel
Pump
Relay

20A
Fuse
Ignition
Switch

30 86

MEFI System
Relay To
Starter
87A 87 85 Control
Relay
Not Used

To Ignition Coil
&
Ignition Module

To Fuel Injectors

20 J1 28 J2 13 J2 40 J1

B+ MEFI System MEFI System MEFI System

Relay Relay Relay
Contact 2 Contact 1 Control Engine
Control
Module
(ECM)

System Relay Diagnosis

Circuit Description Test Description
The system relay powers the following components: Number(s) below refer to the step number(s) on the
diagnostic table:
• Injectors
2. Refer to Thumbnail Schematic for proper relay
• Ignition Coils terminal identification.
Diagnostic Aids 4. This step is testing the relay ground circuit.
The following may cause an intermittent: 5. This step isolates the circuit from the system relay.
All of the circuits are good if the test lamp illuminates.
• Poor connections. Check for adequate terminal
tension. 9. The open circuit will be between the splice and the
system relay.
• Corrosion
• Mis-routed harness
• Rubbed through wire insulation
• Broken wire inside the insulation

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Section 5 - Diagnosis 5 - 53
System Relay Diagnosis
Step Action Value Yes No
Did you perfom the On-Board Diagnostic (OBD) System Go to OBD
1
Check? — Go to Step 2 System Check

1. Turn OFF the ignition.

2. Disconnect the system relay electrical connector.
3. Probe the system relay B+ feed circuit (switch side of
2 the relay) using a test lamp J 34142-B connected to a
ground.
Does the test lamp illuminate? — Go to Step 3 Go to Step 8
1. Turn ON the ignition leaving the engine OFF.
2. Probe the system relay ignition feed circuit using a test
3 lamp J 34142-B connected to a ground.
Does the test lamp illuminate? — Go to Step 4 Go to Step 9
1. Turn OFF the ignition.
2. Meausure the resistance of the system relay ground
4 circuit using a DMM J 39200 connected to the battery
ground.
Is the resistance less than the specified value? 0-5 ohms Go to Step 5 Go to Step 10

1. Turn OFF the ignition.

2. Jumper the system relay B+ feed circuit and the
system relay load circuit together using a fused jumper
wire.
5 3. Probe the fuses for the following components with a
test lamp J 34142-B connected to a ground.
• Injectors
• Ignition coils
Does the test lamp illuminate? — Go to Step 6 Go to Step 11

Inspect for poor terminal contact at the system relay

6 connector.
Did you find and correct the condition? — System OK Go to Step 7
Replace the system relay.
7
Is the action complete? — System OK —

Repair the open B+ supply to the system relay.

8
Is the action complete? — System OK —

Repair the ignition feed circuit to the system relay.

9 Is the action complete? — System OK —
Repair the system relay ground circuit.
10 Is the action complete? — System OK —
Repair the system relay load circuit.
11
Is the action complete? — System OK —

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5 - 54 Section 5 - Diagnosis

From
Powertrain
Relay

A D C A
Ignition Coil Ignition
Voltage Driver Control Ignition
Module Coil
Ignition Timing (ICM)
Signal Ground
B C

Coil Wire

1 J2 High
IC Control Voltage
Switch

ENGINE (ECM)
CONTROL
MODULE Spark Plugs

High Voltage Switch (replaces distributor) System Check

Circuit Description
The ignition system on this engine uses an ignition control module to drive the ignition coil. The engine control module
(ECM) controls the spark event for each cylinder through an ignition control (IC) circuit. When the ECM commands the
IC circuit ON, electrical current will flow through the primary winding of the ignition coil, creating a magnetic field. When a
spark event is requested, the ECM will command the IC circuit OFF, interrupting current flow through the primary winding.
The magnetic field created by the primary winding will collapse across the secondary coil winding, producing a high
voltage across the spark plug electrodes. The ECM uses information from the crankshaft position (CKP) and the camshaft
position (CMP) sensor for sequencing and timing of the spark events. The ignition coil module has the following circuits:
• An ignition voltage circuit
• A ground circuit
• An IC circuit
• A low reference circuit
Diagnostic Aids
An intermittent may be caused by a poor connection, rubbed through wire insulation or a wire broken inside the insulation. Check
for the following items:
• Poor connection or damaged harness. Inspect the ECM harness and connectors for improper mating, broken locks, improperly
formed or damaged terminals, poor terminal to wire connection and damaged harness.
• The “tach” needs to be disconnected while testing the ignition system. You will also need a place to check coil trigger voltage.
By disconnecting the “2-wire boat harness” (gray and purple wires), this will give you a test terminal to check coil trigger voltage
as needed in several steps. After “tach” is disconnected, try starting the engine. If the engine starts, check for a short to ground
in the boat “tach” circuit.

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Section 5 - Diagnosis 5 - 55

Test Description
Number(s) below refer to the Step number(s) on the fail from excessive heat. With an open ignition coil primary
Diagnostic Table: winding, a small amount of voltage will leak through the
2. Two wires are checked to ensure that an open is not module from the “batt” to the “tach” terminal.
present in a spark plug wire. 11. Applying a voltage (1.35-1.50 volts) to the module
4. A spark indicates the problem must be in the distributor terminal “P” should turn the module “ON” and the tach
cap, rotor or coil output wire. voltage should drop to about 7-9 volts. This test will
determine whether the module or coil is faulty or if the
6. Normally, there should be battery voltage at the “C” and
pick-up coil is not generating the proper signal to turn the
“+” terminals. Low voltage would indicate an open or
module “ON.” This test can be performed by using a DC
a high resistance circuit from the distributor to the coil
test battery with a rating of 1.5 volts (Such as AA, C, or
or ignition switch. If “C” terminal voltage was low, but
D cell). The battery must be a known good battery with
“+” terminal voltage is 10 volts or more, circuit from “C”
a voltage of over 1.35 volts.
terminal to ignition coil is open or primary winding of the
ignition coil is open. 12. This should turn the module “OFF” and cause a spark.
If no spark occurs, the fault is most likely in the ignition
8. Checks for a shorted module or grounded circuit from the
coil because most module problems would have been
ignition coil to the module. The distributor module should
found before this point in the procedure.
be turned “OFF,” so normal voltage should be about 12
volts. If the module is turned “ON,” the voltage would be
low, but above 1 volt. This could cause the ignition coil to

High Voltage Switch (replaces distributor) System Check

Step Action Value Yes No
Was the “On-Board Diagnostics” (OBD) System Check Go to OBD
1 performed? — Go to Step 2 System Check

1. Check spark plug wires for open circuits, cracks in

insulation, or improper seating of terminals at spark
plugs, distributor, and ignition coil before proceeding
with the test.
2
2. Check spark at the plug with the J 26792 spark tester —
or equivalent while cranking. (If there is no spark on
one wire, check a second wire). A few sparks then Refer to
nothing is considered “no spark.” Symptoms
Is adequate spark present? Section Go to Step 3
1. Remove the coil wire from the distributor cap.
3 2. Insert J 26792 spark tester into the coil wire and
clamp the tester onto a ground. —
3. Crank the engine.
Is adequate spark present? Go to Step 13 Go to Step 4

Measure the coil wire resistance using a J 39200 DMM.

The resistance should be approximately the
4
specified value. 1000 W/inch
Is the resistance within the specified value? Go to Step 5 Go to Step 32

1. Disconnect the ignition coil harness connector.

2. Probe the ignition coil connector terminal C with
5 a test lamp connected to B+. —
3. Crank the engine.
Is the test lamp flashing while cranking the engine? Go to Step 8 Go to Step 6

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5 - 56 Section 5 - Diagnosis

High Voltage Switch (replaces distributor) System Check

Step Action Value Yes No
1. Turn OFF the ignition.
2. Probe the ignition coil harness connector terminal C
6 with a test lamp connected to B+.
good coil wire.
Is the test lamp ON? — Go to Step 28 Go to Step 9

1. Turn the Ignition “ON,” leaving the engine “OFF.”

2. Measure the terminal A voltage with a J 39200 DMM
7 connected to a ground.
Does the voltage measure above the specified value? 10 volts Go to Step 21 Go to Step 18
1. Turn OFF the ignition.
2. Disconnect the ignition control module harness connector.
3. Check for an open circuit between the ignition coil
8
harness connector terminal C and the ignition control
module harness connector terminal D.
Is the circuit open? — Go to Step 27 Go to Step 10

1. Disconnect the ignition control module harness connector.

2. Turn ON the ignition leaving the engine OFF.
3. Measure the voltage on terminal A at the ignition
9 control module harness connector with J 39200
DMM connected to a ground.
Does the voltage measure above the specified value? 10 volts Go to Step 11 Go to Step 19

Probe the ignition control module harness connector

10 terminal C with a test lamp connected to B+. —
Is the test lamp ON? Go to Step 12 Go to Step 23

1. Disconnect the ignition control module harness connector.

2. Probe the ignition control module harness connector
terminal B with a J 39200 DMM set to the AC Hertz scale
11
connected to ground. 3-20 HZ
3. Crank the engine.
4. Observe the frequency while the engine is being cranked.
Is the frequency between the specified values? Go to Step 20 Go to Step 15

1. Remove distributor cap.

2. Check the cap for the following conditions:
• Cracks
12 • Moisture
• Carbon tracks
• Physical damage
Are any of these conditions present? — Go to Step 34 Go to Step 14

1. Crank the engine.

13 2. Observe the distributor rotor while the engine is being
cranked.
Did the distributor rotor turn? — Go to Step 33 Go to Symptoms

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Section 5 - Diagnosis 5 - 57

High Voltage Switch (replaces distributor) System Check

Step Action Value Yes No
1. Turn OFF the ignition.
14 2. Disconnect Pin J2 - 1.
3. Check the ignition timing signal circuit for an open between
the J2 - 1 Pin harness connector and the ignition control
module harness connector terminal B.
Is the circuit open? — Go to Step 24 Go to Step 16

Probe the ignition control (IC) circuit at the Pin J2-1 connector
15 with a test lamp connected to B+.
Is the test lamp ON? — Go to Step 25 Go to Step 17

1. Turn ON the ignition leaving the engine OFF.

16 2. Probe the ignition control (IC) circuit at the J2-1 Pin
connector with a test lamp connected to a ground.
Is the test lamp ON? — Go to Step 26 Go to Step 22

Check for an open or shorted to ground ignition positive

voltage circuit at terminal A of the ignition coil.
17
Repair as necessary.
Is action complete? — Go to Step 37 —

Check for an open or shorted to ground ignition positive

18 voltage circuit at terminal A of the ignition control module.
Repair as necessary.
Is action complete? — Go to Step 37 —

Check for a poor ignition control module connection.

19
Did you find the problem? — Go to Step 30 Go to Step 35

Check for a poor coil connection.

20 Did you find the problem? — Go to Step 30 Go to Step 31

Check for a poor connection at Pin J2-1.

21 Did you find the problem? — Go to Step 30 Go to Step 36
Repair the open ignition control module ground circuit.
22 Is action complete? — Go to Step 37 —
Repair the open IC circuit between the Pin J2-1 and the
23 ignition control module.
Is action complete? — Go to Step 37 —

Repair the grounded IC circuit between the Pin J2-1 and the
24 ignition control module.
Is action complete? — Go to Step 37 —

Repair short to voltage in the IC circuit between the Pin J2-1

25 and the ignition control module.
Is action complete? — Go to Step 37 —

Repair the open in the circuit between the ignition coil and the
26 ignition control module.
Is action complete? — Go to Step 37 —

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5 - 58 Section 5 - Diagnosis

High Voltage Switch (replaces distributor) System Check

Step Action Value Yes No
Repair the short to ground in between the ignition coil and the
27 ignition control module.
Is action complete? — Go to Step 37 —
Repair the circuit as necessary.
28 Is the action complete? — Go to Step 37 —

Replace the ignition coil. Refer to Ignition Coil and ICM

29 Replacement (HVS) in Engine Mechanical.
Is the action complete? — Go to Step 37 —

Replace the coil wire. Refer to Ignition Coil and ICM

30 Replacement (HVS) in Engine Mechanical.
Is the action complete? — Go to Step 37 —

Replace the distributor rotor. Refer to Camshaft Position

31 Sensor Replacement for distributor rotor replacement.
Is action complete? — Go to Step 37 —

Replace the distributor cap. Refer to Camshaft Position

32 Sensor Replacement for distributor cap replacement.
Is action complete? — Go to Step 37 —

Replace ignition control module. Refer to Ignition Coil and ICM

33 Replacement (HVS).
Is action complete? — Go to Step 37 —

Replace ECM.
34 Is action complete? — Go to Step 37 —

Operate the vessel within the conditions under which the

35 original symptom was noted.
Does the system now operate properly? — System OK Go to Step 1

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5 - 60 Section 5 - Diagnosis
Fuel System Relay
440 C
To J1 - 20
Alternator ORN

F To ECM System
Relay Terminal 86
20A
Fuse
50A Circuit Breaker E
A
DLC
20A Terminal A
Fuse
B
- + Starter
Battery Relay

PNK

BLK

To Ground

30 85
Fuel
System
Relay

87A 87 86

Not Used

GRY

To Fuel Pump
Terminal A 465
GRN\
WHT

13 J1

Fuel
System
Relay
Control

Fuel Pump Relay Circuit Diagnosis

Circuit Description Diagnostic Aids

When the ignition switch is ON, the ECM activates the The following conditions may have caused the fuel pump
electric fuel pump. The fuel pump remains ON as long fuse to open:
as the ECM receives reference pulses from the ignition
• The fuse is faulty
system. If there are no reference pulses, the ECM turns
the fuel pump OFF after about 2 seconds. The pump • There is an intermittent short in the fuel pump power
delivers fuel to the fuel rail and injectors, then to the feed circuit.
pressure regulator, where the system pressure remains • The fuel pump has an intermittent internal problem.
at 379-427 kPa (55-62 psi) while the fuel pump is running.
For an intermittent condition, refer to Symptoms.
Excess fuel returns to the fuel tank. When the engine is
stopped, a scan tool in the output controls function can Test Description
turn ON the fuel pump. Number(s) below refer to the step number(s) on the
Improper fuel system pressure results in one or many of diagnostic table:
the following symptoms: 3. Refer to Thumbnail Schematic for proper terminal
• Cranks but will not run identification.
• Cuts out, may feel like an ignition problem 5. The test lamp only illuminates for two seconds even
through the scan tool commanded position is ON.
• Poor fuel economy You will have to command the fuel pump OFF then
• Loss of power ON to re-enable the ECM fuel pump control.
• Hesitation 12. Inspect the fuel pump fuse for an open. If the fuse is
open, inspect the circuit for a short to ground.
• DTCs
20. Inspect the fuel pump fuse for an open. If the fuse is
open, inspect the circuit for a short to ground.

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Section 5 - Diagnosis 5 - 61

Fuel Pump Relay Circuit Diagnosis

Step Action Value Yes No
Did you perfom the On-Board Diagnostic (OBD) System Go to OBD
1
Check? — Go to Step 2 System Check

Check the fuel pump fuse.

2 Is the fuse open? — Go to Step 9 Go to Step 3
1. Install a scan tool.
2. Disconnect the fuel pump relay harness connector.
3. Turn ON the ignition leaving the engine OFF.
3 4. Probe the fuel pump relay battery feed circuit at the
harness connector with a test lamp J 34142-B
connected to ground.
Does the test lamp illuminate? — Go to Step 4 Go to Step 12
Probe the fuel pump relay ground circuit at the harness
connector with a test lamp J 34142-B connected to B+.
4 Refer to the thumbnail wiring schematic for the proper
terminal identification.
Does the test lamp illuminate? — Go to Step 5 Go to Step 13

1. Probe the fuel pump control circuit at the harness

connector with a test lamp J 34142-B connected to
ground. Refer to the thumbnail wiring schematic for the
5
proper terminal identification.
2. Enable the fuel pump using the scan tool.
Does the test lamp illuminate? — Go to Step 6 Go to Step 11

Important: Ignition must be ON before performing this

step.
Jumper the fuel pump relay battery feed circuit to the fuel
6 pump load circuit at the harness connector using a fused
jumper wire.
Does the fuel pump operate? — Go to Step 18 Go to Step 7
1. Leave the fused jumper wire connected.
2. Disconnect the fuel pump harness connector at the
fuel pump.
7 3. Probe the power feed circuit in the fuel pump harness
connector with a test lamp J 34142-B connected to
ground.
Does the test lamp illuminate? — Go to Step 8 Go to Step 14

1. Leave the fused jumper wire connected.

2. Connect the test lamp J 34142-B between the battery
8 feed circuit and the ground circuit in the fuel pump
harness connector.
Does the test lamp illuminate? — Go to Step 25 Go to Step 15

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5 - 62 Section 5 - Diagnosis
Fuel Pump Relay Circuit Diagnosis (cont’d)

Step Action Value Yes No

1. Turn OFF the ignition.
2. Remove the fuel pump fuse.
3. Disconnect the fuel pump harness connector at the
fuel pump.
9
4. Probe the load circuit for the fuel pump relay at the
harness connector with a test lamp J 34142-B
connected to B+.
Does the test lamp illuminate? — Go to Step 16 Go to Step 10

Probe the battery feed circuit for the fuel pump relay at the
harness connector with a test lamp J 34142-B connected
10 to B+.
Does the test lamp illuminate? — Go to Step 20 Go to Step 21
1. Turn OFF the ignition.
2. Disconnect the ECM connector J1.
3. Measure the continuity of the fuel pump relay control
11 circuit from the fuel pump relay harness connector to
the ECM connector using the DMM J 39200.
Does the DMM display the specified value or lower? 5 ohms Go to Step 22 Go to Step 17
Repair the open or grounded battery feed circuit to the
12 relay. Replace the fuel pump fuse if the fuse is open.
Is the action complete? — Go to Step 26 —

Repair the open fuel pump relay ground circuit.

13
Is the action complete? — Go to Step 26 —

Repair the open circuit between the fuel pump relay and
14 the fuel pump.
Is the action complete? — Go to Step 26 —
Repair the open fuel pump ground circuit.
15
Is the action complete? — Go to Step 26 —

Repair the short to ground in the fuel pump relay load

16 circuit between the relay and the fuel pump.
Is the action complete? — Go to Step 26 —

Repair the fuel pump relay control circuit.

17 Is the action complete? — Go to Step 26 —
Inspect for poor connections at the relay harness
18 connector.
Did you find and correct the condition? — Go to Step 26 Go to Step 19
Replace the relay. Refer to Fuel Pump Relay Replacement.
19
Is the action complete? — Go to Step 26 —

Repair the short to ground in the battery feed circuit to the

20 fuel pump relay.
Is the action complete? — Go to Step 26 —

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Section 5 - Diagnosis 5 - 63
Fuel Pump Relay Circuit Diagnosis (cont’d)

Step Action Value Yes No

1. Turn OFF the ignition.
2. Re-install the fuel pump relay.
3. Install a new fuse.
21 4. Connect the fuel pump harness to the fuel pump.
5. Turn ON the ignition leaving the engine OFF.
6. Command the fuel pump relay ON using a scan tool. Go to
Is the fuel pump fuse open? — Go to Step 24 Diagnostic Aids
Inspect for a poor connection at the ECM.
22
Did you find and correct the condition? — Go to Step 26 Go to Step 23

Replace the ECM.

23 Is the action complete? — Go to Step 26 —
1. Inspect the fuel pump harness for a short to ground.
24 2. If you find a short, repair the circuit as necessary.
Did you find and correct the condition? — Go to Step 26 Go to Step 25
Important: Inspect for poor electrical connections at the
fuel pump harness before replacing the fuel pump.
25
Replace the fuel pump.
Is the action complete? — Go to Step 26 —

1. Select the Diagnostic Trouble Code (DTC) option

and the Clear DTC Information option using the scan
26 tool.
2. Attempt to start the engine.
Does the engine start and continue to operate? — Go to Step 27 Go to Step 2

1. Idle the engine until the normal operating temperature

is reached. Go to the
27 2. Select the Diagnostic Trouble Code (DTC) option. applicable
Are any DTCs displayed? — DTC table System OK

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5 - 64 Section 5 - Diagnosis

WATER
SEPERATOR

FUEL
FUEL
TANK
PUMP

FUEL
FILTER PRESSURE
REGULATOR

FUEL RAIL ASSEMBLY

ENGINE
CONTROL
MODULE
(ECM)

ENGINE

NETWORK
OF
ENGINE
SENSORS

Fuel System Diagnosis

Circuit Description
When the ignition switch is ON, the ECM activates the • The fuel pump check valve.
electric fuel pump. The fuel pump remains ON as long
• The fuel pump flex pipe.
as the ECM receives reference pulses from the ignition
system. If there are no reference pulses, the ECM turns • The valve or valve seat within the fuel pressure
the fuel pump OFF after about 2 seconds. regulator.
The electric pump delivers fuel through an in-pipe fuel • The fuel injector(s).
filter to the fuel rail assembly. The fuel pump provides 4. A fuel system that drops more than 14 kPa (2 psi)
fuel at a pressure above the pressure needed by the in 10 minutes after being relieved to 69 kPa (10 psi)
fuel injectors. A fuel pressure regulator, attached to the indicates a leaking fuel pump check valve.
fuel rail, keeps the fuel available to the fuel injectors at a
5. Fuel pressure that drops off during acceleration,
regulated pressure. Unused fuel returns to the fuel tank by
cruise or hard cornering may cause a lean condition.
a seperate fuel return pipe.
A lean condition can cause a loss of power, surging
Test Description or misfire.
Number(s) below refer to the step number(s) on the 8. When the engine is at idle, the manifold pressure is
diagnostic table: low (high vacuum). This low pressure (high vacuum)
2. When the ignition switch is ON and the fuel pump is applied to the fuel pressure regulator diaphragm.
is running, the fuel pressure indicated by the fuel The low pressure (high vacuum) will offset the
pressure gauge should read 379-427 kPa (55-62 pressure being applied to the fuel pressure regulator
psi). The spring pressure inside the fuel pressure diaphragm by the spring inside the fuel pressure
regulator controls the fuel pressure. regulator. When this happens, the result is lower fuel
pressure. The fuel pressure at idle will vary slightly
3. A fuel system that drops more than 14 kPa (2 psi) in
as the barometric pressure changes, but the fuel
10 minutes has a leak in one or more of the following
pressure at idle should always be less than the fuel
areas:
pressure noted in step 2 with the engine OFF.

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Section 5 - Diagnosis 5 - 65

Fuel System Diagnosis

12. A rich condition may result from the fuel pressure checking the spark plug associated with a particular
being above 427 kPa (62 psi). Driveability conditions fuel injector for fouling or saturation does not
associated with rich conditions can include hard determine that a particular fuel injector is leaking,
starting followed by black smoke and a strong sulfur use the following procedure.
smell in the exhaust. 1. Remove the fuel rail. Refer to Fuel Rail
13. This test determines if the high fuel pressure is due Assembly Replacement.
to a restricted fuel return pipe or if the high fuel 2. Reinstall the crossover pipe to the right fuel rail.
pressure is due to a faulty fuel pressure regulator. Refer to Fuel Rail Assembly Replacement.
15. A lean condition may result from the fuel pressure 3. Connect the fuel feed pipe and the fuel return
being below 379 kPa (55 psi). Driveability conditions pipe to the fuel rail. Refer to Fuel Rail Assembly
associated with lean conditions can include hard Replacement.
starting (when the engine is cold), hesitation, poor
4. Lift the fuel rail just enough to leave the fuel
driveability, lack of power, surging and misfiring.
injector nozzles in the fuel injector ports.
Notice: Do not allow the fuel pressure to exceed 517 kPa
Caution: In order to reduce the risk of fire and
(75 psi). Excessive pressure may damage the fuel
personal injury that may result from fuel spraying on
pressure regulator.
the engine, verify that the fuel rail is positioned over
16. Restricting the fuel return pipe with the J 37287 fuel the fuel injector ports. Also verify that the fuel injector
pipe shut-off adapter causes the fuel pressure to rise retaining clips ar intact.
above the regulated pressure. Using a scan tool to
5. Pressurize the fuel system by using the scan
pressurize the fuel system, the fuel pressure should
tool fuel pump enable.
rise above 427 kPa (62 psi) as the valve on the fuel
pipe shut-off adapter connected to the fuel return 6. Visually and physically inspect the fuel injector
pipe becomes partially closed. nozzles for leaks.
22. Check the spark plug associated with a particular
fuel injector for fouling or saturation in order to
determine if that particular fuel injector is leaking. If

Fuel System Diagnosis

Step Action Value Yes No
Did you perfom the On-Board Diagnostic (OBD) System Go to OBD
1
Check? — Go to Step 2 System Check

1. Turn OFF the ignition.

Caution: Wrap a shop towel around the fuel pressure
connection in order to reduce the risk of fire and
personal injury. The towel will absorb any fuel leakage
that occurs during the connection of the fuel pressure
gauge. Place the towel in an approved container when
the connection of the fuel pressure gauge is complete.
2. Install the J 34730-1A fuel pressure gauge.
3. Place the bleed hose of the fuel pressure gauge into
2 an approved gasoline container.
4. Turn the ignition ON leaving the engine OFF.
5. Bleed the air out of the fuel pressure gauge.
6. Turn the ignition OFF for 10 seconds.
7. Turn the ignition ON leaving the engine OFF.
Important: The fuel pump will run for approximately
2 seconds. Cycle the ignition as necessary in order to
achieve the highest possible fuel pressure.
8. Observe the fuel pressure with the fuel pump running. 379-427 kPa
Is the fuel pressure within the specified limits? (55-62 psi) Go to Step 3 Go to Step 12

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5 - 66 Section 5 - Diagnosis

Fuel System Diagnosis (cont’d)

Step Action Value Yes No
Important: The fuel pressure may vary slightly when the
fuel pump stops running. After the fuel pump stops
running, the fuel pressure should stabilize and remain
3 constant.
Does the fuel pressure drop more than the specified
value in 10 minutes? — Go to Step 10 Go to Step 4
Relieve the fuel pressure to the first specified value.
4 Does the fuel pressure drop more than the second 69 kPa (10 psi)
specified value in 10 minutes? 14 kPa (2 psi) Go to Step 19 Go to Step 5
Do you suspect the fuel pressure of dropping-off during
5 acceleration, cruise or hard cornering? — Go to Step 6 Go to Step 8
Visually and physically inspect the following items for a
restriction:
6 • The fuel filter
• The fuel feed pipe
Did you find a restriction? — Go to Step 24 Go to Step 7

1. Remove the fuel sender assembly.

2. Visually and physically inspect the following items:
• The fuel strainer/check valve for a restriction.
7 • The fuel pump pipe for leaks.
• Verify the fuel pump is the correct fuel pump for this
vehicle.
Did you find a problem in any of these areas? — Go to Step 24 Go to Step 19

1. Start the engine.

2. Allow the engine to idle at normal operating
8 temperature. 21-69 kPa Go to
Does the fuel pressure drop by the amount specified? (3-10 psi) Symptoms Go to Step 9
1. Disconnect the vacuum hose from the fuel pressure
regulator.
9 2. With the engine idling, apply 12-14 inches of vacuum
to the fuel pressure regulator. 21-69 kPa
Does the fuel pressure drop by the amount specified? (3-10 psi) Go to Step 20 Go to Step 21

1. Relieve the fuel pressure. Refer to Fuel Pressure

Relief Procedure.
2. Disconnect the fuel feed pipe and the fuel return pipe
from the fuel rail.
3. Install the J 37287 fuel pipe shut-off adapters between
10 the fuel feed pipe and the fuel return pipe and the fuel
rail.
4. Open the valves on the fuel pipe shut-off adapters.
5. Turn the ignition ON.
6. Pressurize the fuel system using a scan tool.
7. Place the bleed hose of the fuel pressure gauge into

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Section 5 - Diagnosis 5 - 67

Fuel System Diagnosis (cont’d)

Step Action Value Yes No
an approved gasoline container.
8. Bleed the air out of the fuel pressure gauge.
9. Wait for the fuel pressure to build.
10
10. Close the valve in the fuel pipe shut-off adapter that is
connected to the fuel return pipe.
Does the fuel pressure remain constant? — Go to Step 19 Go to Step 11

1. Open the valve in the fuel pipe shut-off adapter that is

connected to the fuel feed pipe.
2. Pressurize the fuel system using a scan tool.
11 3. Wait for the fuel pressure to build.
4. Close the valve in the fuel pipe shut-off adapter that is
connected to the fuel return pipe.
Does the fuel pressure remain constant? — Go to Step 21 Go to Step 22
Is the fuel pressure above the specified limit? 427 kPa
12 (62 psi) Go to Step 13 Go to Step 15
1. Relieve the fuel pressure. Refer to the Fuel Pressure
Relief Procedure.
2. Disconnect the fuel return pipe from the fuel rail.
3. Attach a length of flexible fuel hose to the fuel rail outlet
passage.
13 4. Place the open end of the flexible fuel hose into an
approved gasoline container.
5. Turn the ignition OFF for 10 seconds.
6. Turn the ignition ON.
7. Observe the fuel pressure with the fuel pump running. 379-427 kPa
Is the fuel pressure within the specified limits? (55-62 psi) Go to Step 23 Go to Step 14

Visually and physically inspect the fuel rail outlet passages

14 for a restriction.
Was a restriction found? — Go to Step 24 Go to Step 21

15 Is the fuel pressure above the specified value? 0 kPa (0 psi) Go to Step 16 Go to Step 17
1. Relieve the fuel pressure. Refer to Fuel Pressure
Relief Procedure.
2. Disconnect the fuel return pipe from the fuel rail.
3. Install the J 37287 fuel pipe shut-off adapter between
the fuel return pipe and the fuel rail.
4. Open the valve on the fuel pipe shut-off adapter.
16 5. Turn the ignition ON.
6. Pressurize the fuel system using a scan tool.
7. Place the bleed hose of the fuel pressure gauge into
an approved gasoline container.
8. Bleed the air out of the fuel pressure gauge.
Notice: Do not allow the fuel pressure to exceed 517 kPa
(75 psi). Excessive pressure may damage the fuel

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5 - 68 Section 5 - Diagnosis

Fuel System Diagnosis (cont’d)

Step Action Value Yes No
pressure regulator.
9. Slowly close the valve in the fuel pipe shut-off adapter
16
that is connected to the fuel return pipe. 427 kPa
Does the fuel pressure rise above the specified value? (62 psi) Go to Step 21 Go to Step 7

Turn ON the fuel pump using a scan tool. Go to Fuel

17 Does the fuel pump run? Pump Relay
— Go to Step 18 Circuit Diagnosis

Visually and physically inspect the following items:

• The fuel filter for obstructions.
• The fuel feed pipe for a restriction.
18 • The fuel strainer for obstructions.
• The fuel pump pipe for leaks.
Did you find a problem in any of these areas? — Go to Step 24 Go to Step 19
Replace the fuel pump.
19
Is the action complete? — System OK —

Locate and repair the loss of vacuum to the fuel pressure

20 regulator.
Is the action complete? — System OK —

Replace the fuel pressure regulator.

21 Is the action complete? — System OK —
Locate and replace any leaking fuel injector(s).
22 Is the action complete? — System OK —
Locate and repair the restriction in the fuel return pipe.
23 Is the action complete? — System OK —
Repair the problem as necessary.
24 Is the action complete? — System OK —

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5 - 70 Section 5 - Diagnosis

Fuel Injector Coil Test - Engine Coolant Temperature (ECT) Between 10-35 Degrees C
(50-95 Degrees F)

Test Description
2. The engine coolant temperature affects the ability of the fuel Resistance Voltage Specification at 10-35
injector tester to detect a faulty fuel injector. If the engine
Ohms Degrees C (50-95 Degrees F)
coolant temperature is NOT between 10-35 degrees C
(50-95 degrees F), use Fuel Injector Test - Engine Coolant 11.8-12.6 5.7-6.6 V
Temperature (ECT) Outside 10-35 Degrees C (50-95 Degrees Fuel Injector
F) table. Number Voltage Reading Pass/Fail
3. The first second of the voltage displayed by the DMM may be 1 6.3 P
inaccurate due to the initial current surge. Therefore, record
the lowest voltage displayed by the DMM after the first second 2 5.9 P
of the test. The voltage displayed by the DMM should be 3 6.2 P
within the specified range. Refer to the Example. The voltage 4 6.1 P
displayed by the DMM may increase throughout the test as
5 4.8 F
the fuel injector windings warm and the resistance of the fuel
injector windings changes. An erratic voltage reading with 6 6.0 P
large fluctuations in voltage that do not stabilize, indicates 7 5.0 P
an intermittent connection with the fuel injector. 8 5.3 P

Fuel Injector Coil Test - Engine Coolant Temperature (ECT) Between 10-35 Degrees C
(50-95 Degrees F)
Step Action Value Yes No

Was the “On-Board Diagnostic” (OBD) system check Go to OBD

1 performed? — Go to Step 2 System Check

1. Connect the scan tool. Go to Fuel

2. Check the engine coolant temperature. Injector Coil
2 Is the engine coolant temperature within the specified Test-ECT
limits? 10°C-35°C Outside 10-35°C
(50°F-95°F) Go to Step 3 (50-95°F)

1. Turn the ignition OFF.

Notice: Be careful not to flood a single cylinder.
2. Relieve the fuel pressure per manufacturers
recommendation.
3. Access the fuel injector electrical connectors as
required.
4. Connect the J 39021 fuel injector tester to B+ and
ground.
3 5. Set the amperage supply selector switch on the fuel
injector tester to the Coil Test 0.5 amp position.
6. Connect the leads from the DMM to the fuel injector
tester.
7. Set the DMM to the tenths scale (0.0).
8. Connect the fuel injector tester to a fuel injector using
the J 39021-380 injector test adapter.
Important: Check the engine coolant temperature again in
order to ensure that the correct chart is being used.

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Section 5 - Diagnosis 5 - 71

Fuel Injector Coil Test - Engine Coolant Temperature (ECT) Between 10-35 Degrees C
(50-95 Degrees F) (cont’d)
Step Action Value Yes No
9. Press the Push to Start Test button on the fuel injector
tester.
Important: The voltage reading may rise during the test.
10. Observe the voltage reading on the DMM.
11. Record the lowest voltage observed after the first
3 second of the test.
12. Repeat steps 8 through 11 for each fuel injector. Go to Fuel
Did any fuel injector have an erratic voltage reading with Injector Balance
large fluctuations in voltage that do not stabilize, or a Test with
voltage reading outside the specified limits? 5.7-6.6 V Go to Step 4 Special Tool
Replace the faulty fuel injectors. Refer to Fuel Injector Go to Fuel
Replacement. Injector Balance
4
Is the action complete? Test with
— Special Tool —

Fuel Injector Coil Test - Engine Coolant Temperature (ECT) Outside 10-35 Degrees C
(50-95 Degrees F)

Test Description
2. The engine coolant temperature affects the ability of the Acceptable Subtracted
fuel injector tester to detect a faulty fuel injector. If the
Value Above/Below
engine coolant temperature is between 10-35 degrees C
(50-95 degrees F), use Fuel Injector Test - Engine Coolant Highest Voltage Reading 10-35°C (50-95°F)
Temperature (ECT) Between 10-35 Degrees C (50-95 7.1 V 0.6 V
Degrees F) table. Injector Subtracted
3. The first second of the voltage displayed by the DMM may be Number Voltage Value Pass/Fail
inaccurate due to the initial current surge. Therefore, record
the lowest voltage displayed by the DMM after the first second 1 9.8 — F
of the test. The voltage displayed by the DMM may increase 2 6.6 0.5 P
throughout the test as the fuel injector windings warm and the 3 6.9 0.2 P
resistance of the fuel injector windings changes. An erratic 4 5.8 1.3 F
voltage reading with large fluctuations in voltage that do not
stabilize, indicates an intermittent connection with the fuel 5 7.0 0.1 P
injector. From the voltages recorded, identify the highest 6 7.1 0.0 P
voltage, excluding any voltages above 9.5 volts. Subtract each 7 9.6 — F
voltage that is not above 9.5 volts from the highest voltage.
8 6.0 1.1 F
Record each subtracted value. Refer to the Example. The
subtracted value that is more than 0.6 volt is faulty. Replace
the fuel injector. A fuel injector with a recorded voltage above
9.5 volts is also faulty. Replace the fuel injector.

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5 - 72 Section 5 - Diagnosis

Fuel Injector Coil Test - Engine Coolant Temperature (ECT) Outside 10-35 Degrees C
(50-95 Degrees F)
Step Action Value Yes No
Was the “On-Board Diagnostic” (OBD) system check Go to OBD
1 performed? — Go to Step 2 System Check

1. Connect the scan tool. Go to Fuel

2. Check the engine coolant temperature. Injector Coil
2 Is the engine coolant temperature within the specified Test-ECT
limits? 10°C-35°C Between10-35°C
(50°F-95°F) Go to Step 3 (50-95°F)

1. Turn the ignition OFF.

Notice: Be careful not to flood a single cylinder.
2. Relieve the fuel pressure per manufacturers
recommendation.
3. Access the fuel injector electrical connectors as
required.
4. Connect the J 39021 fuel injector tester to B+ and
ground.
3 5. Set the amperage supply selector switch on the fuel
injector tester to the Coil Test 0.5 amp position.
6. Connect the leads from the DMM to the fuel injector
tester.
7. Set the DMM to the tenths scale (0.0).
8. Connect the fuel injector tester to a fuel injector using
the J 39021-380 injector test adapter.
Important: Check the engine coolant temperature again in
order to ensure that the correct chart is being used.
9. Press the Push to Start Test button on the fuel injector
tester.
Important: The voltage reading may rise during the test.
10. Observe the voltage reading on the DMM.
11. Record the lowest voltage observed after the first
second of the test.
12. Repeat steps 8 through 11 for each fuel injector.
13. Identify the highest voltage reading recorded other
than those above 9.5 volts.
14. Subtract any other voltage readings recorded from the
highest voltage reading recorded. Go to Fuel
15. Repeat step 14 for all the remaining fuel injectors. Injector Balance
Is any value that resulted from subtraction more than the Test with
specified value? 0.6 V Go to Step 4 Special Tool
Replace any fuel injector that had any of the following:
• A subtracted value exceeding 0.6 volts
• An initial reading above 9.5 volts Go to Fuel
4
• An erratic reading Injector Balance
Refer to Fuel Injector Replacement. Test with
Is the action complete? — Special Tool —

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5 - 74 Section 5 - Diagnosis

Fuel Injector Balance Test with Special Tool

Test Description
4. The engine coolant temperature must be below the 7. If the fuel pressure drop value for each injector is within
operating temperature in order to avoid irregular fuel 10 Kpa (1.5 psi) of the average pressure drop value, the
pressure readings due to Hot Soak fuel boiling. fuel injectors are flowing properly. Calculate the pressure
5. The fuel pressure should be within the specified range. drop value for each fuel injector by subtracting the second
pressure reading from the first pressure reading.
6. The fuel pressure should reach a steady value.

Fuel Injector Balance Test with Special Tool

Step Action Value Yes No
Was the “On-Board Diagnostic” (OBD) system check Go to OBD
1 performed? — Go to Step 2 System Check

Did you perform the Fuel Injector Coil Test Procedure? Go to Fuel
Injector Coil
Test-ECT
2
Between
10-35°C
— Go to Step 3 (50-95°F)

Is the engine coolant temperature above the specified

3
value? 94°C(201°F) Go to Step 4 Go to Step 5
Allow the engine to cool below the specified value.
4 Is the engine coolant temperature below the specified
value? 94°C(201°F) Go to Step 5 —

1. Turn the ignition OFF.

2. Connect the J 34730-1A fuel pressure gauge to the
fuel pressure test port.
3. Turn ON the ignition leaving the engine OFF.
4. Install the scan tool.
5. Energize the fuel pump using the scan tool.
6. Place the bleed hose of the fuel pressure gauge into
an approved gasoline container.
5 7. Bleed the air out of the fuel pressure gauge.
8. Again energize the fuel pump using the scan tool.
Important: The fuel pump will run for approximately 2
seconds. Repeat step 8 as necessary in order to achieve
the highest possible fuel pressure.
9. Wait for the fuel pressure to build.
10. Observe the reading on the fuel pressure gauge Go to Fuel
while the fuel pump is running. 379-427 kPa System
Is the fuel pressure within the specified limits? (55-62 psi) Go to Step 6 Diagnosis

After the fuel pump stops, the fuel pressure may vary
slightly, then should hold steady. Go to Fuel
6
Does the fuel pressure remain constant within the 379-427 kPa System
specified value? (55-62 psi) Go to Step 7 Diagnosis

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Section 5 - Diagnosis 5 - 75

Fuel Injector Balance Test with Special Tool (cont’d)

Step Action Value Yes No
1. Connect the J 39021 fuel injector tester to a fuel
injector using the J 39021-380 injector test adapter.
2. Set the amperage supply selector switch on the fuel
injector tester to the balance test 0.5-2.5 amp position.
3. Energize the fuel pump using the scan tool in order to
pressurize the fuel system.
4. Record the fuel pressure indicated by the fuel pressure
gauge after the fuel pressure stabilizes. This is the 1st
pressure reading.
5. Energize the fuel injector by depressing the Push to
Start Test button on the fuel injector tester.
6. Record the fuel pressure indicated by the fuel pressure
gauge after the fuel pressure gauge needle has
7 stopped moving. This is the 2nd pressure reading.
7. Repeat steps 1 through 6 for each fuel injector.
8. Subtract the 2nd pressure reading from the 1st
pressure reading for one fuel injector. The result is the
pressure drop value.
9. Obtain a pressure drop value for each fuel injector.
10. Add all of the individual pressure drop values. This is
the total pressure drop.
11. Divide the total pressure drop by the number of fuel
injectors. This is the average pressure drop.
Does any fuel injector have a pressure drop value that is
either higher than the average pressure drop or lower than Go to
the average pressure drop by the specified value? 10 kPa (1.5 psi) Go to Step 8 Symptoms
Notice: Do Not repeat any portion of this test before
running the engine in order to prevent the engine from
flooding.
Retest any fuel injector that does not meet the
8
specification. Refer to the procedure in step 7.
Does any fuel injector still have a pressure drop value that
is either higher than the average pressure drop or lower Go to
than the average pressure drop by the specified value? 10 kPa (1.5 psi) Go to Step 9 Symptoms

Replace the faulty fuel injectors. Refer to Fuel Injector

9 Replacement.
Is the action complete? — System OK —

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5 - 76 Section 5 - Diagnosis

������
����������������������������

Throttle Position (TP) Throttle Position (TP)

Sensor 1 Sensor 2
Signal Signal

TAC Motor TAC Motor 5 Volt Low 5 Volt Low

Control 1 Control 2 Reference Reference Reference Reference

11 J2 12 J2 44 J2 64 J2 29 J2 66 J2

683
581 582 682 684 BLK/ 687
YLW BRN GRY GRN BLU
WHT

B A E F C D

OPEN CLOSE ELECTRONIC

THROTTLE
M BODY

Idle Air Control Functional Test

Circuit Description
The ECM controls idle speed to a calibrated “desired” RPM • Check for poor connections, opens or short to grounds in
based on sensor inputs and actual engine RPM. The ECM uses CKT’s 581, 582, 682, 683, 684, and 687. This may result
two circuits to move the throttle blade in the electronic throttle in improper idle control.
body in order to command Idle Air Control (IAC) function. The • A throttle blade which is “frozen” and will not respond to the
movement of the throttle blade varies the amount of air flow ECM, a throttle stop screw which has been tampered with,
bypassing the throttle plates. The ECM controls idle speed by or a damaged throttle body or linkage may cause improper
determining the position of the throttle blade. idle.
Diagnostic Aids Test Description
An intermittent may be caused by a poor connection, rubbed 2. This step determines if the Throttle Actuator Control (TAC)
through wire insulation or a wire broken inside the insulation. motor is functioning properly.
Check for the following items:
4. This step determines if the circuitry or the TAC motor is
• Poor connection or damaged harness. Inspect the ECM faulty.
harness and connectors for improper mating, broken locks,
improperly formed or damaged terminals, poor terminal to
wire connection and damaged harness.
• Check for vacuum leaks, disconnected or brittle vacuum
hoses, cuts, etc. Examine manifold and throttle body gaskets
for proper seal. Check for cracked intake manifold.

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Section 5 - Diagnosis 5 - 77

Idle Air Control Functional Test

Step Action Value Yes No
Was the “On-Board Diagnostic” (OBD) system check Go to OBD
1 performed? — Go to Step 2 System Check

1. Engine should be at normal operating temperature.

2. Start engine and allow idle to stabilize.
3. Record RPM.
2 4. Ignition “OFF” for 10 seconds.
5. Disconnect Electronic Throttle Body harness connector.
6. Restart engine and record RPM.
Is RPM higher than the first recorded RPM by more than
the specified value? 200 RPM Go to Step 3 Go to Step 4

1. Reinstall Electronic Throttle Body harness connector.

2. Idle speed should gradually return within 75 RPM of
3 the original recorded RPM within 30 seconds.
Does RPM return to original recorded RPM? — Go to Step 5 Go to Step 4

1. Ignition “OFF” for 10 seconds.

2. Disconnect Electronic Throttle Body harness connector.
3. Restart engine.
4
4. Using a test lamp J 34142-B connected to ground,
probe each one of the six Electronic Throttle Body
harness terminals.
Does the test lamp blink on all four terminals? — Go to Step 7 Go to Step 6

5 Electronic Throttle Body circuit is functioning properly. — — —

Locate and repair poor connection, open, or short to

ground in the Electronic Throttle Body circuit that did not blink.
6 If a problem was found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 8

Check for poor Electronic Throttle Body connections or

7 replace the faulty Electronic Throttle Body. Go to OBD
Is action complete? — System Check —

Repair faulty ECM connections or replace faulty ECM. Go to OBD

8
Is action complete? — System Check —

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5 - 78 Section 5 - Diagnosis
Engine Oil Pressure Sensor

C A

GRY 414

LT BLU/ BLK/WHT 814

RED 901

40 J2 60 J2 24 J2
Engine
5 Volt Oil Pressure 5 Volt Return Control
Reference Sensor Module
(ECM)
Signal

SPN 100 FMI 3 - Oil Pressure Voltage High

Circuit Description
The engine oil pressure (EOP) sensor changes resistance based on engine oil pressure. The ECM monitors the signal
circuit of the EOP sensor. The EOP sensor has the following circuits:
• 5-volt reference circuit
• Low reference circuit
• EOP sensor signal circuit
The engine control module (ECM) supplies 5 volts to the EOP sensor on the 5-volt reference circuit. The ECM also
provides a ground on the low reference circuit. The EOP sensor provides a signal to the ECM on the EOP sensor signal
circuit which is relative to the pressure changes in the engine oil pressure. When the oil pressure is high, the sensor
resistance is high, and the ECM senses a high voltage. When the oil pressure is low, the sensor voltage is low, and the
ECM senses a low signal voltage. The ECM monitors the EOP sensor signal for voltage outside of the normal range.
If the ECM detects an EOP sensor signal voltage that is excessively high, SPN 100 FMI 3 sets.
The ECM sends the engine oil pressure information to the IPC (Dash) via the CAN BUS J1939 data circuit. An EOP fault
code will cause RPM reduction to occur on some engine packages.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 100 FMI 3 Oil Pressure Voltage High

Conditions for Running the DTC

• The engine is running.

Conditions for Setting the DTC

The ECM detects that the EOP sensor voltage is greater than 4.5 volt for more than 9 seconds.

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Section 5 - Diagnosis 5 - 79
Action Taken When the DTC Sets
• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The control module records the DTC at the time the diagnostic fails.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after consecutive ignition cycle that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other emission
related diagnostic.
• Clear the MIL and the DTC with a scan tool.
Diagnostic Aids

Step Action Value Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Go to OBD
1 Was the “On-Board Diagnostic” (OBD) system check — System Check
performed? Go to Step 2 Page 2-12
1. Install a scan tool.
2 2. Turn the ignition ON, with the engine OFF.
3. With the scan tool, observe the Engine Oil Pressure Sensor
parameter in the Scan Tool Data list. 0.48 V
Does the Engine Oil Pressure Sensor parameter display less Go to
than the specified value? Go to Step 3 Diagnostic Aids
1. Turn the ignition OFF.
2. Disconnect the engine oil pressure (EOP) sensor.
3. Connect a 3-ampere fused jumper between the EOP sensor
orignal circuit and the 5 volt reference circuit of
the EOP sensor. 4.6 V
3
4. With the scan tool, observe the Engine Oil Pressure Sensor
parameter.
Does the Engine Oil Pressure Sensor parameter display
greater than the specified value?
Go to Step 7 Go to Step 4
1. Disconnect the fused jumper.
2. Measure the voltage between the 5 volt reference circuit of
4 the EOP sensor and the low reference circuit 4.6 V
of the EOP sensor.
Does the voltage measure greater than the specified value? Go to Step 6 Go to Step 5
Test the 5 volt reference circuit of the EOP sensor for an open
5 or for high resistance.
Did you find and correct the condition? Verify Repair Go to Step 8
Test the EOP sensor signal circuit for an open, for a short to
6 ground, or for high resistance.
Did you find and correct the condition? Verify Repair Go to Step 8

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5 - 80 Section 5 - Diagnosis

Step Action Value Yes No

Inspect for poor connections at the harness connector of
7 the EOP sensor. —
Did you find and correct the condition? Verify Repair Go to Step 9
Inspect for poor connections at the harness connector of
8 the ECM.
Did you find and correct the condition? Verify Repair Go to Step 10

Replace the EOP sensor.

9 Did you complete the replacement? Verify Repair
Important: Program the replacement ECM.
10 Replace the ECM.
Did you complete the replacement? Verify Repair

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5 - 82 Section 5 - Diagnosis

Engine Oil Pressure Sensor

C A

GRY 414

LT BLU/ BLK/WHT 814

RED 901

40 J2 60 J2 24 J2
Engine
5 Volt Oil Pressure 5 Volt Return Control
Reference Sensor Module
(ECM)
Signal

SPN 100 FMI 4 - Oil Pressure Voltage Low

Circuit Description
The engine oil pressure (EOP) sensor changes resistance based on engine oil pressure. The ECM monitors the signal
circuit of the EOP sensor. The EOP sensor has the following circuits:
• 5-volt reference circuit
• Low reference circuit
• EOP sensor signal circuit
The engine control module (ECM) supplies 5 volts to the EOP sensor on the 5-volt reference circuit. The ECM also
provides a ground on the low reference circuit. The EOP sensor provides a signal to the ECM on the EOP sensor signal
circuit which is relative to the pressure changes in the engine oil pressure. When the oil pressure is high, the sensor
resistance is high, and the ECM senses a high voltage. When the oil pressure is low, the sensor voltage is low, and the
ECM senses a low signal voltage. The ECM monitors the EOP sensor signal for voltage outside of the normal range.
If the ECM detects an EOP sensor signal voltage that is excessively low, SPN 100 FMI 4 sets.
The ECM sends the engine oil pressure information to the instrament panel (Dash) via the CAN BUS J1939 data circuit.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 100 FMI 4 Oil Pressure Voltage Low

Conditions for Running the DTC

• The engine is running.

Conditions for Setting the DTC

The ECM detects that the EOP sensor voltage is less than 0.48 volt for more than 9 seconds.

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Section 5 - Diagnosis 5 - 83
Action Taken When the DTC Sets
• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The control module records the DTC at the time the diagnostic fails.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after consecutive ignition cycle that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other emission
related diagnostic.
• Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
Step Action Value Yes No
Schematic Reference: Engine Controls Schematics Pages 5-2 to 5-6`
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End
Views

Was the “On-Board Diagnostic” (OBD) system check Go to OBD

1 performed? — Go to Step 2 System Check
Page 2-12

1. Install a scan tool.

2. Turn ON the ignition, with the engine OFF.
2 3. With the scan tool, observe the Engine Oil Pressure 4.5 V
Sensor parameter in the Scan Tool Data list.
Does the Engine Oil Pressure Sensor parameter display Go to
greater than the specified value? Go to Step 3 Diagnostic Aids
on Facing Page

1. Turn OFF the ignition.

2. Disconnect the engine oil pressure (EOP) sensor.
3 3. With the scan tool, observe the Engine Oil Pressure 0.4 V
Sensor parameter.
Does the Engine Oil Pressure Sensor parameter display
less than the specified value? Go to Step 7 Go to Step 4

1. Turn OFF the ignition.

2. Disconnect the negative battery cable.
4 3. Measure the resistance from the low reference circuit
of the EOP sensor to a good ground. 5 ohmns
Is the resistance less than the specified value? Go to Step 6 Go to Step 5

Test the EOP sensor signal circuit for a short to voltage.

5 Did you find and correct the condition? Verify Repair Go to Step 8

1. Disconnect the ECM.

2. Test the low reference circuit of the EOP sensor for
6 an open or for a high resistance. -
Did you find and correct the condition? Verify Repair Go to Step 8
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5 - 84 Section 5 - Diagnosis

Step Action Value Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End
Views

Inspect for poor connections at the harness connector of

7 the EOP sensor.
Did you find and correct the condition? - Verify Repair Go to Step 9

Inspect for poor connections at the harness connector of

8 the ECM. -
Did you find and correct the condition? Verify Repair Go to Step 10

Replace the EOP sensor.

9 Did you complete the replacement? Verify Repair

Important: Program the replacement ECM.

10 Replace the ECM.
Did you complete the replacement? Verify Repair

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5 - 86 Section 5 - Diagnosis

Manifold Absolute Pressure Sensor

39 J3

GRY 416

C
Manifold
Absolute
Pressure
(MAP)
B A Sensor
BLK/
WHT 816
GRY 416
LT GRN 432

39 J3 59 J3 23 J3

5 Volt Map Sensor Engine

Reference Sensor Ground Control
Signal Module
(ECM)

Diagnostic Information and Procedures

SPN 106, FMI 3 MAP Sensor High

Circuit Description
The manifold absolute pressure (MAP) sensor responds to pressure changes in the intake manifold (Vacuum). The
pressure changes occur based on the engine load. The MAP sensor has the following circuits:
• 5-volt reference circuit
• Low reference circuit
• MAP sensor signal circuit
The engine control module (ECM) supplies 5 volts to the MAP sensor on the 5-volt reference circuit. The ECM also
provides a ground on the low reference circuit. The MAP sensor provides a signal to the ECM on the MAP sensor signal
circuit which is relative to the pressure changes in the manifold. The ECM should detect a low signal voltage about 1.0-1.5
volts at a low MAP, such as during an idle or a deceleration. The ECM should detect a high signal voltage about 4.0-4.5
volts at a high MAP, such as the ignition is ON, with the engine OFF, or at a wide open throttle (WOT). The MAP sensor is
also used in order to determine the barometric pressure (BARO). This occurs when the ignition switch is turned ON, with
the engine OFF. The BARO reading may also be updated whenever the engine is operated at WOT. The ECM monitors the
MAP sensor signal for voltage outside of the normal range.
If the ECM detects a MAP sensor signal voltage that is excessively high, this DTC will set.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 106 FMI 3 MAP Sensor High

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Section 5 - Diagnosis 5 - 87
Conditions for Running the DTC
• The throttle angle is less than 20 percent when the engine speed is more than 600 RPM.
• The above conditions are present for 5 seconds.
• SPN 106 FMI 3 runs continuously when the above conditions are met.

Conditions for Setting the DTC

The ECM detects that the MAP sensor voltage is more than 4.9 volts for more than 4 seconds.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The control module records the DTC at the time the diagnostic fails.
• The ECM operates with a default MAP reading, which varies based on throttle angle.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after consecutive ignition cycle that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other emission
related diagnostic.
• Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
• Inspect for any vacuum leaks.
• This DTC may set as the result of a misfire.
• This DTC may set as the result of improper tension or alignment of the timing chain.
• If this DTC is determined to be intermittent, refer to Testing for Intermittent Conditions and Poor Connections.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check

2 Attempt to start the engine. —

Does the engine start and run? Go to Step 3 Go to Step 4
1. Install a vacuum gauge to a manifold vacuum source.
14” Hg
3 2. Start the engine and increase engine speed to about 1000 RPM in neutral. (45.5
3. Vacuum reading should be steady. kPa)
Is the vacuum gauge reading steady and above the specified value Go to Step 6 Go to Step 5
1. Turn OFF the ignition.
2. Remove the MAP sensor from the intake manifold. Refer to Manifold
Absolute Pressure (MAP) Sensor Replacement. Leave the electrical harness
4 connected. 4.9 V
3. Connect a J 23738-A Mityvac to the MAP sensor.
4. Apply vacuum until 5 inch Hg is reached.
5. Observe the MAP Sensor parameter with the scan tool. Go to
Is the voltage more than the specified value? Go to Step 6 Diagnostic Aids
1. Start the engine and increase engine speed to about 1000 RPM in neutral.
5 2. Observe the manifold absolute pressure (MAP) sensor parameter with a 4V
scan tool. Go to
Is the voltage more than the specified value? Go to Step 6 Diagnostic Aids

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5 - 88 Section 5 - Diagnosis

Inspect for the following conditions:

• Disconnected, damaged, or incorrectly routed vacuum hoses
6 • The MAP sensor disconnected from the vacuum source —
• Restrictions in the MAP sensor vacuum source
• Intake manifold vacuum leaks
Did you find and correct the condition? Go to Step 17 Go to Step 7
1. Turn OFF the ignition.
7 2. Turn ON the ignition, with the engine OFF. —
3. Monitor the Diagnostic Trouble Code (DTC) Information with the scan tool.
Are there any other sensor high or out of range codes also set? Go to Step 9 Go to Step 8
1. Disconnect the MAP sensor electrical connector.
8 2. Observe the MAP sensor parameter with the scan tool. 0.1 V
Is the voltage less than the specified value? Go to Step 10 Go to Step 11
1. Disconnect the MAP sensor electrical connector. Go to Step 10
Focus on low
9 2. Observe the MAP sensor parameter with the scan tool. 0.1 V ref. which DTC
Is the voltage less than the specified value? is effecting the
circuit Go to Step 11
1. Unless already done, remove the MAP sensor from the intake manifold.
Refer to Manifold Absolute Pressure (MAP) Sensor Replacement.
2. Connect a jumper wire between each of the terminals in the MAP sensor
harness connector and the corresponding terminal at the MAP sensor. Refer to
10 Using Connector Test Adapters. 0.2 V
3. Measure the voltage from the low reference circuit of the MAP sensor at
the jumper wire terminal to a good ground with the DMM. Refer to Measuring
Voltage Drop.
Is the voltage more than the specified value? Go to Step 12 Go to Step 13
Test the MAP sensor signal circuit between the engine control module (ECM)
11 and the MAP sensor for a short to voltage. Refer to Circuit Testing and Wiring —
Repairs.
Did you find and correct the condition? Go to Step 17 Go to Step 16
Test the low reference circuit between the ECM and the MAP sensor for high
12 resistance or for an open. Refer to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 17 Go to Step 14
Inspect for an intermittent and for a poor connection at the MAP sensor. Refer
to Testing for Intermittent Conditions and Poor Connections and Connector
13 —
Repairs.
Did you find and correct the condition? Go to Step 17 Go to Step 15
Inspect for an intermittent and for a poor connection at the ECM. Refer to
14 Testing for Intermittent Conditions and Poor Connections and Connector —
Repairs.
Did you find and correct the condition? Go to Step 17 Go to Step 16
Replace the MAP sensor. Refer to Manifold Absolute Pressure (MAP) Sensor
15 Replacement. —
Did you complete the replacement? Go to Step 17 —
Replace the ECM. Refer to Control Module References for replacement, setup,
16 and programming. —
Did you complete the replacement? Go to Step 17 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
17 3. Start the engine. —
4. Operate the vehicle within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 18
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
18 — Trouble Code
(DTC) List System OK

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5 - 90 Section 5 - Diagnosis

Manifold Absolute Pressure Sensor

39 J3

GRY 416

C
Manifold
Absolute
Pressure
(MAP)
B A Sensor
BLK/
WHT 816
GRY 416
LT GRN 432

39 J3 59 J3 23 J3

5 Volt Map Sensor Engine

Reference Sensor Ground Control
Signal Module
(ECM)

Diagnostic Information and Procedures

SPN 106, FMI 4 MAP Sensor Low

Circuit Description
The manifold absolute pressure (MAP) sensor responds to pressure changes in the intake manifold (Vacuum). The
pressure changes occur based on the engine load. The MAP sensor has the following circuits:
• 5-volt reference circuit
• Low reference circuit
• MAP sensor signal circuit
The engine control module (ECM) supplies 5 volts to the MAP sensor on the 5-volt reference circuit. The ECM also
provides a ground on the low reference circuit. The MAP sensor provides a signal to the ECM on the MAP sensor signal
circuit which is relative to the pressure changes in the manifold. The ECM should detect a low signal voltage about 1.0-1.5
volts at a low MAP, such as during an idle or a deceleration. The ECM should detect a high signal voltage about 4.0-4.5
volts at a high MAP, such as the ignition is ON, with the engine OFF, or at a wide open throttle (WOT). The MAP sensor is
also used in order to determine the barometric pressure (BARO). This occurs when the ignition switch is turned ON, with
the engine OFF. The BARO reading may also be updated whenever the engine is operated at WOT. The ECM monitors the
MAP sensor signal for voltage outside of the normal range.
If the ECM detects a MAP sensor signal voltage that is excessively low, this DTC will set.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 106 FMI 4 MAP Sensor Low

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Section 5 - Diagnosis 5 - 91

Conditions for Running the DTC

• The engine is running.
• When the engine speed is less than 300 RPM.
OR
• The throttle angle is more than 50 percent
• The above conditions are present for 0.5 seconds.
• SPN 106 FMI 4 runs continuously when the above conditions are met.

Conditions for Setting the DTC

The ECM detects that the MAP sensor voltage is less than 0.06 volt for more than 4 seconds.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The control module records the DTC at the time the diagnostic fails.
• The ECM operates with a default MAP reading, which varies based on throttle angle.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after consecutive ignition cycle that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other emission
related diagnostic.
• Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
• If this DTC is determined to be intermittent, refer to Testing for Intermittent Conditions and Poor Connections.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
1. Turn ON the ignition, with the engine OFF. Go to Step
3 or Focus
2. Monitor the Diagnostic Trouble Code (DTC) Information with the scan tool. on 5 volt ref.
2 Are there any other sensor low or out of range codes also set? — which DTC is
effecting 5 v
circuit. Go to Step 3
Observe the manifold absolute pressure (MAP) sensor parameter with the
3 scan tool. 0.1 V
Is the voltage less than the specified value? Go to Step 5 Go to Step 4
1. Install a vacuum gauge to a manifold vacuum source.
2. Start the engine and increase engine speed to about 1000 RPM in neutral. 14” Hg Repair low
4 (45.5 or unsteady
3. Vacuum reading should be steady. kPa) vacuum
Is the vacuum gauge reading steady and above the specified value? Go to Step 5 problem

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5 - 92 Section 5 - Diagnosis

1. Turn OFF the ignition.

2. Disconnect the MAP sensor electrical connector.
3. Turn ON the ignition, with the engine OFF.
Important: Certain resistances will not be detectable if a test lamp is not
connected to provide a circuit load.
5 4. Connect a test lamp between the MAP sensor 5-volt reference circuit and a 4.8 V
good ground.
5. Measure the voltage from the 5-volt reference circuit of the MAP sensor
to a good ground, with a DMM, at the MAP sensor connector. Refer to Circuit
Testing.
Is the voltage more than the specified value? Go to Step 6 Go to Step 7
1. Connect a 3-amp fused jumper wire between the 5-volt reference circuit of
6 the MAP sensor and the signal circuit of the MAP sensor. 4.9 V
2. Observe the MAP sensor parameter with the scan tool.
Is the voltage more than the specified value? Go to Step 9 Go to Step 8
Test the 5-volt reference circuit between the engine control module (ECM) and
the MAP sensor for an open or high resistance. Refer to Circuit Testing and
7 —
Wiring Repairs.
Did you find and correct the condition? Go to Step 13 Go to Step 10
Test the MAP sensor signal circuit between the ECM and the MAP sensor for a
8 short to ground or an open. Refer to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 13 Go to Step 10
Test for an intermittent and for a poor connection at the MAP sensor. Refer
to Testing for Intermittent Conditions and Poor Connections and Connector
9 —
Repairs.
Did you find and correct the condition? Go to Step 13 Go to Step 11
Test for an intermittent and for a poor connection at the ECM. Refer to Testing
10 for Intermittent Conditions and Poor Connections and Connector Repairs. —
Did you find and correct the condition? Go to Step 13 Go to Step 12
Replace the MAP sensor. Refer to Manifold Absolute Pressure (MAP) Sensor
11 Replacement. —
Did you complete the replacement? Go to Step 13 —
Replace the ECM. Refer to Control Module References for replacement, setup,
12 and programming. —
Did you complete the replacement? Go to Step 13 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
13 3. Start the engine. —
4. Operate the vehicle within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 14
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
14 — Trouble Code
(DTC) List System OK

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5 - 94 Section 5 - Diagnosis

Engine Coolant Temperature Sensor

YEL 410

B
Engine Coolant
Temperature
(ECT) Sensor

YEL 410 BLK 817

55 J3 35 J3

ECT Sensor Engine

Sensor Return Control
Signal Module
(ECM)

Diagnostic Information and Procedures

SPN 110, FMI 3 Coolant Sensor High (ECT Sensor Circuit High Voltage / Low Temperature)
Circuit Description
The engine coolant temperature (ECT) sensor is a variable resistor that measures the temperature of the engine coolant.
The ECT sensor has a signal circuit and a low reference circuit. The engine control module (ECM) supplies 5 volts to the
ECT signal circuit and a ground for the ECT low reference circuit. When the ECT is cold, the sensor resistance is high.
When the ECT increases, the sensor resistance decreases. With high sensor resistance, the ECM detects a high voltage
on the ECT signal circuit. With lower sensor resistance, the ECM detects a lower voltage on the ECT signal circuit. If the
ECM detects an excessively high ECT signal voltage, which is a low temperature indication, SPN 110, FMI 3 sets.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 110, FMI 3 Coolant Sensor High

Conditions for Running the DTC

• The engine has been running for more than 10 seconds.
• SPN 110, FMI 3 runs continuously when the above condition is met.

Conditions for Setting the DTC

The ECM detects that the ECT sensor parameter is less than −31°C (−24°F) for approximately 3 seconds. Note: Exact
temperature and duration may vary depending on ECM calibration.

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Section 5 - Diagnosis 5 - 95
Action Taken When the DTC Sets
• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) when the diagnostic runs and does not fail. After
the diagnostic runs and passes, there may be a timed delay before the malfunction indicator lamp (MIL) turns OFF.
• An active DTC clears when the diagnostic runs and passes.
• A history DTC clears after 20 to 50 consecutive warm-up cycles, if no failures are reported by this or any other
emission related diagnostic. Each warm-up cycle must last a minimum of 10 seconds.
• Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
• If a short to a separate 5-volt source occurs, this DTC may set.
• After starting the engine, the ECT should rise steadily, then stabilize near the thermostat opening temperature.
• Use the Temperature vs. Resistance table to test the ECT sensor. A skewed sensor could result in poor driveability
conditions. Refer to Temperature vs Resistance .

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
Observe the ECT sensor parameter with a scan tool. −31°C
Is the ECT sensor parameter less than the specified value? (Sensor (−24°F)
2 resistance greater than the specified value?)
If the indicated temperature is set at a default value, use the sensor resistance 57,300
value for this step. Ohms Go to Step 4 Go to Step 3
1. Observe the Conditions for Running this DTC.
2. Turn OFF the ignition for 30 seconds.
3 3. Start the engine. —
4. Operate the engine within the Conditions for Running the DTC. Go to
Did the DTC fail this ignition? Go to Step 4 Diagnostic Aids
1. Disconnect the ECT sensor.
4 2. Measure the voltage from the signal circuit of the ECT sensor to a good 5.2 V
ground with a DMM. Refer to Circuit Testing and Wiring Repairs.
Is the voltage more than the specified value? Go to Step 5 Go to Step 6
Important: If a short to voltage occurs, the ECT sensor may be damaged.
5 Test the ECT signal circuit for a short to voltage. Refer to Circuit Testing and —
Wiring Repairs.
Did you find and correct the condition? Go to Step 15 Go to Step 12
1. Connect a 3-amp fused jumper between the signal circuit of the ECT
sensor and the low reference circuit. Refer to Using Fused Jumper Wires . 150°C
2. Observe the ECT sensor parameter with the scan tool. (302°F)
6 Is the ECT sensor parameter more than the specified value? (Sensor
resistance less than the specified value?) 47 Ohms
If the indicated temperature is set at a default value, use the sensor resistance
value for this step. Go to Step 10 Go to Step 7
1. Connect a 3-amp fused jumper between the signal circuit of the ECT
sensor and a good ground. 150°C
2. Observe the ECT sensor parameter with a scan tool. (302°F)
7 Is the ECT sensor parameter more than the specified value? (Sensor
resistance less than the specified value?) 47 Ohms
If the indicated temperature is set at a default value, use the sensor resistance
value for this step. Go to Step 9 Go to Step 8

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5 - 96 Section 5 - Diagnosis

Test the signal circuit of the ECT sensor for a high resistance or an open.
8 Refer to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 15 Go to Step 12
Test the low reference circuit of the ECT sensor for a high resistance or an
9 open. Refer to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 15 Go to Step 12

Temperature vs Resistance Reference Chart

C F OHMS
Temperature vs Resistance Values (Approximate)
150 302 47
140 284 60
130 266 77
120 248 100
110 230 132
100 212 177
90 194 241
80 176 332
70 158 467
60 140 667
50 122 973
45 113 1188
40 104 1459
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280
0 32 9420
-5 23 12300
-10 14 16180
-15 5 21450
-20 -4 28680
-30 -22 52700
-40 -40 100700

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5 - 98 Section 5 - Diagnosis

Engine Coolant Temperature Sensor

YEL 410

B
Engine Coolant
Temperature
(ECT) Sensor

YEL 410 BLK 817

55 J3 35 J3

ECT Sensor Engine

Sensor Return Control
Signal Module
(ECM)

Diagnostic Information and Procedures

SPN 110, FMI 4 Coolant Sensor Low (ECT Sensor Circuit Low Voltage / High Temperature)
Circuit Description
The engine coolant temperature (ECT) sensor is a variable resistor that measures the temperature of the engine coolant.
The engine control module (ECM) supplies 5 volts to the ECT signal circuit and a ground for the ECT low reference circuit.
When the ECT is cold, the sensor resistance is high. When the ECT increases, the sensor resistance decreases. With
high sensor resistance, the ECM detects a high voltage on the ECT signal circuit. With lower sensor resistance, the ECM
detects a lower voltage on the ECT signal circuit. If the ECM detects an excessively low ECT signal voltage, which is a
high temperature indication, SPN 110, FMI 4 sets.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 110, FMI 4 Coolant Sensor Low
Conditions for Running the DTC
• The engine run time is more than 10 seconds.
• SPN 110, FMI 4 runs continuously when the above condition is met.

Conditions for Setting the DTC

The ECT sensor temperature is more than 150°C (302°F) for more than approximately 3 seconds. Note: Exact
temperature and duration may vary depending on ECM calibration.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.

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Section 5 - Diagnosis 5 - 99
Conditions for Clearing the MIL/DTC
• The control module turns OFF the malfunction indicator lamp (MIL) when the diagnostic runs and does not fail. After
the diagnostic runs and passes, there may be a timed delay before the malfunction indicator lamp (MIL) turns OFF.
• An active DTC clears when the diagnostic runs and passes.
• A history DTC clears after 20 to 50 consecutive warm-up cycles, if no failures are reported by this or any other
emission related diagnostic. Each warm-up cycle must last a minimum of 10 seconds.
• Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
• An overheating condition may cause this DTC to set.
• After starting the engine, the ECT should rise steadily, then stabilize near the thermostat opening temperature.
• Use the Temperature vs. Resistance table to test the ECT sensor at various temperature levels to evaluate the
possibility of a skewed sensor. A skewed sensor could result in poor driveability concerns. Refer to Temperature vs
Resistance (Page 5-96).
• If the condition is suspected of being intermittent, refer to Testing for Intermittent Conditions and Poor Connections
(Page 7-3&7-4).

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
Observe the ECT sensor parameter with a scan tool. 150°C
Is the ECT sensor parameter more than the specified value? (Sensor (302°F)
2 resistance less than the specified value?)
If the indicated temperature is set at a default value, use the sensor resistance 47 Ohms
value for this step. Go to Step 4 Go to Step 3
1. Observe the Conditions for Running this DTC.
2. Turn OFF the ignition for 30 seconds.
3 3. Start the engine. —
4. Operate the engine within the Conditions for Running the DTC. Go to
Did the DTC fail this ignition? Go to Step 4 Diagnostic Aids
1. Disconnect the ECT sensor.
−31°C
2. Observe the ECT sensor parameter with a scan tool. (−24°F)
4 Is the ECT sensor parameter less than the specified value? (Sensor
resistance greater than the specified value?) 57,300
If the indicated temperature is set at a default value, use the sensor resistance Ohms
value for this step. Go to Step 6 Go to Step 5
Test the signal circuit of the ECT sensor for a short to ground or a short to the
5 ECT low reference circuit. Refer to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 10 Go to Step 8
Test for an intermittent and for a poor connection at the ECT sensor. Refer
to Testing for Intermittent Conditions and Poor Connections and Connector
6 —
Repairs.
Did you find and correct the condition? Go to Step 10 Go to Step 7
Replace the ECT sensor. Refer to Engine Coolant Temperature (ECT) Sensor
7 Replacement. —
Did you complete the replacement? Go to Step 10 —
Test for an intermittent and for a poor connection at the ECM. Refer to Testing
8 for Intermittent Conditions and Poor Connections and Connector Repairs. —
Did you find and complete the replacement? Go to Step 10 Go to Step 9

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5 - 100 Section 5 - Diagnosis

Replace the ECM. Refer to Control Module References for replacement,

9 setup, and programming. —
Did you complete the replacement? Go to Step 10 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
10 3. Start the engine. —
4. Operate the engine within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 11
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
11 — Trouble Code
(DTC) List System OK

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Diagnostic Information and Procedures

SPN 630, FMI 13 Cal Memory Failure

Description
This Test allows the ECM to check for a calibration failure by comparing the calibration value to a known value stored in
the EEPROM. This test is also used as a security measure to prevent improper use of the calibration or changes to these
calibrations that may alter the designed function of MEFI. This diagnostic also addresses whether or not the ECM is
programmed.

DTC Descriptors
This diagnostic procedure supports the following DTC:
SPN 630 FMI 13 Cal Memory Failure

Conditions for Running the DTC

• The ignition switch is in the Run or the Crank position.
• The ignition voltage is more than 5 volts.
• SPN 630 FMI 13 runs continuously when the above condition is met.

Conditions for Setting the DTC

The ECM detects an internal failure or incomplete programming for more than 14 seconds.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The control module records the operating conditions at the time the diagnostic fails.

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Section 5 - Diagnosis 5 - 103
Conditions for Clearing the MIL/DTC
• A current DTC Last Test Failed clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other non-
emission related diagnostic.
• Clear the DTC with a scan tool.
Test Description
The number below refers to the step number on the diagnostic table.
2. This step check indicates the ECM needs to programmed or replaced.

Step Action Yes No

Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to Diagnostic
1 Go to Step 2 System Check
2 Is SPN 630 FMI 13 set? Go to Step 3 Go to Step 5
Program the engine control module (ECM). Refer to Service Programming System
3 (SPS).
Does SPN 630 reset? Go to Step 4 Go to Step 7
1. Ensure that all tool connections are secure.
2. Ensure that the programming equipment is operating correctly.
4 3. Ensure that the correct software/calibration package is used.
4. Attempt to program the ECM. Refer to Service Programming System (SPS).
Does SPN 630 reset? Go to Step 5 Go to Step 7
Test all voltage and ground inputs to the ECM for an open circuit or high resistance.
5 Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 7 Go to Step 6
Replace the ECM. Refer to Control Module References for replacement, setup, and
6 programming.
Did you complete the replacement? Go to Step 7 —
1. Clear the DTCs with a scan tool.
7 2. Turn OFF the ignition for 30 seconds.
3. Start the engine.
Did the DTC fail this ignition? Go to Step 2 Go to Step 8
Observe the Capture Info with a scan tool. Go to Diagnostic
8 Are there any DTCs that have not been diagnosed? Trouble Code
(DTC) List System OK

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5 - 104 Section 5 - Diagnosis

Crankshaft Positon Camshaft Positon

(CKP) Sensor (CMP) Sensor

Solid Solid
State State

C B A C A B

DK BLU/ BLK/ GRY GRY BLK/ BRN/

WHT WHT 415 413 WHT WHT
1869 815 813 633

63 J2 27 J2 43 J2 39 J2 23 J2 59 J2

CKP CKP CKP CMP CMP CMP

Sensor Sensor Sensor Sensor Sensor Sensor
Signal 5V 5V 5V 5V Signal
Return Reference Reference Return

Diagnostic Information and Procedures

SPN 636, FMI 2 Crank Signal Fault

Circuit Description
The crankshaft position (CKP) sensor works in conjunction with the 4X reluctor trigger wheel on the crankshaft. Each tooth
on the reluctor wheel is equally spaced at 4 tooth spacing, for the reference sync pulse. The engine control module (ECM)
provides a 5-volt reference to the sensor, as well as a low reference, and a signal circuit. As the crankshaft rotates, the
reluctor trigger wheel interrupts a magnetic field produced by a magnet internal to the sensor. The CKP sensor internal
circuitry detects this interruption of the magnetic field, and produces an ON/OFF DC voltage of varying frequency. The
frequency of the CKP sensor output signal is dependent upon crankshaft speed. The ECM uses each CKP output signal
to determine crankshaft speed, identify crankshaft position, and to detect engine misfire. If the ECM detects that there is
no output signal from the CKP sensor, then SPN 636, FMI 2 will set.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 636, FMI 2 Crank Signal Fault (Crankshaft Position (CKP) Sensor Circuit Signal Fault)

Conditions for Running the DTC

• The engine is cranking or running.
• SPN 636 FMI 2 runs continuously when the above condition is met.

Conditions for Setting the DTC

The ECM detects that there is no signal from the CKP sensor for 3 seconds.

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Section 5 - Diagnosis 5 - 105
Action Taken When the DTC Sets
• The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the
diagnostic runs and fails.
• The control module records the operating conditions at the time the diagnostic fails.
Conditions for Clearing the MIL/DTC
• The control module turns OFF the malfunction indicator lamp (MIL) after consecutive ignition cycle that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 20 to 50 consecutive warm-up cycles, if no failures are reported by this or any other
emission related diagnostic. Each warm-up cycle must last a minimum of 10 seconds.
• Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
SPN 636, FMI 2 will set with the ignition switch in the Start position, if the starter motor is inoperative, or the starter motor
control circuit is inoperative.

Test Description
The numbers below refer to the step numbers on the diagnostic table.
3. This step determines if the fault is present.
6. This step simulates a CKP sensor signal to the ECM. If the ECM receives the signal, the fuel pump will operate for
about 3 seconds.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check

2 Attempt to start the engine. —

Does the engine start and continue to run? Go to Step 3 Go to Step 4
1. Observe Conditions for Running this DTC.
2. Turn OFF the ignition for 30 seconds. Go to Testing
3 — for Intermittent
3. Start the engine. Conditions
4. Operate the engine within the conditions for Running the DTC. and Poor
Did the DTC fail this ignition? Go to Step 4 Connections
1. Disconnect the crankshaft position (CKP) sensor connector.
2. Turn ON the ignition, with the engine OFF.
4 3. Measure the voltage from the 5-volt reference circuit of the crankshaft 4.8 V
position (CKP) sensor to a good ground with a DMM. Refer to Troubleshooting
with a Digital Multi-meter
Does the voltage measure above the specified value? Go to Step 5 Go to Step 7
Measure the voltage between the 5-volt reference circuit of the CKP sensor
5 and the low reference circuit of the CKP sensor with a DMM. 4.8 V
Does the voltage measure above the specified value? Go to Step 6 Go to Step 8
Momentarily connect a test lamp between the CKP sensor signal circuit and
6 the 5-volt reference of the CKP sensor. —
Does the fuel pump operate when the test lamp is applied to the CKP sensor
signal circuit? Go to Step 10 Go to Step 9
Test the 5-volt reference circuit for the following conditions:
• An open
7 • A short to ground —
• High resistance
Refer to Circuit Testing and Wiring Repairs.
Did you find and correct condition? Go to Step 16 Go to Step 12

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5 - 106 Section 5 - Diagnosis

Test the low reference circuit for the following conditions:

• An open
8 • A short to voltage —
• High resistance
Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 16 Go to Step 12
Test the CKP sensor signal circuit for the following conditions:
• An open
• A short to ground
9 • A short to voltage —

• High resistance
Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 16 Go to Step 12
1. Remove the CKP sensor. Refer to Crankshaft Position (CKP) Sensor
Replacement.
2. Visually inspect the CKP sensor for the following conditions:
Physical damage
•
Loose or improper installation
•
10 Wiring routed too closely to the secondary ignition components —
•
3. The following conditions may cause this DTC to set:
Excessive air gap between the CKP sensor and the reluctor wheel
•
The CKP sensor coming in contact with the reluctor wheel
•
Foreign material passing between the CKP sensor and the reluctor wheel
Did• you find and correct the condition? Go to Step 16 Go to Step 11
Visually inspect the CKP sensor reluctor wheel for the following conditions:
• Loose or improper installation
11 • Physical damage —
• Excessive end play or looseness
Did you find and correct the condition? Go to Step 16 Go to Step 14
Test for poor connections at the CKP sensor. Refer to Testing for Intermittent
12 Conditions and Poor Connections and Wiring Repairs. —
Did you find and correct the condition? Go to Step 16 Go to Step 13
Test for poor connections at the engine control module (ECM). Refer to Testing
13 for Intermittent Conditions and Poor Connections and Wiring Repairs. —
Did you find and correct the condition? Go to Step 16 Go to Step 15
Replace the CKP sensor. Refer to Crankshaft Position (CKP) Sensor
14 Replacement. —
Did you complete the replacement? Go to Step 16 —
Replace the ECM. Refer to Control Module References for replacement, setup,
15 and programming. —
Did you complete the replacement? Go to Step 16 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
16 3. Start the engine. —
4. Operate the engine within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 17
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
17 — Trouble Code
(DTC) List System OK

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5 - 108 Section 5 - Diagnosis

From MEFI System Relay

5.7L V-8
Cylinder Firing Order 1 8 4 3 6 5 7 2
S112 S112a Driver Letter A B C D E F GH

A A A A A A A A
Fuel Fuel Fuel Fuel Fuel Fuel Fuel Fuel
Injector Injector Injector Injector Injector Injector Injector Injector
Cylinder #1 Cylinder #8 Cylinder #4 Cylinder #3 Cylinder #6 Cylinder #5 Cylinder #7 Cylinder #2

B B B B B B B B

LT BLU/ LT BLU/ LT GRN/ LT BLU/ LT GRN/ GRN/

GRN 471 BLK 474 LT BLU 472
RED 478 BLK 473 WHT 476 WHT 475 RED 477
Engine
72 J2 48 J2 71 J2 32 J2 52 J2 49 J2 70 J2 16 J2
Control
INJ INJ INJ INJ INJ INJ INJ INJ Module
Driver Driver Driver Driver Driver Driver Driver Driver (ECM)
A B C D E F G H

Diagnostic Information and Procedures

SPN 651-658 Fuel Injector DTCs (See DTC Descriptors below, for individual codes)

Circuit Description
The control module enables the appropriate fuel injector on the intake stroke for each cylinder. Ignition voltage is supplied
to the fuel injectors. The control module controls each fuel injector by grounding the control circuit via a solid state device
called a driver. The control module monitors the status of each driver. If the control module detects an incorrect voltage for
the commanded state of the driver, a fuel injector control DTC sets.

DTC Descriptors
This diagnostic procedure supports the following DTCs:

• SPN 651 FMI 3 Inj 1 Short High (Injector A Circuit High Voltage)
• SPN 651 FMI 4 Inj 1 Short Low (Injector A Circuit Low Voltage)
• SPN 651 FMI 5 Inj 1 Open (Injector A Circuit Open)

• SPN 652 FMI 3 Inj 2 Short High (Injector B Circuit High Voltage)
• SPN 652 FMI 4 Inj 2 Short Low (Injector B Circuit Low Voltage)
• SPN 652 FMI 5 Inj 2 Open (Injector B Circuit Open)

• SPN 653 FMI 3 Inj 3 Short High (Injector C Circuit High Voltage)
• SPN 653 FMI 4 Inj 3 Short Low (Injector C Circuit Low Voltage)
• SPN 653 FMI 5 Inj 3 Open (Injector C Circuit Open)

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Section 5 - Diagnosis 5 - 109

• SPN 654 FMI 3 Inj 4 Short High (Injector D Circuit High Voltage)
• SPN 654 FMI 4 Inj 4 Short Low (Injector D Circuit Low Voltage)
• SPN 654 FMI 5 Inj 4 Open (Injector D Circuit Open)

• SPN 655 FMI 3 Inj 5 Short High (Injector E Circuit High Voltage)
• SPN 655 FMI 4 Inj 5 Short Low (Injector E Circuit Low Voltage)
• SPN 655 FMI 5 Inj 5 Open (Injector E Circuit Open)

• SPN 656 FMI 3 Inj 6 Short High (Injector F Circuit High Voltage)
• SPN 656 FMI 4 Inj 6 Short Low (Injector F Circuit Low Voltage)
• SPN 656 FMI 5 Inj 6 Open (Injector F Circuit Open)

• SPN 657 FMI 3 Inj 7 Short High (Injector G Circuit High Voltage)
• SPN 657 FMI 4 Inj 7 Short Low (Injector G Circuit Low Voltage)
• SPN 657 FMI 5 Inj 7 Open (Injector G Circuit Open)

• SPN 658 FMI 3 Inj 8 Short High (Injector H Circuit High Voltage)
• SPN 658 FMI 4 Inj 8 Short Low (Injector H Circuit Low Voltage)
• SPN 658 FMI 5 Inj 8 Open (Injector H Circuit Open)

Note: Injector circuits are named according to the firing order sequence.
In this application, injectors A-B-C-D-E-F-G-H correspond to the firing order of 1-8-4-3-6-5-7-2.
Thus, Injector C supplies fuel to cylinder number 4.

Conditions for Running the DTC

• The engine is running (for FMI 3 condition)
• The key is on (for FMI 4 and FMI 5 conditions)
• The ignition voltage is between 6–18 volts.

Conditions for Setting the DTC

• The engine control module (ECM) detects an incorrect voltage on a fuel injector control circuit.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) when the diagnostic runs and does not fail. After
the diagnostic runs and passes, there may be a timed delay before the malfunction indicator lamp (MIL) turns OFF.
• An active DTC clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive run cycles, if no failures are reported by this or any other emission related
diagnostic. Each run cycle must last a minimum of 10 seconds.
• Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
• Performing the Fuel Injector Coil Test may help to isolate an intermittent condition. Refer to Fuel Injector Coil Test.
• For an intermittent condition, refer to Testing for Intermittent Conditions and Poor Connections.
Test Description

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5 - 110 Section 5 - Diagnosis
The numbers below refer to the step numbers on the diagnostic table.
4. This step verifies that the ECM is able to control the fuel injector.
5. This step tests if a ground is constantly being applied to the fuel injector.

Step Action Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to Diagnostic
1 Go to Step 2 System Check
1. Observe and record DTC(s).
2. Turn OFF the ignition for 30 seconds.
2
3. Start the engine. Go to Diagnostic
4. Did the DTC fail this ignition? Go to Step 3 Aids
1. Turn OFF the ignition.
2. Disconnect the injector which corresponds to the DTC that has been set.
3 3. Turn ON the ignition, with the engine OFF.
4. Probe the ignition voltage circuit of the fuel injector with a test lamp that is
connected to a good ground.
Does the test lamp illuminate? Go to Step 4 Go to Step 10
1. Connect the J 44603 Fuel Injector Test Lamp between the control circuit of the fuel
4 injector and the ignition voltage circuit of the fuel injector.
2. Start the engine.
Does the Fuel Injector Test Lamp flash? Go to Step 8 Go to Step 5
5 Does the Fuel Injector Test Lamp remain illuminated? Go to Step 7 Go to Step 6
Test the fuel injector control circuit for the following conditions:
• A short to voltage
6 • An open
• High resistance
Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 13 Go to Step 9
Test the fuel injector control circuit for a short to ground. Refer to Circuit Testing and
7 Wiring Repairs.
Did you find and correct the condition? Go to Step 13 Go to Step 12
Test for an intermittent and for a poor connection at the fuel injector. Refer to Testing
8 for Intermittent Conditions and Poor Connections and Repairing Connector Terminals.
Did you find and correct the condition? Go to Step 13 Go to Step 11
Test for an intermittent and for a poor connection at the engine control module (ECM).
Refer to Testing for Intermittent Conditions and Poor Connections and Repairing
9
Connector Terminals.
Did you find and correct the condition? Go to Step 13 Go to Step 12
Important: The MEFI System fuse (injector fuse) also supplies voltage to the ignition
coil, the ignition control module (ICM), and the ECM. If the fuse is open, inspect all
related circuits and components for a short to ground. Refer to Circuit Testing.
Test the ignition voltage circuit of the fuel injector for:
10 • An open
• High resistance
• A short to ground
Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 13 —

11 Replace the fuel injector. Refer to Fuel Injector and Fuel Rail Replacement.
Did you complete the replacement? Go to Step 13 —

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Section 5 - Diagnosis 5 - 111
Replace the ECM. Refer to Control Module References for replacement, setup, and
12 programming.
Did you complete the replacement? Go to Step 13 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
13
3. Start the engine.
4. Did the DTC fail this ignition? Go to Step 2 Go to Step 14
Observe the Capture Info with a scan tool. Go to Diagnostic
14 Are there any DTCs that have not been diagnosed? Trouble Code
(DTC) List System OK

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5 - 112 Section 5 - Diagnosis

Crankshaft Positon Camshaft Positon

(CKP) Sensor (CMP) Sensor

Solid Solid
State State

C B A C A B

DK BLU/ BLK/ GRY GRY BLK/ BRN/

WHT WHT 415 413 WHT WHT
1869 815 813 633

63 J2 27 J2 43 J2 39 J2 23 J2 59 J2

CKP CKP CKP CMP CMP CMP

Sensor Sensor Sensor Sensor Sensor Sensor
Signal 5V 5V 5V 5V Signal
Return Reference Reference Return

Diagnostic Information and Procedures

SPN 723, FMI 2 Cam Signal Fault

Circuit Description
The camshaft position (CMP) sensor works in conjunction with the 1X reluctor trigger wheel on the camshaft gear or
distributor shaft – hereafter referred to as the camshaft gear. The reluctor trigger wheel on the camshaft gear contains a
pattern around the circumference, consisting of 1 wide tooth. The engine control module (ECM) provides a 5-volt reference
to the sensor, as well as a low reference and a signal circuit. As the camshaft gear rotates, the reluctor trigger wheel
interrupts a magnetic field produced by a magnet internal to the sensor. The CMP sensor internal circuitry detects this
interruption of the magnetic field, and produces an ON/OFF DC voltage of varying frequency. The frequency of the CMP
sensor output signal is dependent upon camshaft speed. The ECM will recognize wide tooth pattern to identify camshaft
position, or which cylinder is in compression and which is in exhaust. If the ECM detects that there is no output signal from
the CMP sensor, then SPN 723 FMI 2 will set.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 723 FMI 2 Cam Signal Fault (Camshaft Position (CMP) Sensor Circuit Signal Fault)

Conditions for Running the DTC

• The engine is cranking, or the engine is running.
• SPN 723 FMI 2 runs continuously when the above condition is met.

Conditions for Setting the DTC

The ECM detects no CMP sensor output for more than 3 seconds.

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Section 5 - Diagnosis 5 - 113
Action Taken When the DTC Sets
• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the MIL after consecutive ignition cycles that the diagnostic runs and does not fail.
• A current DTC last test failed clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles if no failures are reported by this or any other emission
related diagnostic.

Diagnostic Aids
SPN 723 FMI 2 will set with the ignition switch in the Start position, if the starter motor is inoperative for more than 3
seconds.

Test Description
The number below refers to the step number on the diagnostic table.
4. The test lamp in this step is used to apply a load to the 12-volt reference circuit of the CMP sensor.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
1. Start and idle the engine. Go to
Testing for
2. Monitor the camshaft position (CMP) sensor active counter parameter with Intermittent
2 a scan tool. — Conditions
Does the CMP sensor active counter number increment? and Poor
Connections Go to Step 3
1. Turn OFF the ignition.
2. Disconnect the CMP sensor electrical connector.
3. Test for shorted terminals and poor connections at the CMP sensor wire
3 harness electrical connector and the mating electrical connector on the CMP —
sensor. Refer to Testing for Intermittent Conditions and Poor Connections and
Connector Repairs.
Did you find and correct the condition? Go to Step 12 Go to Step 4
1. Turn ON the ignition, with the engine OFF.
2. Connect a jumper wire to the 5-volt reference circuit at the CMP sensor
wire harness electrical connector.
3. Connect a test lamp between the jumper wire and a good ground.
4 4. Connect the positive lead of the DMM to the junction of the jumper wire and 4.8–5.2 V
test lamp.
5. Connect the negative lead of the DMM to a good engine ground.
6. Measure the voltage from the 5-volt reference circuit to a good ground with
a DMM. Refer to Circuit Testing.
Is the voltage within the specified range? Go to Step 5 Go to Step 6
1. Remove the test lamp from the jumper wire.
2. Connect another jumper wire to the signal circuit of the CMP sensor wire
harness electrical connector.
5 3. Turn ON the ignition, with the engine OFF. —
4. Monitor the CMP active counter parameter with a scan tool.
5. Momentarily connect the two ends of the jumper wires together several
times.
Does the CMP sensor active counter number increment? Go to Step 10 Go to Step 7

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5 - 114 Section 5 - Diagnosis

Test the CMP 5-volt reference circuit between the CMP sensor and the engine
control module (ECM) for the following conditions:
• An open
6 • High resistance —
• A short to ground
Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 12 Go to Step 9
Test the CMP low reference circuit between the CMP sensor and the ECM for
the following conditions:
• An open

7 • High resistance —
• A short to ground
• A short to voltage
Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 12 Go to Step 8
Test the CMP signal circuit between the CMP sensor and the ECM for the
following conditions:
• An open
8 • High resistance —
• A short to ground
• A short to voltage
Did you find and correct the condition? Go to Step 12 Go to Step 9
Test for shorted terminals and poor connections at the ECM wire harness
electrical connector. Refer to Testing for Intermittent Conditions and Poor
9 —
Connections and Connector Repairs.
Did you find and correct the condition? Go to Step 12 Go to Step 11
Replace the CMP sensor. Refer to Camshaft Position (CMP) Sensor
10 Replacement. —
Did you complete the replacement? Go to Step 12 —
Replace the ECM. Refer to Control Module References for replacement, setup,
11 and programming. —
Did you complete the replacement? Go to Step 12 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
12 3. Start the engine. —
4. Operate the vehicle within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 13
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
13 — Trouble Code
(DTC) List System OK

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5 - 116 Section 5 - Diagnosis

From
Powertrain
Relay

A D C A
Ignition Coil Ignition
Voltage Driver Control Ignition
Module Coil
Ignition Timing (ICM)
Signal Ground
B C

Coil Wire

1 J2 High
IC Control Voltage
Switch

ENGINE (ECM)
CONTROL
MODULE Spark Plugs

Diagnostic Information and Procedures

SPN 65541 FMI 3 EST 1 Short High

SPN 65541 FMI 4 EST 1 Short Low
SPN 65541 FMI 5 EST 1 Open

Circuit Description
The ignition system on this engine uses an ignition coil module to drive the ignition coil. The engine control module (ECM)
controls the spark event for each cylinder through an ignition control (IC) circuit. When the ECM commands the IC circuit
ON, electrical current will flow through the primary winding of the ignition coil, creating a magnetic field. When a spark
event is requested, the ECM will command the IC circuit OFF, interrupting current flow through the primary winding. The
magnetic field created by the primary winding will collapse across the secondary coil winding, producing a high voltage
across the spark plug electrodes. The ECM uses information from the crankshaft position (CKP) and the camshaft position
(CMP) sensor for sequencing and timing of the spark events. The ignition coil module has the following circuits:
• An ignition voltage circuit
• A ground circuit
• An IC circuit
• A low reference circuit
If the ECM detects that the IC circuit has an incorrect voltage level, SPN 65541 will set.

DTC Descriptors
This diagnostic procedure supports the following DTCs:
• SPN 65541 FMI 3 EST 1 Short High (Ignition Coil Control Module Circuit Short to Voltage)
• SPN 65541 FMI 4 EST 1 Short Low (Ignition Coil Control Module Circuit Short to Ground)
• SPN 65541 FMI 5 EST 1 Open (Ignition Coil Control Module Circuit Open Circuit)
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Section 5 - Diagnosis 5 - 117
Conditions for Running the DTC
• The engine is cranking, or the engine is running.
• SPN 65541 runs continuously when the above condition is met.

Conditions for Setting the DTC

The ECM detects the IC circuit is grounded, open, or shorted to voltage for less than 1 second.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL).

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after consecutive ignition cycles that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other emission
related diagnostic.
• Clear the MIL and the DTC with a scan tool.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
3. This step verifies the integrity of the IC circuit and the ECM output.
4. This step tests for a short to voltage on the IC circuit.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
1. Observe the Conditions for Running this DTC.
2. Turn OFF the ignition for 30 seconds. Go to Testing
2 — for Intermittent
3. Start the engine. Conditions
4. Operate the vessel within the Conditions for Running the DTC. and Poor
Did the DTC fail this ignition? Go to Step 3 Connections
1. Turn OFF the engine.
2. Disconnect the ignition control module coil electrical connector.
3. Disconnect the fuel injector electrical connectors.
3 4. Crank the engine. 3–20 Hz ?
5. Measure the frequency at the ignition (IC) circuit with the DMM set to AC
Hertz.
Is the frequency within the specified range? Go to Step 7 Go to Step 4
1. Turn ON the ignition, with the engine OFF.
4 2. Measure the voltage from the IC circuit of the ignition control module to a 1V
good ground with a DMM.
Is the voltage more than the specified value? Go to Step 13 Go to Step 5
1. Turn OFF the ignition.
2. Disconnect the engine control module (ECM) connector.
5 3. Test the IC circuit between the ignition control module connector and the —
ECM connector for continuity with the DMM.
Does the DMM indicate continuity? Go to Step 6 Go to Step 14

6 Test the IC circuit for a short to ground. Refer to Testing for Short to Ground. —
Did you find and correct the condition? Go to Step 17 Go to Step 10

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5 - 118 Section 5 - Diagnosis

1. Turn ON the ignition, with the engine OFF.

2. Probe the ignition voltage circuit of the ignition coil control module with a
7 test lamp that is connected to battery ground. Refer to Troubleshooting with a —
Test Lamp.
Does the test lamp illuminate? Go to Step 8 Go to Step 11
Probe the ground circuit of the ignition coil control module with a test lamp
8 connected to battery voltage. Refer to Troubleshooting with a Test Lamp. —
Does the test lamp illuminate? Go to Step 9 Go to Step 12
Test for an intermittent and for a poor connection at the ignition coil control
module. Refer to Testing for Intermittent Conditions and Poor Connections and
9 —
Connector Repairs.
Did you find and correct the condition? Go to Step 17 Go to Step 15
Test for an intermittent and for a poor connection at the ECM. Refer to Testing
10 for Intermittent Conditions and Poor Connections and Connector Repairs. —
Did you find and correct the condition? Go to Step 17 Go to Step 16
Repair the open or high resistance in the ignition voltage circuit. Refer to
11 Wiring Repairs. —
Did you complete the repair? Go to Step 17 —
Repair the open or high resistance in the ground circuit for the ignition coil
12 control module. Refer to Wiring Repairs. —
Did you complete the repair? Go to Step 17 —

13 Repair the IC circuit for a short to voltage. Refer to Wiring Repair. —

Did you complete the repair? Go to Step 17 —

14 Repair the open or high resistance in the IC circuit. Refer to Wiring Repairs. —
Did you complete the repair? Go to Step 17 —
Replace the ignition coil control module. Refer to Ignition Coil Control Module
15 Replacement. —
Did you complete the replacement? Go to Step 17 —
Replace the ECM. Refer to Control Module References for replacement,
16 setup, and programming. —
Did you complete the replacement? Go to Step 17 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
17 3. Start the engine. —
4. Operate the vehicle within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 18
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
18 — Trouble Code
(DTC) List System OK

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5 - 120 Section 5 - Diagnosis

Knock Sensor

Engine
Knock Knock Knock Knock Control
Sensor 1 Sensor 1 Sensor 2 Sensor 2 Module
Return Signal Return Signal (ECM)
9 J2 8 J2 7 J2 6 J2
BLK WHT BLK WHT
495 497 494 496
Must be Must be
Twisted Twisted
Pair Pair

Knock Knock
Sensor 1 Sensor 2
(KS) (KS)

Diagnostic Information and Procedures

SPN 65551 - FMI 2: Knock Sensor 1 (KS) Fault
SPN 65552 - FMI 2: Knock Sensor 2 (KS) Fault

DTC Descriptor
SPN 65551, FMI 2: Knock Sensor 1 (KS) Fault
SPN 65552, FMI 2: Knock Sensor 2 (KS) Fault

Circuit/System Description
The knock sensor (KS) system enables the engine control module (ECM) to control the ignition timing for the best possible
performance while protecting the engine from potentially damaging levels of detonation. The ECM monitors two separate
KS, one on each side of the engine block. Each KS produces an AC voltage that varies, depending on the vibration levels
detected during engine operation. The ECM adjusts the spark timing based on the amplitude and frequency of each KS
signal. The ECM receives the KS signal through two different signal circuits. Each KS ground is supplied by the ECM
through a low reference circuit. The ECM uses the KS signal to calculate the average voltage, then assign a voltage range
value. The ECM will then monitor for a normal KS signal within the assigned voltage range.

Conditions for Running the DTC

• SPN 65550, 65551, 65552 run continuously when the engine speed is greater than 1,800 RPM, and the manifold
absolute pressure (MAP) is greater than 55 kPa.
• SPN 65551, 65552 run continuously when the ignition is ON or the engine is running.
Conditions for Setting the DTC
SPN 65551 and 65552 FMI 2
• The KS signal circuits are open or shorted together for 5 seconds.
• The KS signal circuits are shorted to voltage or ground.

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Section 5 - Diagnosis 5 - 121

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The control module records the DTC at the time the diagnostic fails.

Conditions for Clearing the DTC

• The control module turns OFF the MIL after consecutive ignition cycles that the diagnostic runs and does not fail.
• A history DTC clears after 25 consecutive warm up cycles if no failures are reported by this diagnostic.
• A current DTC last test failed clears when the diagnostic runs and passes.
• Clear the MIL and the DTC with a scan tool.

Diagnostic Aids
• Inspect the KS for physical damage.
• Inspect the KS for proper installation. A KS that is loose or over-torque may cause a DTC to set. The KS should be
free of thread sealant.
• The KS mounting surface should be free of burs, casting flash and, foreign material.
• This test procedure requires that the vehicle battery has passed a load test and is completely charged.
• When disconnecting electrical connectors or removing fuses and relays from a fuse block, always inspect the
component electrical terminals for corrosion, and the mating electrical terminals for tightness.

Reference Information
Schematic Reference
Engine Controls Schematics

Connector End View Reference

• Engine Control Module (ECM) Connector End Views
• Engine Controls Connector End Views

Electrical Information Reference

• Testing for Intermittent Conditions and Poor Connections
• Circuit Testing
• Wiring Repairs
• Connector Repairs
• Measuring Frequency

Scan Tool Reference

• Scan Tool Data List
• Scan Tool Data Definitions
• Scan Tool Output Controls

Circuit/System Verification
1. Disconnect both KS electrical connectors.
2. Connect one test lead from the DMM to the signal circuit terminal on the KS, and the other test lead form the DMM to
the low reference circuit terminal on the KS.
3. Set the DMM to the 400 mV AC hertz scale, and wait for the DMM to stabilize at 0 Hz.

Important: DO NOT tap on plastic engine components.

4. Tap on the engine block with a non-metallic object near the KS while observing the Hz signal indicated on the DMM
display.
5. The DMM should display a fluctuating frequency while tapping on the engine block.
6. Repeat the above procedure for the KS on the opposite side of the engine block.
If the vehicle passes the Circuit/System Verification test, operate the vehicle within the Conditions for Running the DTC.
The other option is to refer to Testing for Intermittent Conditions and Poor Connections.

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5 - 122 Section 5 - Diagnosis

Circuit/System Testing
SPN 65551 and 65552 FMI 2
1. Turn OFF the ignition.
2. Disconnect the KS electrical connector.
3. Measure for infinite resistance between the signal circuit terminal at the KS, and to a good engine ground, with a DMM.
If continuity is detected on the signal circuit, replace the KS.
5. Measure for infinite resistance between the low reference circuit terminal at the KS and to a good engine ground with a
DMM.
If continuity is detected on the low reference circuit, replace the KS.
7. Turn ON the ignition, with the engine OFF.
8. Measure for voltage at the KS signal circuit terminal, on the wire harness electrical connector, for the KS.
If the KS signal circuit measures more than 4.2 volts, test for a short to voltage or a faulty ECM.
10. Measure for voltage at the KS low reference circuit terminal, on the wire harness electrical connector, for the KS.
If the KS low reference circuit measures more than 4.2 volts, test for a short to voltage, or a faulty ECM.
12. Test the KS signal circuit and the KS low reference circuit for the following conditions:
• An open
• A short to ground
• High resistance—All wire circuit resistance must measure less than 5 ohms.
If the KS and wire circuits test normal, replace the ECM.

Repair Instructions
Important: Always perform the Diagnostic Repair Verification after completing the diagnostic procedure.
• Knock Sensor (KS) Replacement (Bank 1) Knock Sensor (KS) Replacement (Bank 2)
• Control Module References
• Symptoms - Engine Mechanical
• Symptoms - Engine Controls

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Engine Controls Schematics

Engine
CONN ID Control
J3-73 Module
(ECM)
CAN CAN
Hi Lo

53 J3 33 J3

Must be
twisted pair

K L

CAN CAN
DASH
Hi Lo CONN ID Control
J1-24 Module
(MMDC-A)

Diagnostic Information and Procedures

SPN 65559, FMI 11 Can Bus Hardware

Description
Modules connected to the Can Bus data circuit monitor for Can Communication Protocol (CCP) during normal operation.
Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are
transmitted by each module on the CCP data circuit. When the module detects one of the following conditions on the CCP
data circuit for approximately 3 seconds, this DTC will set.
• Low voltage on the CCP Data Circuit.
• High voltage on the CCP Data Circuit.
DTC Descriptors
This diagnostic procedure supports the following DTC:
SPN 65559 FMI 11 Can Bus Hardware

Conditions for Running the DTC

• The ignition switch is in the Run or the Crank position.
• The ignition voltage is in the normal operating voltage range.
• SPN 65559 FMI 11 runs continuously when the above condition is met.

Conditions for Setting the DTC

• No valid messages are detected on the CCP data circuit
• The voltage level detected on the CCP data circuit is under one of the following conditions:
- Always high
- Always low

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Section 5 - Diagnosis 5 - 125

• The above conditions are met for approximately 3 seconds.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The control module records the operating conditions at the time the diagnostic fails.

Conditions for Clearing the MIL/DTC

• A current DTC Last Test Failed clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other non-
emission related diagnostic.
• Clear the DTC with a scan tool.
Diagnostic Aids
• May have to disconnect external modules (MMDC or Perfect Pass or etc… modules) in order to communicate with
the ECM.

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5 - 126 Section 5 - Diagnosis

Diagnostic Information and Procedures

SPN 65580, FMI 12 CPU Failure

Description
This diagnostic applies to internal microprocessor integrity conditions within the engine control module (ECM). This
diagnostic also addresses whether or not the ECM is not programmed.

DTC Descriptors
This diagnostic procedure supports the following DTC:
SPN 65580 FMI 12 CPU Failure

Conditions for Running the DTC

• The ignition switch is in the Run or the Crank position.
• The ignition voltage is more than 5 volts.
• SPN 65580 FMI 12 runs continuously when the above condition is met.

Conditions for Setting the DTC

The ECM detects an internal failure or incomplete programming for more than 14 seconds.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The control module records the operating conditions at the time the diagnostic fails.

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Section 5 - Diagnosis 5 - 127
Conditions for Clearing the MIL/DTC
• A current DTC Last Test Failed clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other non-
emission related diagnostic.
• Clear the DTC with a scan tool.
Test Description
The number below refers to the step number on the diagnostic table.
2. This step check indicates the ECM needs to programmed or replaced.

Step Action Yes No

Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to Diagnostic
1 Go to Step 2 System Check
2 Is SPN 65580 FMI 12 set? Go to Step 3 Go to Step 5
Program the engine control module (ECM). Refer to Service Programming System
3 (SPS).
Does SPN 65580 reset? Go to Step 4 Go to Step 7
1. Ensure that all tool connections are secure.
2. Ensure that the programming equipment is operating correctly.
4 3. Ensure that the correct software/calibration package is used.
4. Attempt to program the ECM. Refer to Service Programming System (SPS).
Does SPN 65580 reset? Go to Step 5 Go to Step 7
Test all voltage and ground inputs to the ECM for an open circuit or high resistance.
5 Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 7 Go to Step 6
Replace the ECM. Refer to Control Module References for replacement, setup, and
6 programming.
Did you complete the replacement? Go to Step 7 —
1. Clear the DTCs with a scan tool.
7 2. Turn OFF the ignition for 30 seconds.
3. Start the engine.
Did the DTC fail this ignition? Go to Step 2 Go to Step 8
Observe the Capture Info with a scan tool. Go to Diagnostic
8 Are there any DTCs that have not been diagnosed? Trouble Code
(DTC) List System OK

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Diagnostic Information and Procedures

SPN 65581, FMI 12 MHC Failure

Description
This diagnostic applies to internal microprocessor integrity conditions within the engine control module (ECM). Two
processors are also used to monitor the TAC system data. The engine control module (ECM) performs an intrusive test in
order to monitor these processors. This diagnostic also addresses whether or not the ECM is not programmed.

DTC Descriptors
This diagnostic procedure supports the following DTC:
SPN 65581 FMI 12 MHC Failure

Conditions for Running the DTC

• The ignition switch is in the Run or the Crank position.
• The ignition voltage is more than 5 volts.
• SPN 65581 FMI 12 runs continuously when the above condition is met.

Conditions for Setting the DTC

The ECM detects an internal failure or incomplete programming for more than 14 seconds.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The control module records the operating conditions at the time the diagnostic fails.

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Conditions for Clearing the MIL/DTC
• A current DTC Last Test Failed clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other non-
emission related diagnostic.
• Clear the DTC with a scan tool.
Test Description
The number below refers to the step number on the diagnostic table.
2. This step check indicates the ECM needs to programmed or replaced.

Step Action Yes No

Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to Diagnostic
1 Go to Step 2 System Check
2 Is SPN 65581 FMI 12 set? Go to Step 3 Go to Step 5
Program the engine control module (ECM). Refer to Service Programming System
3 (SPS).
Does SPN 65581 reset? Go to Step 4 Go to Step 7
1. Ensure that all tool connections are secure.
2. Ensure that the programming equipment is operating correctly.
4 3. Ensure that the correct software/calibration package is used.
4. Attempt to program the ECM. Refer to Service Programming System (SPS).
Does SPN 65581 reset? Go to Step 5 Go to Step 7
Test all voltage and ground inputs to the ECM for an open circuit or high resistance.
5 Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 7 Go to Step 6
Replace the ECM. Refer to Control Module References for replacement, setup, and
6 programming.
Did you complete the replacement? Go to Step 7 —
1. Clear the DTCs with a scan tool.
7 2. Turn OFF the ignition for 30 seconds.
3. Start the engine.
Did the DTC fail this ignition? Go to Step 2 Go to Step 8
Observe the Capture Info with a scan tool. Go to Diagnostic
8 Are there any DTCs that have not been diagnosed? Trouble Code
(DTC) List System OK

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Diagnostic Information and Procedures

SPN 65582, FMI 12 NV RAM Failure

Description
This diagnostic applies to internal NV RAM integrity conditions within the engine control module (ECM). The NV RAM
stores engine hours and DTCs which questions the integrity of this stored data. This diagnostic also addresses whether
or not the ECM is programmed.

DTC Descriptors
This diagnostic procedure supports the following DTC:
SPN 65582 FMI 12 NV RAM Failure

Conditions for Running the DTC

• The ignition switch is in the Run or the Crank position.
• The ignition voltage is more than 5 volts.
• SPN 65582 FMI 12 runs continuously when the above condition is met.

Conditions for Setting the DTC

The ECM detects an internal failure or incomplete programming for more than 14 seconds.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The control module records the operating conditions at the time the diagnostic fails.

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Section 5 - Diagnosis 5 - 131
Conditions for Clearing the MIL/DTC
• A current DTC Last Test Failed clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other non-
emission related diagnostic.
• Clear the DTC with a scan tool.
Test Description
The number below refers to the step number on the diagnostic table.
2. This step check indicates the ECM needs to programmed or replaced.

Step Action Yes No

Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to Diagnostic
1 Go to Step 2 System Check
2 Is SPN 65582 FMI 12 set? Go to Step 3 Go to Step 5
Program the engine control module (ECM). Refer to Service Programming System
3 (SPS).
Does SPN 65582 reset? Go to Step 4 Go to Step 7
1. Ensure that all tool connections are secure.
2. Ensure that the programming equipment is operating correctly.
4 3. Ensure that the correct software/calibration package is used.
4. Attempt to program the ECM. Refer to Service Programming System (SPS).
Does SPN 65582 reset? Go to Step 5 Go to Step 7
Test all voltage and ground inputs to the ECM for an open circuit or high resistance.
5 Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 7 Go to Step 6
Replace the ECM. Refer to Control Module References for replacement, setup, and
6 programming.
Did you complete the replacement? Go to Step 7 —
1. Clear the DTCs with a scan tool.
7 2. Turn OFF the ignition for 30 seconds.
3. Start the engine.
Did the DTC fail this ignition? Go to Step 2 Go to Step 8
Observe the Capture Info with a scan tool. Go to Diagnostic
8 Are there any DTCs that have not been diagnosed? Trouble Code
(DTC) List System OK

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5 - 132 Section 5 - Diagnosis

Electronic Throttle Controls

TAC Motor Controls & TPS 1 & 2

Throttle Position (TP) Throttle Position (TP)

Sensor 1 Sensor 2
Signal Signal

TAC Motor TAC Motor 5 Volt Low

Control 1 Control 2 Reference Reference

11 J2 12 J2 64 J2 44 J2 66 J2 29 J2

682 687 683

581 582 684
YLW BRN DK GRN GRY DK BLU BLK/
WHT

B A F E D C

OPEN CLOSE ELECTRONIC

THROTTLE
M BODY

Diagnostic Information and Procedures

SPN 65601, FMI 2 ETC TPS 2 Range (Electronic Throttle Control, Throttle Position Sensor 2
Range)

Circuit Description
The throttle position (TP) sensors 1 and 2 are located within the throttle body assembly. The ECM supplies the TP sensors
with a common 5-volt reference circuit and a common low reference circuit. Each TP sensor has an individual signal
circuit, which provides the ECM with a signal voltage that changes in proportion to the throttle plate angle. When the
throttle plate is in the closed position, TP sensor 1 signal voltage is near the low reference and TP sensor 2 signal voltage
is near the 5-volt reference. As the throttle is opened, TP sensor 1 signal voltage increases and TP sensor 2 signal
voltage decreases.
If the ECM detects that TP sensor 2 signal voltage is not within the correct range, SPN 65601, FMI 2 sets.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 65601, FMI 2 ETC TPS 2 Range

Conditions for Running the DTC

• The ignition is ON, with the engine OFF, or the engine is operating.
• SPN 65601 runs continuously when the above conditions are met.

Conditions for Setting the DTC

• The ECM detects that the TP sensor 2 signal voltage is less than 0.3 volt.
• The ECM detects that the TP sensor 2 signal voltage is more than 4.7 volts.
Note: Exact voltages may vary depending on ECM calibration.

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Section 5 - Diagnosis 5 - 133
Action Taken When the DTC Sets
• The ECM illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The ECM commands the system to operate in the Reduced Engine Power mode.
• The ECM commands the throttle actuator to move the throttle plate to an idle position.
• The throttle actuator does not respond to input from the Throttle-Shift Control (T-SC).
• Under certain conditions the ECM commands the engine OFF.

Conditions for Clearing the MIL/DTC

• The malfunction indicator lamp (MIL) will remain illuminated through the remainder of the ignition cycle. After turning
the key off, the MIL will not illuminate on the next malfunction-free ignition cycle.
• An active DTC clears on the next ignition cycle that the diagnostic runs and passes.
• A history DTC clears after 25 consecutive run cycles, if no failures are reported by this diagnostic. Each run cycle
must last a minimum of 10 seconds.
• Clear the history DTC with a scan tool.

Test Description
The numbers below refer to the step numbers in the diagnostic table.

3, 5,& 23. More than one electronic throttle control (ETC) system related DTC may set. This is due to the many redundant
tests run continuously on this system. Locating and repairing one individual condition may correct more than one DTC.
Keep this in mind when reviewing captured DTC info.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Component Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
1. Turn ON the ignition, with the engine OFF.
2. Observe the throttle position (TP) sensor 2 voltage with a scan tool, while
2 0.3 V
the Throttle-Shift Control (T-SC) is in the locked-neutral (idle) position. 4.7 V
Does the scan tool indicate voltage less than the first value or more than the
second value? Go to Step 6 Go to Step 3
Is SPN 65610, FMI 2 also set? See
Diagnostic
Aids,
Go to
3 — Diagnostic
Trouble Code
(DTC) List
Continue to
Step 4 Go to Step 4
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
4 3. Start the engine. —
4. Operate the vehicle within the Conditions for Running the DTC.
Does SPN 65601, FMI 2 set by itself? Go to Step 21 Go to Step 5
Are there any other DTCs set? See
Diagnostic
Aids,
Go to
5 — Diagnostic Go to Testing
Trouble Code for Intermittent
(DTC) List Conditions
Continue to and Poor
Step 6 Connections

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5 - 134 Section 5 - Diagnosis

1. Turn OFF the ignition.

2. Disconnect the throttle body harness connector.
6 3. Turn ON the ignition, with the engine OFF. 0V
4. Observe the TP sensor 2 voltage parameter with a scan tool.
Does the scan tool indicate voltage at the specified value? Go to Step 7 Go to Step 12
1. Connect a fused jumper wire between the TP sensor 5-volt reference circuit
7 and the TP sensor 2 signal circuit at the throttle body harness connector. 5V
2. Observe the TP sensor 2 voltage parameter with a scan tool.
Does the scan tool indicate the TP sensor 2 voltage at the specified value? Go to Step 8 Go to Step 9

8 Probe the TP sensor low reference circuit with a test lamp connected to B+. —
Does the test lamp illuminate? Go to Step 18 Go to Step 14

9 Measure the voltage of the TP sensor 2 5-volt reference circuit with a DMM. 5V
Does the DMM indicate voltage at the specified value? Go to Step 11 Go to Step 10
Does the DMM indicate voltage less than the specified value on the TP sensor
10 5V
2 5-volt reference circuit? Go to Step 15 Go to Step 17
Test the TP sensor 2 signal circuit for an open or high resistance. Refer to
11 Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 22 Go to Step 13
Test the TP sensor 2 signal circuit for a short to voltage. Refer to Circuit
12 Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 22 Go to Step 20
Test the TP sensor 2 signal circuit for a short to ground. Refer to Circuit Testing
13 and Wiring Repairs. —
Did you find and correct the condition? Go to Step 22 Go to Step 20
Test the TP sensor 2 low reference circuit for an open or high resistance. Refer
14 to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 22 Go to Step 20
Test the TP sensor 2 5-volt reference circuit for an open or high resistance.
15 Refer to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 22 Go to Step 16
Test the TP sensor 2 5-volt reference circuit for a short to ground. Refer to
16 Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 22 Go to Step 20
Test the TP sensor 2 5-volt reference circuit for a short to voltage. Refer to
17 Circuit Testing and Wiring Repairs . —
Did you find and correct the condition? Go to Step 22 —
Test for an intermittent and for a poor connection at the throttle body. Refer
to Testing for Intermittent Conditions and Poor Connections and Connector
18 —
Repairs.
Did you find and correct the condition? Go to Step 22 Go to Step 19
Replace the throttle body assembly. Refer to Throttle Body Assembly
19 Replacement. —
Did you complete the replacement? Go to Step 22 —
Test for an intermittent and for a poor connection at the engine control module
(ECM). Refer to Testing for Intermittent Conditions and Poor Connections and
20 —
Connector Repairs.
Did you find and correct the condition? Go to Step 22 Go to Step 21
Replace the ECM. Refer to Control Module References for replacement, setup,
21 and programming. —
Did you complete the replacement? Go to Step 22 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
22 3. Start the engine. —
4. Operate the vehicle within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 23
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
23 — Trouble Code
(DTC) List System OK

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Section 5 - Diagnosis 5 - 135

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5 - 136 Section 5 - Diagnosis

Electronic Throttle Controls

TAC Motor Controls & TPS 1 & 2

Throttle Position (TP) Throttle Position (TP)

Sensor 1 Sensor 2
Signal Signal

TAC Motor TAC Motor 5 Volt Low

Control 1 Control 2 Reference Reference

11 J2 12 J2 64 J2 44 J2 66 J2 29 J2

682 687 683

581 582 684
YLW BRN DK GRN GRY DK BLU BLK/
WHT

B A F E D C

OPEN CLOSE ELECTRONIC

THROTTLE
M BODY

Diagnostic Information and Procedures

SPN 65602, FMI 2 ETC TPS 1 Range

(Electronic Throttle Control, Throttle Position Sensor 1 Range)

Circuit Description
The throttle position (TP) sensors 1 and 2 are located within the throttle body assembly. The ECM supplies the TP sensors
with a common 5-volt reference circuit and a common low reference circuit. Each TP sensor has an individual signal
circuit, which provides the ECM with a signal voltage that changes in proportion to the throttle plate angle. When the
throttle plate is in the closed position, TP sensor 1 signal voltage is near the low reference and TP sensor 2 signal voltage
is near the 5-volt reference. As the throttle is opened, TP sensor 1 signal voltage increases and TP sensor 2 signal
voltage decreases.
If the ECM detects that TP sensor 1 signal voltage is not within the correct range, SPN 65602, FMI 2 sets.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 65602, FMI 2 ETC TPS 1 Range

Conditions for Running the DTC

• The ignition is ON, with the engine OFF, or the engine is operating.
• SPN 65602 runs continuously when the above conditions are met.

Conditions for Setting the DTC

• The ECM detects that the TP sensor 1 signal voltage is less than 0.3 volt.
• The ECM detects that the TP sensor 1 signal voltage is more than 4.7 volts.
Note: Exact voltages may vary depending on ECM calibration.

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Section 5 - Diagnosis 5 - 137
Action Taken When the DTC Sets
• The ECM illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The ECM commands the system to operate in the Reduced Engine Power mode.
• The ECM commands the throttle actuator to move the throttle plate to an idle position.
• The throttle actuator does not respond to input from the Throttle-Shift Control (T-SC).
• Under certain conditions the ECM commands the engine OFF.

Conditions for Clearing the MIL/DTC

• The malfunction indicator lamp (MIL) will remain illuminated through the remainder of the ignition cycle. After turning
the key off, the MIL will not illuminate on the next malfunction-free ignition cycle.
• An active DTC clears on the next ignition cycle that the diagnostic runs and passes.
• A history DTC clears after 25 consecutive run cycles, if no failures are reported by this diagnostic. Each run cycle
must last a minimum of 10 seconds.
• Clear the history DTC with a scan tool.
Diagnostic Aids
The numbers below refer to the step numbers in the diagnostic table.

3, 5,& 23. More than one electronic throttle control (ETC) system related DTC may set. This is due to the many redundant
tests run continuously on this system. Locating and repairing one individual condition may correct more than one DTC.
Keep this in mind when reviewing captured DTC info.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Component Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
1. Turn ON the ignition, with the engine OFF.
2. Observe the throttle position (TP) sensor 1 voltage with a scan tool, while
2 0.3 V
the Throttle-Shift Control (T-SC) is in the locked-neutral (idle) position. 4.7 V
Does the scan tool indicate voltage less than the first value or more than the
second value? Go to Step 6 Go to Step 3
Is SPN 65610, FMI 2 also set? See
Diagnostic
Aids,
Go to
3 — Diagnostic
Trouble Code
(DTC) List
Continue to
Step 4 Go to Step 4
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
4 3. Start the engine. —
4. Operate the vehicle within the Conditions for Running the DTC.
Does SPN 65602, FMI 2 set by itself? Go to Step 21 Go to Step 5
Are there any other DTCs set? See
Diagnostic
Aids,
Go to
5 — Diagnostic Go to Testing
Trouble Code for Intermittent
(DTC) List Conditions
Continue to and Poor
Step 6 Connections

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5 - 138 Section 5 - Diagnosis

1. Turn OFF the ignition.

2. Disconnect the throttle body harness connector.
6 3. Turn ON the ignition, with the engine OFF. 0V
4. Observe the TP sensor 1 voltage parameter with a scan tool.
Does the scan tool indicate voltage at the specified value? Go to Step 7 Go to Step 12
1. Connect a fused jumper wire between the TP sensor 5-volt reference circuit
7 and the TP sensor 1 signal circuit at the throttle body harness connector. 5V
2. Observe the TP sensor 1 voltage parameter with a scan tool.
Does the scan tool indicate the TP sensor 1 voltage at the specified value? Go to Step 8 Go to Step 9

8 Probe the TP sensor low reference circuit with a test lamp connected to B+. —
Does the test lamp illuminate? Go to Step 18 Go to Step 14

9 Measure the voltage of the TP sensor 1 5-volt reference circuit with a DMM. 5V
Does the DMM indicate voltage at the specified value? Go to Step 11 Go to Step 10
Does the DMM indicate voltage less than the specified value on the TP sensor
10 5V
1 5-volt reference circuit? Go to Step 15 Go to Step 17
Test the TP sensor 1 signal circuit for an open or high resistance. Refer to
11 Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 22 Go to Step 13
Test the TP sensor 1 signal circuit for a short to voltage. Refer to Circuit
12 Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 22 Go to Step 20
Test the TP sensor 1 signal circuit for a short to ground. Refer to Circuit Testing
13 and Wiring Repairs. —
Did you find and correct the condition? Go to Step 22 Go to Step 20
Test the TP sensor 1 low reference circuit for an open or high resistance. Refer
14 to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 22 Go to Step 20
Test the TP sensor 1 5-volt reference circuit for an open or high resistance.
15 Refer to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 22 Go to Step 16
Test the TP sensor 1 5-volt reference circuit for a short to ground. Refer to
16 Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 22 Go to Step 20
Test the TP sensor 1 5-volt reference circuit for a short to voltage. Refer to
17 Circuit Testing and Wiring Repairs . —
Did you find and correct the condition? Go to Step 22 —
Test for an intermittent and for a poor connection at the throttle body. Refer
to Testing for Intermittent Conditions and Poor Connections and Connector
18 —
Repairs.
Did you find and correct the condition? Go to Step 22 Go to Step 19
Replace the throttle body assembly. Refer to Throttle Body Assembly
19 Replacement. —
Did you complete the replacement? Go to Step 22 —
Test for an intermittent and for a poor connection at the engine control module
(ECM). Refer to Testing for Intermittent Conditions and Poor Connections and
20 —
Connector Repairs.
Did you find and correct the condition? Go to Step 22 Go to Step 21
Replace the ECM. Refer to Control Module References for replacement,
21 setup, and programming. —
Did you complete the replacement? Go to Step 22 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
22 3. Start the engine. —
4. Operate the vehicle within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 23
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
23 — Trouble Code
(DTC) List System OK

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5 - 140 Section 5 - Diagnosis

Electronic Throttle Controls

Pedal Position Sensors 1 & 2

Pedal Position (PP) Pedal Position (PP)

Sensor 1 Sensor 2
Signal Signal

5 Volt Low 5 Volt Low

Reference Reference Reference Reference

33 J1 47 J1 36 J1 35 J1 49 J1 37 J1

693 694
691 695 692 696
BLK/ BLK/
GRY BLU GRY GRN
WHT WHT

A B C F E D
THROTTLE-SHIFT
CONTROL
(T-SC)
Pedal
Position
(PPS)
Sensor

SPN 65604, FMI 2 ETC PPS 2 Range

(Electronic Throttle Control, Pedal Position Sensor 2 Range)

Circuit Description
The pedal position (PP) sensors 1 and 2 are located within the throttle-shift control (T-SC) assembly. The engine control
module (ECM) supplies each PP sensor with a 5-volt reference circuit and a low reference circuit. Each PP sensor has
an individual signal circuit, which provides the ECM with a signal voltage that changes in proportion to the PP sensor (and
T-SC lever) position. When the T-SC is in the locked-neutral (idle) position, the PP sensor position is zero percent. As the
T-SC lever is moved away from the locked-neutral position, the PP sensor position increases.
At a PP sensor position of zero percent, PP sensor 1 signal voltage is near the low reference, and PP sensor 2 signal
voltage is near the 5-volt reference. As the PP sensor position increases, PP sensor 1 signal voltage increases and PP
sensor 2 signal voltage decreases.
If the ECM detects that PP sensor 2 signal voltage is not within the correct range, SPN 65604, FMI 2 sets. If the ECM
detects that PP sensor 1 signal voltage is not within the correct range, SPN 65605M, FMI 2 sets.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 65604, FMI 2 ETC PPS 2 Range

Conditions for Running the DTC

• The ignition is ON.
• SPN 65581, SPN 65616 are not set.
• SPN 65604, FMI 2 runs continuously when the above conditions are met.

Conditions for Setting the DTC

• The ECM detects that the PP sensor 2 signal voltage is less than 0.2 volt.
• The ECM detects that the PP sensor 2 signal voltage is more than 4.8 volts.

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Section 5 - Diagnosis 5 - 141
Action Taken When the DTC Sets
• The ECM illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The ECM commands the system to operate in the Reduced Engine Power mode.
• The ECM commands the throttle actuator to move the throttle plate to an idle position.
• The throttle actuator does not respond to input from the Throttle-Shift Control (T-SC).
• Under certain conditions the ECM commands the engine OFF.

Conditions for Clearing the MIL/DTC

• The malfunction indicator lamp (MIL) will remain illuminated through the remainder of the ignition cycle. After turning
the key off, the MIL will not illuminate on the next malfunction-free ignition cycle.
• An active DTC clears on the next ignition cycle that the diagnostic runs and passes.
• A history DTC clears after 25 consecutive run cycles, if no failures are reported by this diagnostic. Each run cycle
must last a minimum of 10 seconds.
• Clear the history DTC with a scan tool.

Diagnostic Aids
The numbers below refer to the step numbers in the diagnostic table.

4.& 22. More than one electronic throttle control (ETC) system related DTC may set. This is due to the many redundant
tests run continuously on this system. Locating and repairing one individual condition may correct more than one DTC.
Keep this in mind when reviewing captured DTC info.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Component Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
1. Turn ON the ignition, with the engine OFF.
2. With a scan tool, observe the pedal position (PP) sensor 2 voltage with the
2 0.2 V
throttle-shift control (T-SC) in neutral position. 4.8 V
Does the scan tool indicate voltage less than the first value or greater than the
second value? Go to Step 5 Go to Step 3
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
3 3. Start the engine. —
4. Operate the engine within the Conditions for Running the DTC.
Is SPN 65604, FMI 2 the only DTC set? Go to Step 20 Go to Step 4
Are there any other DTCs set? See
Diagnostic
Aids,
Go to
4 — Diagnostic Go to Testing
Trouble Code for Intermittent
(DTC) List Conditions
Continue to and Poor
Step 5 Connections
1. Turn OFF the ignition.
2. Disconnect the throttle-shift control harness connector.
5 3. Turn ON the ignition, with the engine OFF. 0V
4. Observe the PP Sensor 2 voltage parameter with a scan tool.
Does the scan tool indicate voltage at the specified value? Go to Step 6 Go to Step 11

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5 - 142 Section 5 - Diagnosis

1. Connect a fused jumper wire between the PP sensor 2 5-volt reference

circuit and the PP sensor 2 signal circuit at the throttle-shift control harness
6 connector. 5V
2. Observe the PP sensor 2 voltage parameter with a scan tool.
Does the scan tool indicate the PP sensor 2 voltage at the specified value? Go to Step 7 Go to Step 8

7 Probe the PP sensor 2 low reference circuit with a test lamp connected to B+. —
Does the test lamp illuminate? Go to Step 17 Go to Step 13

8 Measure the voltage of the PP sensor 2 5-volt reference circuit with a DMM. 5V
Does the DMM indicate voltage at the specified value? Go to Step 10 Go to Step 9
Does the DMM indicate voltage less than the specified value on the PP sensor
9 5V
2 5-volt reference circuit? Go to Step 14 Go to Step 16
Test the PP sensor 2 signal circuit for an open or high resistance. Refer to
10 Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 Go to Step 12
Test the PP sensor 2 signal circuit for a short to voltage. Refer to Circuit
11 Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 Go to Step 19
Test the PP sensor 2 signal circuit for a short to ground. Refer to Circuit
12 Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 Go to Step 19
Test the PP sensor 2 low reference circuit for an open or high resistance. Refer
13 to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 Go to Step 19
Test the PP sensor 2 5-volt reference circuit for an open or high resistance.
14 Refer to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 Go to Step 15
Test the PP sensor 2 5-volt reference circuit for a short to ground. Refer to
15 Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 Go to Step 19
Test the PP sensor 2 5-volt reference circuit for a short to voltage. Refer to
16 Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 —
Inspect for poor connections at the throttle-shift control harness connector.
Refer to Testing for Intermittent Conditions and Poor Connections and
17 —
Connector Repairs.
Did you find and correct the condition? Go to Step 21 Go to Step 18

18 Replace the throttle-shift control (T-SC) assembly. —

Did you complete the replacement? Go to Step 21 —
Inspect for poor connections at the engine control module (ECM) harness
connector. Refer to Testing for Intermittent Conditions and Poor Connections
19 —
and Connector Repairs.
Did you find and correct the condition? Go to Step 21 Go to Step 20
Replace the ECM. Refer to Control Module References for replacement,
20 setup, and programming. —
Did you complete the replacement? Go to Step 21 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
21 3. Start the engine. —
4. Operate the engine within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 22
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
22 — Trouble Code
(DTC) List System OK

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5 - 144 Section 5 - Diagnosis

Electronic Throttle Controls

Pedal Position Sensors 1 & 2

Pedal Position (PP) Pedal Position (PP)

Sensor 1 Sensor 2
Signal Signal

5 Volt Low 5 Volt Low

Reference Reference Reference Reference

33 J1 47 J1 36 J1 35 J1 49 J1 37 J1

693 694
691 695 692 696
BLK/ BLK/
GRY BLU GRY GRN
WHT WHT

A B C F E D
THROTTLE-SHIFT
CONTROL
(T-SC)
Pedal
Position
(PPS)
Sensor

SPN 65605, FMI 2 ETC PPS 1 Range

(Electronic Throttle Control, Pedal Position Sensor 1 Range)

Circuit Description
The pedal position (PP) sensors 1 and 2 are located within the throttle-shift control (T-SC) assembly. The engine control
module (ECM) supplies each PP sensor with a 5-volt reference circuit and a low reference circuit. Each PP sensor has
an individual signal circuit, which provides the ECM with a signal voltage that changes in proportion to the PP sensor (and
T-SC lever) position. When the T-SC is in the locked-neutral (idle) position, the PP sensor position is zero percent. As the
T-SC lever is moved away from the locked-neutral position, the PP sensor position increases.
At a PP sensor position of zero percent, PP sensor 1 signal voltage is near the low reference, and PP sensor 2 signal
voltage is near the 5-volt reference. As the PP sensor position increases, PP sensor 1 signal voltage increases and PP
sensor 2 signal voltage decreases.
If the ECM detects that PP sensor 1 signal voltage is not within the correct range, SPN 65605, FMI 2 sets. If the ECM
detects that PP sensor 2 signal voltage is not within the correct range, SPN 65604, FMI 2 sets.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 65605, FMI 2 ETC PPS 1 Range

Conditions for Running the DTC

• The ignition is ON.
• SPN 65581, SPN 65616 are not set.
• SPN 65605, FMI 2 runs continuously when the above conditions are met.

Conditions for Setting the DTC

• The ECM detects that the PP sensor 1 signal voltage is less than 0.2 volt.
• The ECM detects that the PP sensor 1 signal voltage is more than 4.8 volts.

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Section 5 - Diagnosis 5 - 145
Action Taken When the DTC Sets
• The ECM illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The ECM commands the system to operate in the Reduced Engine Power mode.
• The ECM commands the throttle actuator to move the throttle plate to an idle position.
• The throttle actuator does not respond to input from the Throttle-Shift Control (T-SC).
• Under certain conditions the ECM commands the engine OFF.

Conditions for Clearing the MIL/DTC

• The malfunction indicator lamp (MIL) will remain illuminated through the remainder of the ignition cycle. After turning
the key off, the MIL will not illuminate on the next malfunction-free ignition cycle.
• An active DTC clears on the next ignition cycle that the diagnostic runs and passes.
• A history DTC clears after 25 consecutive run cycles, if no failures are reported by this diagnostic. Each run cycle
must last a minimum of 10 seconds.
• Clear the history DTC with a scan tool.
Diagnostic Aids
The numbers below refer to the step numbers in the diagnostic table.

4.& 22. More than one electronic throttle control (ETC) system related DTC may set. This is due to the many redundant
tests run continuously on this system. Locating and repairing one individual condition may correct more than one DTC.
Keep this in mind when reviewing captured DTC info.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Component Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
1. Turn ON the ignition, with the engine OFF.
2. With a scan tool, observe the pedal position (PP) sensor 1 voltage with the
2 0.2 V
throttle-shift control (T-SC) in neutral position. 4.8 V
Does the scan tool indicate voltage less than the first value or greater than the
second value? Go to Step 5 Go to Step 3
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
3 3. Start the engine. —
4. Operate the engine within the Conditions for Running the DTC.
Is SPN 65605, FMI 2 the only DTC set? Go to Step 20 Go to Step 4
Are there any other DTCs set? See
Diagnostic
Aids,
Go to
4 — Diagnostic Go to Testing
Trouble Code for Intermittent
(DTC) List Conditions
Continue to and Poor
Step 5 Connections
1. Turn OFF the ignition.
2. Disconnect the throttle-shift control harness connector.
5 3. Turn ON the ignition, with the engine OFF. 0V
4. Observe the PP Sensor 1 voltage parameter with a scan tool.
Does the scan tool indicate voltage at the specified value? Go to Step 6 Go to Step 11
1. Connect a fused jumper wire between the PP sensor 1 5-volt reference
circuit and the PP sensor 1 signal circuit at the throttle-shift control harness
6 connector. 5V
2. Observe the PP sensor 1 voltage parameter with a scan tool.
Does the scan tool indicate the PP sensor 1 voltage at the specified value? Go to Step 7 Go to Step 8

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5 - 146 Section 5 - Diagnosis

7 Probe the PP sensor 1 low reference circuit with a test lamp connected to B+. —
Does the test lamp illuminate? Go to Step 17 Go to Step 13

8 Measure the voltage of the PP sensor 1 5-volt reference circuit with a DMM. 5V
Does the DMM indicate voltage at the specified value? Go to Step 10 Go to Step 9
Does the DMM indicate voltage less than the specified value on the PP sensor
9 5V
1 5-volt reference circuit? Go to Step 14 Go to Step 16
Test the PP sensor 1 signal circuit for an open or high resistance. Refer to
10 Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 Go to Step 12
Test the PP sensor 1 signal circuit for a short to voltage. Refer to Circuit
11 Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 Go to Step 19
Test the PP sensor 1 signal circuit for a short to ground. Refer to Circuit
12 Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 Go to Step 19
Test the PP sensor 1 low reference circuit for an open or high resistance. Refer
13 to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 Go to Step 19
Test the PP sensor 1 5-volt reference circuit for an open or high resistance.
14 Refer to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 Go to Step 15
Test the PP sensor 1 5-volt reference circuit for a short to ground. Refer to
15 Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 Go to Step 19
Test the PP sensor 1 5-volt reference circuit for a short to voltage. Refer to
16 Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 21 —
Inspect for poor connections at the throttle-shift control harness connector.
Refer to Testing for Intermittent Conditions and Poor Connections and
17 —
Connector Repairs.
Did you find and correct the condition? Go to Step 21 Go to Step 18

18 Replace the throttle-shift control (T-SC) assembly. —

Did you complete the replacement? Go to Step 21 —
Inspect for poor connections at the engine control module (ECM) harness
19 connector. Refer to Testing for Intermittent Conditions and Poor Connections —
and Connector Repairs.
Did you find and correct the condition? Go to Step 21 Go to Step 20
Replace the ECM. Refer to Control Module References for replacement,
20 setup, and programming. —
Did you complete the replacement? Go to Step 21 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
21 3. Start the engine. —
4. Operate the engine within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 22
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
22 — Trouble Code
(DTC) List System OK

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5 - 148 Section 5 - Diagnosis

Electronic Throttle Controls

TAC Motor Controls & TPS 1 & 2

Throttle Position (TP) Throttle Position (TP)

Sensor 1 Sensor 2
Signal Signal

TAC Motor TAC Motor 5 Volt Low

Control 1 Control 2 Reference Reference

11 J2 12 J2 64 J2 44 J2 66 J2 29 J2

682 687 683

581 582 684
YLW BRN DK GRN GRY DK BLU BLK/
WHT

B A F E D C

OPEN CLOSE ELECTRONIC

THROTTLE
M BODY

Diagnostic Information and Procedures

SPN 65610, FMI 2 ETC TPS 1-2 CORRELATION
(Electronic Throttle Control, Throttle Position Sensor 1-2 Correlation)

Circuit Description
The throttle position (TP) sensors 1 and 2 are located within the throttle body assembly. The ECM supplies the TP sensors
with a common 5-volt reference circuit and a common low reference circuit. Each TP sensor has an individual signal
circuit, which provides the ECM with a signal voltage that changes in proportion to the throttle plate angle. When the
throttle plate is in the closed position, TP sensor 1 signal voltage is near the low reference and TP sensor 2 signal voltage
is near the 5-volt reference. As the throttle is opened, TP sensor 1 signal voltage increases and TP sensor 2 signal
voltage decreases.
If the ECM detects that the TP sensor voltages are not within a predicted value from each other, SPN 65610, FMI 2 sets.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 65610, FMI 2 ETC TPS 1–2 Correlation

Conditions for Running the DTC

• The ignition is ON, with the engine OFF, or the engine is operating.
• SPN 65610, FMI 2 runs continuously once the above condition is met.

Conditions for Setting the DTC

The ECM detects that the difference between TP sensor 1 voltage and TP sensor 2 voltage is more than the predicted
value.

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Section 5 - Diagnosis 5 - 149
Action Taken When the DTC Sets
• The ECM illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The ECM commands the system to operate in the Reduced Engine Power mode.
• The ECM commands the throttle actuator to move the throttle plate to an idle position.
• The throttle actuator does not respond to input from the Throttle-Shift Control (T-SC).
• Under certain conditions the control module commands the engine OFF.

Conditions for Clearing the MIL/DTC

• The malfunction indicator lamp (MIL) will remain illuminated through the remainder of the ignition cycle. After turning
the key off, the MIL will not illuminate on the next malfunction-free ignition cycle.
• An active DTC clears on the next ignition cycle that the diagnostic runs and passes.
• A history DTC clears after 25 consecutive run cycles, if no failures are reported by this diagnostic. Each run cycle
must last a minimum of 10 seconds.
• Clear the history DTC with a scan tool.

Diagnostic Aids
The numbers below refer to the step numbers in the diagnostic table.

2.& 10. More than one electronic throttle control (ETC) system related DTC may set. This is due to the many redundant
tests run continuously on this system. Locating and repairing one individual condition may correct more than one DTC.
Keep this in mind when reviewing captured DTC info.

Step Action Value(s) Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
Observe the DTC information with a scan tool. See
Is SPN 65601 or 65602 also set? Diagnostic
Aids,
Go to
2 — Diagnostic
Trouble Code
(DTC) List
Continue to
Step 3 Go to Step 3
1. Turn OFF the ignition.
2. Disconnect the throttle position (TP) sensor electrical connector.
3. Disconnect the engine control module (ECM). Refer to Engine Control
Module (ECM) Replacement.
4. Measure the resistance of the following circuits with a DMM for each of the
3 5Ω
TP sensors:
The low reference circuit
•
The TP sensor signal circuit
•
The 5-volt reference circuit
Is •the resistance more than the specified value for any circuit? Go to Step 7 Go to Step 4
Test the signal circuit of the TP sensor 1 for a short to the signal circuit of TP
4 sensor 2. Refer to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 9 Go to Step 5
Test for an intermittent and for a poor connection at the TP sensor. Refer
to Testing for Intermittent Conditions and Poor Connections and Connector
5 —
Repairs.
Did you find and correct the condition? Go to Step 9 Go to Step 6

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5 - 150 Section 5 - Diagnosis

Test for an intermittent and for a poor connection at the ECM. Refer to Testing
6 for Intermittent Conditions and Poor Connections and Connector Repairs. —
Did you find and correct the condition? Go to Step 9 Go to Step 8
Repair the high resistance in the circuit that measured above the specified
7 value. Refer to Wiring Repairs. —
Did you complete the repair? Go to Step 9 —

8 Replace the throttle body assembly. Refer to Throttle Body Removal. —

Did you complete the replacement? Go to Step 9 —
1. Reconnect the TP sensor and the ECM.
2. Clear the DTCs with a scan tool.
9 3. Turn OFF the ignition for 30 seconds. —
4. Start the engine.
5. Operate the engine within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 10
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
10 — Trouble Code
(DTC) List System OK

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5 - 152 Section 5 - Diagnosis

Electronic Throttle Controls

Pedal Position Sensors 1 & 2

Pedal Position (PP) Pedal Position (PP)

Sensor 1 Sensor 2
Signal Signal

5 Volt Low 5 Volt Low

Reference Reference Reference Reference

33 J1 47 J1 36 J1 35 J1 49 J1 37 J1

693 694
691 695 692 696
BLK/ BLK/
GRY BLU GRY GRN
WHT WHT

A B C F E D
THROTTLE-SHIFT
CONTROL
(T-SC)
Pedal
Position
(PPS)
Sensor

SPN 65613, FMI 2 ETC PPS 1-2 Correlation

(Electronic Throttle Control, Pedal Position Sensor 1-2 Correlation)

Circuit Description
The pedal position (PP) sensors 1 and 2 are located within the throttle-shift control (T-SC) assembly. The engine control
module (ECM) supplies each PP sensor with a 5-volt reference circuit and a low reference circuit. Each PP sensor has
an individual signal circuit, which provides the ECM with a signal voltage that changes in proportion to the PP sensor (and
T-SC lever) position. When the T-SC is in the locked-neutral (idle) position, the PP sensor position is zero percent. As the
T-SC lever is moved away from the locked-neutral position, the PP sensor position increases.
At a PP sensor position of zero percent, PP sensor 1 signal voltage is near the low reference, and PP sensor 2 signal
voltage is near the 5-volt reference. As the PP sensor position increases, PP sensor 1 signal voltage increases and PP
sensor 2 signal voltage decreases.
If the ECM detects that the PP sensor voltages are not within a predicted value from each other, SPN 65613, FMI 2 sets.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 65613, FMI 2 ETC PPS 1-2 Correlation

Conditions for Running the DTC

• SPN 65581 is not set.
• The ignition is ON.
• SPN 65613, FMI 2 runs continuously once the above conditions are met.

Conditions for Setting the DTC

The ECM detects that the PP sensor voltages are not within a predicted value from each other.

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Section 5 - Diagnosis 5 - 153
Action Taken When the DTC Sets
• The ECM illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The ECM commands the system to operate in the Reduced Engine Power mode.
• The ECM commands the throttle actuator to move the throttle plate to an idle position.
• The throttle actuator does not respond to input from the Throttle-Shift Control (T-SC).
• Under certain conditions the ECM commands the engine OFF.

Conditions for Clearing the MIL/DTC

• The malfunction indicator lamp (MIL) will remain illuminated through the remainder of the ignition cycle. After turning
the key off, the MIL will not illuminate on the next malfunction-free ignition cycle.
• An active DTC clears on the next ignition cycle that the diagnostic runs and passes.
• A history DTC clears after 25 consecutive run cycles, if no failures are reported by this diagnostic. Each run cycle
must last a minimum of 10 seconds.
• Clear the history DTC with a scan tool.

Diagnostic Aids
The numbers below refer to the step numbers in the diagnostic table.

2.& 10. More than one electronic throttle control (ETC) system related DTC may set. This is due to the many redundant
tests run continuously on this system. Locating and repairing one individual condition may correct more than one DTC.
Keep this in mind when reviewing captured DTC info.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
Observe the DTC information with a scan tool. See
Are there any other DTCs set? Diagnostic
Aids,
Go to
2 — Diagnostic
Trouble Code
(DTC) List
Continue to
Step 3 Go to Step 3
1. Turn OFF the ignition.
2. Disconnect the pedal position (PP) sensor electrical connector.
3. Disconnect the engine control module (ECM). Refer to Engine Control
Module (ECM) Replacement.
4. Measure the resistance of the following circuits with a DMM for each of the
3 5Ω
PP sensors:
The low reference circuits
•
The signal circuits
•
The 5-volt reference circuits
Is •the resistance more than the specified value for any circuit? Go to Step 7 Go to Step 4
Test the signal circuit of PP sensor 1 for a short to the signal circuit of the PP
4 sensor 2. Refer to Circuit Testing and Wiring Repairs. —
Did you find and correct the condition? Go to Step 9 Go to Step 5
Test for an intermittent and for a poor connection at the PP sensor. Refer
to Testing for Intermittent Conditions and Poor Connections and Connector
5 —
Repairs.
Did you find and correct the condition? Go to Step 9 Go to Step 6

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5 - 154 Section 5 - Diagnosis

Test for an intermittent and for a poor connection at the ECM. Refer to Testing
6 for Intermittent Conditions and Poor Connections and Connector Repairs. —
Did you find and correct the condition? Go to Step 9 Go to Step 8
Repair the high resistance in the circuit that measured above the specified
7 value. Refer to Wiring Repairs. —
Did you complete the repair? Go to Step 9 —
Replace the throttle-shift control (T-SC) assembly.
8 —
Did you complete the replacement? Go to Step 9 —
1. Reconnect the PP sensor and the ECM.
2. Clear the DTCs with a scan tool.
9 3. Turn OFF the ignition for 30 seconds. —
4. Start the engine.
5. Operate the engine within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 10
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
10 — Trouble Code
(DTC) List System OK

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5 - 156 Section 5 - Diagnosis

The PPS is located on the back

of the throttle - shift control _ on
some models

PPS - Re - Alignment Prodedure

If the PPS becomes mis-aligned the following Diagnostic Aids

DTCs will set. • The Pedal Position Sensor may become out of calibrated
SPN 65604 FMI 2 PPS 2 Out of Range position. If this should occur use the following procedure
to re-align it.
SPN 65605 FMI 2 PPS 1 Out of Range
Over a period of time the throttle-shift control can
develop wear and as a result the PPS can become out
of alignment.

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Section 5 - Diagnosis 5 - 157

Note: Tools Required

There are two limits, one is Out of Range High, the other is • Laptop with diagnostic program.
Out of Range Low.
The sensor cannot be calibrated while DTCs are set.
Therefore, it will be necessary to start high and work
down.

PPS - Re - Alignment Prodedure

Step Action Value Yes No

Determine if PPS is mis-aligned high.

1. Push the throttle-shift control forward slowly until it is
1 close to WOT.
2. Then advance it the rest of the way to WOT. PPS is
Does the throttle blade move normally until it reaches Out of Range Go to Step 2
WOT? High
Go to Step 3

Determine if PPS is mis-aligned low.

1. Using the warm up mode, advance the throttle-shift
control beyond neutral.
2 2. Turn ignition ON.
3. Slowly return the throttle-shift control to neutral.
Does the throttle blade move normally until it reaches PPS is
neutral? Out of Range
Low
Go to Step 3

Note: Be sure to start high and work low. See Note at top
of page for explanation.
1. Rotate the sensor and cycle the ignition.
3 2. Using the scan tool, check for codes.
3. If codes are still active, rotate the sensor a few more
degrees and cycle the ignition.
Are the codes still active? Repeat Step 3 Go to Step 4

Calibrate the PPS.

1. Locate the Pedal Position Sensors 1 & 2 voltage display in
the Diacom menu.
4 2. Use Diacom to observe the Pedal Position voltage.
3. Rotate the PPS until Diacom reads 0.98–1volts for PPS 1
and 3.95–4.02 volts for PPS 2.
4. Re-tighten the fastening screws.
Did you complete the procedure? Verify Repair

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5 - 158 Section 5 - Diagnosis

Electronic Throttle Controls

TAC Motor Controls & TPS 1 & 2

Throttle Position (TP) Throttle Position (TP)

Sensor 1 Sensor 2
Signal Signal

TAC Motor TAC Motor 5 Volt Low

Control 1 Control 2 Reference Reference

11 J2 12 J2 64 J2 44 J2 66 J2 29 J2

682 687 683

581 582 684
YLW BRN DK GRN GRY DK BLU BLK/
WHT

B A F E D C

OPEN CLOSE ELECTRONIC

THROTTLE
M BODY

SPN 65615, FMI 7 ETC Actuation

(Electronic Throttle Control Actuation)

Circuit Description
The commanded throttle position is compared to the actual throttle position. The commanded throttle position is based
on input from the Pedal Position (PP) sensors 1 and 2 in the Throttle-Shift Control (T-SC) housing. Actual throttle
position is detected by the Throttle Position (TP) sensors 1 and 2 in the throttle body. The commanded and actual throttle
positions should be within a calibrated range of each other. The engine control module (ECM) continuously monitors the
commanded and actual throttle positions. This DTC sets if the commanded and actual positions differ by more than the
allowable range.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 65615, FMI 7 ETC Actuation

Conditions for Running the DTC

• The ignition is ON.
• The engine is running, OR
the engine is not running, and less than 10 seconds have passed since the key was turned on, OR
the engine is not running, and the T-SC has been in the locked-neutral (idle) position for less than 10 seconds.
• SPN 65618, FMI 7 ETC Return Fault is not set.

Conditions for Setting the DTC

The difference between the commanded and the actual throttle position is more than a calibrated amount.

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Section 5 - Diagnosis 5 - 159
NOTE: This DTC will not set if all of the following conditions are present: The throttle actuator motor circuit is OPEN, the
ignition is on, the throttle plate is in the spring loaded rest position, the Throttle-Shift Control (T-SC) is in the locked-neutral
(idle) position, and the engine is not started. The code will set if the engine is then started, or if the T-SC is moved, or if
the throttle plate is moved within 10 seconds of turning the ignition on.

Action Taken When the DTC Sets

• The ECM illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The ECM commands the system to operate in the Reduced Engine Power mode.
• The throttle plate is allowed to return to the rest position, as determined by the springs in the throttle body.
• The throttle actuator does not respond to input from the Throttle-Shift Control (T-SC).
• Under certain conditions the control module commands the engine OFF.

Conditions for Clearing the MIL/DTC

• The malfunction indicator lamp (MIL) will remain illuminated through the remainder of the ignition cycle. After turning
the key off, the MIL will not illuminate on the next malfunction-free ignition cycle. See Note above, in Conditions for Setting
the DTC.
• An active DTC clears on the next ignition cycle that the diagnostic runs and passes. See Note above, in Conditions
for setting the DTC.
• A history DTC clears after 25 consecutive run cycles, if no failures are reported by this diagnostic. Each run cycle
must last a minimum of 10 seconds.
• Clear the history DTC with a scan tool.
Diagnostic Aids
The throttle plate is spring loaded to a slightly open position. The throttle plate should be open approximately 20–25
percent. This is referred to as the rest position. The throttle plate should not be completely closed nor should it be open
any more than the specified amount. The throttle plate should move open and to the closed position without binding under
the normal spring pressure. The throttle should NOT be free to move open or closed WITHOUT spring pressure. Replace
the throttle body if any of these conditions are found.
Inspect for mechanical conditions or binding that may be temperature related. Components may not move freely in
extreme heat or cold due to the presence of contaminants or ice formation.

Important: Operating the throttle plate with the Throttle Blade Control function of the scan tool may cause additional
DTCs to set. Do not attempt to diagnose DTCs set during this function.
The scan tool has the ability to operate the throttle control system using special functions. Actuate the throttle plate using
the Throttle Blade Control function of the scan tool. This function will operate the throttle plate through the entire range in
order to determine if the throttle body and system operate correctly.
Check for the following conditions:
• Use the J 35616 Connector Test Adapter Kit for any test that requires probing the engine control module (ECM)
harness connector or a component harness connector.
• Poor connections at the ECM or at the component—Inspect the harness connectors for a poor terminal to wire
connection. Refer to Testing for Intermittent Conditions and Poor Connections for the proper procedure.
• For intermittent, refer to Testing for Intermittent Conditions and Poor Connections.
The numbers below refer to the step numbers in the diagnostic table.
2.& 20. More than one electronic throttle control (ETC) system related DTC may set. This is due to the many redundant
tests run continuously on this system. Locating and repairing one individual condition may correct more than one DTC.
Keep this in mind when reviewing captured DTC info.

Test Description
The numbers below refer to the step numbers in the diagnostic table.
8.& 9. When the ignition is turned ON, the ECM operates the Throttle Actuator Control (TAC) motor to verify the integrity
of the system prior to start-up. This can be seen by the momentary flash of the test lamp as the ignition is turned ON.

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5 - 160 Section 5 - Diagnosis

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Controls Connector End Views or Engine Control Module (ECM) Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
Is SPN 65601, 65602, 65604, 65605, 65610, or 65613 also set? See
Diagnostic
Aids,
2 — Go to
Diagnostic
Trouble Code
(DTC) List Go to Step 3
1. Turn ON the ignition, with the engine OFF.
2. Observe the throttle position (TP) angle parameter (visually or using a scan
tool).
3 3. Move the throttle-shift control (T-SC) away from neutral (idle), and back to —
neutral (idle) several times.
Does the TP angle parameter increase as the throttle-shift control (T-SC)
is moved away from neutral (idle) and decrease as the T-SC is returned to
neutral (idle)? Go to Step 4 Go to Step 5
1. Observe the Conditions for Running this DTC.
4 2. Start the engine. —
3. Operate the engine within the Conditions for Running the DTC. Go to
Did the DTC fail this ignition? Go to Step 5 Diagnostic Aids
1. Turn OFF the ignition.
2. Refer to Diagnostic Aids, and inspect the throttle body for the following
conditions:
A throttle plate that is NOT in the rest position
5 • —
A throttle plate that is binding open or closed
•
A throttle plate that is free to move open or closed WITHOUT spring
•
pressure
Did you find any of these conditions with the throttle body? Go to Step 17 Go to Step 6
Important: The test lamp may momentarily flash when testing these circuits.
This is considered normal.
1. Disconnect the throttle body harness connector.
6 2. Turn ON the ignition, with the engine OFF. —
3. Probe the throttle actuator control (TAC) motor circuits (1 and 2) of the
throttle body harness connector with a test lamp that is connected to ground.
Did the test lamp illuminate and remain illuminated on either circuit? Go to Step 10 Go to Step 7
Important: The test lamp may momentarily flash when testing these circuits.
This is considered normal.
7 Probe the TAC motor circuits 1 and 2 of the throttle body harness connector —
with the test lamp connected to battery positive.
Did the test lamp illuminate and remain illuminated on either circuit? Go to Step 11 Go to Step 8
1. Turn OFF the ignition.
2. Connect the test lamp between the TAC motor circuit 1 of the throttle body
harness connector and battery ground.
8 Important: Ensure that the ECM completely powers down. This can be —
verified by loss of communication with the scan tool.
3. Observe the test lamp as you turn ON the ignition.
Does the test lamp flash ON and then turn OFF? Go to Step 9 Go to Step 12
1. Turn OFF the ignition.
2. Connect a test lamp between the TAC motor circuit 2 of the throttle body
harness connector and battery ground.
9 Important: Ensure that the ECM completely powers down. This can be —
verified by loss of communication with the scan tool.
3. Observe the test lamp as you turn ON the ignition.
Does the test lamp flash ON and then OFF? Go to Step 13 Go to Step 12

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Section 5 - Diagnosis 5 - 161

1. Turn OFF the ignition.

2. Disconnect the ECM connector (J2) that contains the TAC motor circuits.
10 3. Turn ON the ignition, with the engine OFF. —
4. Probe the TAC motor circuits 1 and 2 with the test lamp connected to
ground.
Does the test lamp illuminate? Go to Step 15 Go to Step 18
1. Turn OFF the ignition.
2. Disconnect the ECM connector (J2) that contains the TAC motor circuits.
11 3. Probe the TAC motor circuits 1 and 2 with the test lamp connected to —
battery positive.
Does the test lamp illuminate? Go to Step 16 Go to Step 18
1. Turn OFF the ignition.
2. Disconnect the ECM connector (J2) that contains the TAC motor circuits.
12 3. Test the TAC motor circuits 1 and 2 for an open or high resistance. —
4. Repair the circuit as necessary. Refer to Wiring Repairs.
Did you find and correct the condition? Go to Step 19 Go to Step 14
Test for a poor connection or terminal tension at the throttle body connector.
Refer to Testing for Intermittent Conditions and Poor Connections and
13 —
Connector Repairs.
Did you find and correct the condition? Go to Step 19 Go to Step 17
Test for a poor connection or terminal tension at the ECM. Refer to Testing for
14 Intermittent Conditions and Poor Connections and Connector Repairs. —
Did you find and correct the condition? Go to Step 19 Go to Step 18
Repair the short to voltage on the circuit where the test lamp remained
15 illuminated. Refer to Wiring Repairs. —
Did you complete the repair? Go to Step 19 —
Repair the short to ground on the circuit where the test lamp remained
16 illuminated. Refer to Wiring Repairs. —
Did you complete the repair? Go to Step 19 —
Replace the throttle body assembly. Refer to Throttle Body Assembly
17 Replacement. —
Did you complete the replacement? Go to Step 19 —
Replace the ECM. Refer to Control Module References for replacement,
18 setup, and programming. —
Did you complete the replacement? Go to Step 19 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
19 3. Start the engine. —
4. Operate the engine within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 20
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
20 — Trouble Code
(DTC) List System OK

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5 - 162 Section 5 - Diagnosis

Diagnostic Information and Procedures

SPN 65616, FMI 12 ETC Process

(Electronic Throttle Control Process)

Circuit Description
The throttle actuator control (TAC) system uses two pedal position (PP) sensors to monitor the pedal position. Two
processors are also used to monitor the TAC system data. The engine control module (ECM) performs an intrusive test in
order to detect that the PP signals are not shorted together. The ECM accomplishes this by pulling the PP sensor 2 low
momentarily and looking for sensor 1 to also be low. The TAC system also performs this test on the throttle position (TP)
sensors. This diagnostic monitors the transistor used to pull one pedal and one throttle sensor to ground simultaneously.
Additionally, both processors monitor each other’s data to verify that the indicated PP calculation is correct.
If the transistor does not toggle within a calibrated period, or the indicated PP calculation is incorrect, SPN 65616, FMI 12
sets.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 65616, FMI 12 ETC Process (Control Module Pedal Position (PP) System Performance)

Conditions for Running the DTC

• The system voltage is more than 5.23 volts.
• The ignition switch is in the Run or the Crank position.
• SPN 65580, 65581 are not set.
• SPN 65616 runs continuously when the above conditions are met.

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Section 5 - Diagnosis 5 - 163
Conditions for Setting the DTC
• The PP sensor 2 voltage is more than 2.05 volts for more than 0.3 second during the intrusive test.
OR
• The PP sensor calculations in the main processor differ from the motor control processor by more than 5 percent.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The control module records the operating conditions at the time the diagnostic fails.
• The control module commands the TAC system to operate in the Reduced Engine Power mode.
• Under certain conditions the control module commands the engine OFF.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after consecutive ignition cycles that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other emission
related diagnostic.
• Clear the MIL and the DTC with a scan tool.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
2. A SPN 65616, FMI 12 indicates that the ECM is not programmed.
5. Resistance is measured at the pedal assembly because a pedal resistance that is lower than the specified value will
set this DTC.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
2 Is SPN 65616 set? — Go to Step 3 Go to Step 5
Program the engine control module (ECM). Refer to Service Programming
3 System (SPS). —
Does SPN 65616 reset? Go to Step 4 Go to Step 8
1. Ensure that all tool connections are secure.
2. Ensure that the programming equipment is operating correctly.
4 3. Ensure that the correct software/calibration package is used. —
4. Attempt to program the ECM. Refer to Service Programming System
(SPS).
Does DTC P0602 reset? Go to Step 7 Go to Step 8
1. Turn OFF the ignition.
2. Disconnect the throttle-shift control connector.
3. Ensure that the throttle-shift control is at the neutral position.
5 4. Measure the resistance from the 5-volt reference of the pedal position to 300 Ω
the pedal position (PP) sensor 2 signal of the throttle-shift control assembly
with a DMM. Refer to Circuit Testing.
Is the resistance less than the specified value? Go to Step 6 Go to Step 7
Replace the throttle-shift control (T-SC) assembly.
6 Did you complete the replacement? — Go to Step 8 —

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5 - 164 Section 5 - Diagnosis

Replace the ECM. Refer to Control Module References for replacement, setup,
7 and programming. —
Did you complete the replacement? Go to Step 8 —
1. Clear the DTCs with a scan tool.
8 2. Turn OFF the ignition for 30 seconds. —
3. Start the engine.
Did the DTC fail this ignition? Go to Step 2 Go to Step 9
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
9 — Trouble Code
(DTC) List System OK

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5 - 166 Section 5 - Diagnosis

Electronic Throttle Controls

TAC Motor Controls & TPS 1 & 2

Throttle Position (TP) Throttle Position (TP)

Sensor 1 Sensor 2
Signal Signal

TAC Motor TAC Motor 5 Volt Low

Control 1 Control 2 Reference Reference

11 J2 12 J2 64 J2 44 J2 66 J2 29 J2

682 687 683

581 582 684
YLW BRN DK GRN GRY DK BLU BLK/
WHT

B A F E D C

OPEN CLOSE ELECTRONIC

THROTTLE
M BODY

Diagnostic Information and Procedures

SPN 65618, FMI 7 ETC Return Fault (Electronic Throttle Control Return Fault)
Circuit Description
When the key is turned on, prior to starting the engine, the engine control module (ECM) determines if the throttle plate
has returned to the correct spring-loaded rest position. The throttle position (TP) sensors provide this information to the
ECM. If the ECM detects that the throttle plate is not at the correct position, this DTC is set.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 65618, FMI 7 ETC Return Fault

Conditions for Running the DTC

• The ignition is ON, and the engine is OFF.
• The ignition voltage is more than 10 volts.
• SPN 65618 runs once when the above conditions are met.

Conditions for Setting the DTC

• The ECM detects that the throttle plate is not in the rest position.

Action Taken When the DTC Sets

• The ECM illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
• The ECM commands the system to operate in the Reduced Engine Power mode.
• When the engine is started, the ECM commands the throttle actuator to move the throttle plate to an idle position.
(Note that this may not occur if there is an obstruction.)
• The throttle actuator does not respond to input from the Throttle-Shift Control (T-SC).
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Section 5 - Diagnosis 5 - 167
Conditions for Clearing the MIL/DTC
• The malfunction indicator lamp (MIL) will remain illuminated through the remainder of the ignition cycle. After turning
the key off, the MIL will not illuminate on the next malfunction-free ignition cycle.
• An active DTC clears on the next ignition cycle that the diagnostic runs and passes.
• A history DTC clears after 25 consecutive run cycles, if no failures are reported by this diagnostic. Each run cycle
must last for a minimum of 10 seconds.
• Clear the history DTC with a scan tool.

Diagnostic Aids
The throttle plate is spring loaded to a slightly open position. The throttle plate should be open approximately 20–25
percent. This is referred to as the rest position. The throttle plate should not be completely closed nor should it be open
any more than the specified amount. The throttle plate should move open and to the closed position without binding under
the normal spring pressure. The throttle should NOT be free to move open or closed WITHOUT spring pressure. Replace
the throttle body if any of these conditions are found.
Important: Operating the throttle plate with the Throttle Blade Control function of the scan tool may cause additional
DTCs to set. Do not attempt to diagnose DTCs set during this function.
Inspect for mechanical conditions or binding that may be temperature related. Components may not move freely in
extreme heat or cold due to the presence of contaminants or ice formation.

The numbers below refer to the step numbers in the diagnostic table.
2.& 8. More than one electronic throttle control (ETC) system related DTC may set. This is due to the many redundant
tests run continuously on this system. Locating and repairing one individual condition may correct more than one DTC.
Keep this in mind when reviewing captured DTC info.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
Are any other DTCs set? See
Diagnostic
Aids,
Refer to
2 — Diagnostic
Trouble Code
(DTC) List
Continue to
Step 3 Go to Step 3
1. Turn OFF the ignition for 30 seconds.
2. Turn ON the ignition, with the engine OFF.
3 3. Allow the Throttle-Shift Control (T-SC) to remain in the locked-neutral (idle) 15–25%
position for 20 seconds.
4. Observe the indicated throttle position parameter with a scan tool.
Does the scan tool indicate throttle position within the specified values? Go to Step 6 Go to Step 4
Check for obstructions preventing the throttle plate from returning to the rest
position. If necessary, remove the throttle body assembly for a thorough
4 —
examination. Refer to Throttle Body Assembly Replacement.
Did you find an obstruction? Go to Step 5 Go to Step 6

5 Remove the obstruction and reinstall the throttle body. —

Did you complete the action? Go to Step 7 —

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5 - 168 Section 5 - Diagnosis

Replace the throttle body assembly. Refer to Throttle Body Assembly

6 Replacement. —
Did you complete the replacement? Go to Step 7 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
7 3. Place the Throttle-Shift Control (T-SC) in the locked-neutral (idle) position. —
4. Turn ON the ignition, with the engine OFF.
Did the DTC fail this ignition? Go to Step 2 Go to Step 8
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
8 — Trouble Code
(DTC) List System OK

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5 - 170 Section 5 - Diagnosis

MEFI System Relay (Powertrain Relay)

Alternator

F
20A
Fuse
50A Circuit Breaker E DLC
C Terminal A

20A
Fuse
D
- + Starter
Battery Relay
RED

30 86
MEFI
System
Relay

87A 87 85

Not Used

To Fuel Injectors To Ignition Coil(s)

2
To O Sensor
Heaters ORN 440 C
PNK\ 439 B
BLK

BLK\ 441
RED

PNK\ 439 B
BLK
PNK\ 439 B
BLK
28 J2 13 J2 40 J1 20 J1

Ignition Ignition MEFI B+

Feed 2 Feed 1 System Battery
Relay Feed
Control

Diagnostic Information and Procedures

SPN 66013, FMI 5 Powertrain Relay Short Low

SPN 66013, FMI 6 Powertrain Relay Short High
SPN 66013, FMI 7 Powertrain Relay Open
SPN 66014, FMI 4 Powertrain Relay Contact Low

(Note: The MEFI System Relay is referred to as a “Powertrain Relay” by the SAE J1939
standard.)

Circuit Description
The MEFI system relay is a normally open relay. The relay armature is held in the open position by spring tension. Battery
positive voltage is supplied directly to the relay coil and the armature contact at all times. The engine control module
(ECM) supplies the ground path to the relay coil control circuit via an internal integrated circuit called an output driver
module (ODM). The ODM output control is configured to operate as a low side driver for the main relay. The ODM for
the main relay also incorporates a fault detection circuit, which is continuously monitored by the ECM. When the ECM
commands the main relay ON, ignition voltage is supplied to the following circuits
• ECM Pin J2-13 & J2-28
• Injectors
• Coil & Ignition Module
The ignition voltage that is supplied to the ECM through the Powertrain (MEFI System) fuse, provides power to the internal
ECM circuits associated with the throttle actuator control (TAC) operation. The ECM also monitors the voltage level on the
ignition voltage circuit to confirm that the main relay contacts have closed.

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Section 5 - Diagnosis 5 - 171
DTC Descriptor
This diagnostic procedure supports the following DTCs:
SPN 66013, FMI 5 Powertrain (MEFI System) Relay Short Low
SPN 66013, FMI 6 Powertrain (MEFI System) Relay Short High
SPN 66013, FMI 7 Powertrain (MEFI System) Relay Open
SPN 66014, FMI 4 Powertrain (MEFI System) Relay Contact Low

Conditions for Setting the DTC

SPN 66013
• The commanded state of the ODM and the actual state of the control circuit do not match.
• The condition is present for more than 5 seconds.
Note: This code deals with pin 85 (Supplied ground to activate - ECM ODM) and pin 86 (B+) of the relay coil
circuit.

SPN 66014
• The ECM detects less than 10 volts on the ignition voltage circuit from the Powertrain (MEFI System) fuse to the
ECM.
Note: This code deals with pin 30 (B+) and pin 87 (Output Voltage – Ignition 1) of the relay contact circuit.

Action Taken When the DTC Sets

• The control module stores the DTC information into memory when the diagnostic runs and fails.
• The malfunction indicator lamp (MIL) will illuminate.
• The driver information center, if equipped, may display a message.

Conditions for Clearing the DTC

• A current DTC clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive run cycles, if this or any other related diagnostic reports no other failures.
• Clear the DTC with a scan tool.

Diagnostic Aids
• This test procedure requires that the vehicle battery has passed a load test and is completely charged. Refer to
Battery Inspection/Test.
• When disconnecting electrical connectors or removing fuses and relays, always inspect the component electrical
terminals for corrosion and the mating electrical terminals for tightness.

Reference Information
Schematic Reference
Engine Controls Schematics
Connector End View Reference
• Engine Controls Connector End Views
• Electrical Center Identification Views
• Engine Control Module (ECM) Connector End Views

Electrical Information Reference

• Circuit Testing
• Connector Repairs
• Testing for Intermittent Conditions and Poor Connections
• Wiring Repairs

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5 - 172 Section 5 - Diagnosis
Scan Tool Reference
• Scan Tool Data List
• Scan Tool Data Definitions
• Scan Tool Output Controls

Circuit/System Verification
1. With the ignition ON, engine OFF, command the MEFI System relay ON and OFF several times using the scan tool
output control function. If this function is not available on the scan tool, turn the key ON and OFF. You should either hear
or feel the relay click with each command.
2. With the ignition OFF, connect one lead of a test lamp to ground, and probe both sides of each of the following fuses:
• Powertrain (MEFI System) Relay Fuse (Connected to MEFI System Relay Pin 30)
• ECM Battery Fuse (Connected to MEFI System Relay Pin 86)
The lamp should illuminate on at least one side of each fuse, at all times. If not, check the main circuit breaker, and
continue with Circuit/System Testing.
3. With the ignition ON, engine OFF, ignition voltage should be present on the MEFI System Relay Pin 87, enabling the
following circuits:
• ECM Pin J2-13 & J2-28
• Injectors
• Coil & Ignition Module
The test lamp should illuminate on at least one test point of each circuit. If the test lamp does not illuminate continue with
Circuit/System Testing.
If the boat passes the Circuit/System Verification test, operate the boat within the Conditions for Running the DTC. The
other option is to refer to Testing for Intermittent Conditions and Poor Connections.

Circuit/System Testing
1. With the ignition OFF, remove the Powertrain (MEFI System) relay.
2. With the ignition ON, measure for battery positive voltage (B+) between the relay coil voltage supply circuit (pin 86) and
ground.
If the voltage measures less than B+, repair the open or high resistance in the circuit to the relay coil. All wire circuit
resistance should measure less than 2 ohms.
3. Measure for voltage between the relay coil control circuit (pin 85) and ground.
If voltage is measured on the control circuit of the relay, test for a short to voltage or a faulty ECM.
4. Connect a test lamp between the battery positive voltage supply circuit (pin 86) of the relay coil and the relay coil
control circuit (pin 85). Use a scan tool to command the main relay ON and OFF. The test lamp should turn ON and OFF
when toggling between the commanded states.
If the test lamp stays ON all the time, test for a short to ground on the relay coil control circuit or a faulty ECM.
If the test lamp stays OFF all the time, test for an open or high resistance on the relay coil control circuit or a faulty ECM.
All wire circuit resistance should measure less than 2 ohms.
5. Measure for B+ between the relay armature supply circuit (pin 30), and ground.
If the voltage measures less than B+, repair the open or high resistance in the circuit to the relay armature. All wire circuit
resistance should measure less than 2 ohms.
6. Connect a 20-amp fused jumper wire between the B+ termination (Pin 30) and the ignition voltage terminal (Pin 87) of
the main relay. With a test lamp, test for voltage on both test points of the following circuits:
• ECM Pin J2-13 & J2-28
• Injectors
• Coil & Ignition Module
If the test lamp fails to illuminate on one test point of each circuits, repair the open or high resistance between the
termination and the main relay. All wire circuit resistance should measure 2 ohms or less.

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Section 5 - Diagnosis 5 - 173
Component Testing
• Measure for 70–110 ohms between terminals 85 and 86 of the relay.
If the resistance is not within the specified range, replace the relay.
• Measure for infinite resistance between terminals 30 and 86 of the relay.
If continuity is detected, replace the relay.
• Measure for infinite resistance between terminals 30 and 87 of the relay.
If continuity is detected, replace the relay.
• Measure for infinite resistance between terminals 30 and 85 of the relay.
If continuity is detected, replace the relay.
• Measure for infinite resistance between terminals 85 and 87 of the relay.
If continuity is detected, replace the relay.
• Connect a 20-amp fused jumper wire from the battery positive cable at the battery, to relay terminal 85. Connect a
jumper wire from the negative battery cable at the battery, to relay terminal 86. Measure for less than 2 ohms between
terminals 30 and 87 of the relay, with a DMM.
If the resistance measures more than 2 ohms, replace the relay.

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5 - 174 Section 5 - Diagnosis

Fuel System Relay

440 C
To J1 - 20
Alternator ORN

F To ECM System
Relay Terminal 86
20A
Fuse
50A Circuit Breaker E
A
DLC
20A Terminal A
Fuse
B
- + Starter
Battery Relay

PNK

BLK

To Ground

30 85
Fuel
System
Relay

87A 87 86

Not Used

GRY

To Fuel Pump
Terminal A 465
GRN\
WHT

13 J1

Fuel
System
Relay
Control

Diagnostic Information and Procedures

SPN 66017 FMI 5 Fuel Pump Short Low

SPN 66017 FMI 6 Fuel Pump Short High
SPN 66017 FMI 7 Fuel Pump Open

Circuit Description
When the ignition switch is turned ON, the control module enables the fuel pump relay, which supplies current to
the fuel pump. The fuel pump remains enabled as long as the engine is cranking or running and the control module
receives ignition reference pulses. If there are no ignition reference pulses, the control module shuts the fuel pump OFF
approximately 3 seconds after the ignition was switched to the ON position or if the engine stops. The control module
monitors the voltage on the fuel pump relay control circuit. If the control module detects an incorrect voltage on the fuel
pump relay control circuit, a fuel pump relay control DTC sets.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 66017, FMI 5 Fuel Pump Short Low
SPN 66017, FMI 6 Fuel Pump Short High
SPN 66017, FMI 7 Fuel Pump Open

Conditions for Running the DTC

• The ignition voltage is supplied to the ECM.
• The ignition voltage is between 6–18 volts.

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Section 5 - Diagnosis 5 - 175
Conditions for Setting the DTC
• The engine control module (ECM) detects that the commanded state of the driver and the actual state of the control
circuit do not match.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) on the ignition cycle that the diagnostic runs and
fails.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after the diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other emission
related diagnostic.
• Clear the MIL and the DTC with a scan tool.
Diagnostic Aids

Test Description
The numbers below refer to the step numbers on the diagnostic table.
3. This step verifies that the ECM is providing voltage to the fuel pump relay. (FMI 5)
4. This step tests for an open in the ground circuit to the fuel pump relay. (FMI 7)
5. This step tests if the voltage is constantly being applied to the control circuit of the fuel pump relay. (FMI 6)

Step Action Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to Diagnostic
1 System Check
Go to Step 2
1. Turn ON the ignition, with the engine OFF. Go to Testing
for Intermittent
2 2. Command the fuel pump relay ON and OFF with a scan tool. Conditions and
Does the fuel pump relay turn ON and OFF when commanded with a scan tool? Poor Connections Go to Step 3
1. Turn OFF the ignition.
2. Remove the fuel pump relay.
3. Turn ON the ignition, with the engine OFF.
3 4. Probe the control circuit of the fuel pump relay with a test lamp that is connected
to a good ground. Refer to Probing Electrical Connectors.
5. Command the fuel pump relay ON and OFF with a scan tool.
Does the test lamp turn ON and OFF when commanded with a scan tool? Go to Step 4 Go to Step 5
1. Connect a test lamp between the control circuit of the fuel pump relay and the
4 ground circuit of the fuel pump relay.
2. Command the fuel pump relay ON and OFF with a scan tool.
Does the test lamp turn ON and OFF when commanded with a scan tool? Go to Step 8 Go to Step 10
5 Does the test lamp remain illuminated? Go to Step 7 Go to Step 6
Test the control circuit of the fuel pump relay for a short to ground or an open. Refer
6 to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 13 Go to Step 9
Test the control circuit of the fuel pump relay for a short to voltage. Refer to Circuit
7 Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 13 Go to Step 9
Test for an intermittent and for a poor connection at the fuel pump relay. Refer to
8 Testing for Intermittent Conditions and Poor Connections and Connector Repairs.
Did you find and correct the condition? Go to Step 13 Go to Step 11

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5 - 176 Section 5 - Diagnosis

Test for an intermittent and for a poor connection at the engine control module
(ECM). Refer to Testing for Intermittent Conditions and Poor Connections and
9
Connector Repairs.
Did you find and correct the condition? Go to Step 13 Go to Step 12
Test the ground circuit of the fuel pump relay for an open. Refer to Circuit Testing
10 and Wiring Repairs.
Did you find and correct the condition? Go to Step 14 —

11 Replace the fuel pump relay.

Did you complete the replacement? Go to Step 13 —
Replace the ECM. Refer to Control Module References for replacement, setup, and
12 programming.
Did you complete the replacement? Go to Step 13 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
13 3. Start the engine.
4. Operate the boat within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 14
Observe the Capture Info with a scan tool. Go to Diagnostic
14 Are there any DTCs that have not been diagnosed? Trouble Code
(DTC) List System OK

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 Must be Must be
YEL 410 Twisted Twisted
Pair Pair
5 - 178 B Section 5 - Diagnosis
Engine Coolant Knock Knock
Temperature Sensor 1 Sensor 2
Sensor (KS) Oxygen Sensors
(KS) A &B
e
e A

From From
MEFI System Relay MEFI System Relay
BLK /
WHT PNK/ PNK/
BLK BLK
D D
Heated Heated
Oxygen Oxygen
(HO 2) (HO 2)
Sensor A1 Sensor B1
B A C B A C
BLK /
WHT 817
WHT/ WHT/
BLU BLU
BLU BLK BLU BLK

35 J 3 3 J2 2 J2 68 J2 4 J3 3 J3 15 J3

Sensor Oxygen Oxygen Oxygen Oxygen Oxygen Oxygen Engine

Ground Sensor A1 Sensor A1 Sensor A1 Sensor B1 Sensor B1 Sensor B1 Control
Signal Lo Heater Signal Lo Heater Module
(ECM)

SPN 65561 FMI 0 - Oxygen Sensor A1 Rich

SPN 65563 FMI 0 - Oxygen Sensor B1 Rich

Circuit Description
Heated oxygen sensors (HO2S) are used for fuel control. Each HO2S compares the oxygen content of the surrounding
air with the oxygen content in the exhaust stream. The HO2S must reach operating temperature to provide an accurate
voltage signal. Heating elements inside the HO2S minimize the time required for the sensors to reach operating 9-24-05
temperature. The engine control module (ECM) supplies the HO2S with a reference, or bias, voltage of about 450 mV.
When the engine is firstHO started
Sensor 1
2
the ECM
HO Sensor 1
2
operates in
HO Sensor 1
2
Open HO
HO Sensor 1
2
Signal
Loop,
Lo
2Sensor 1
ignoring
2HO Sensor 1
Heater the HO2S voltage signal. Once the HO2S
reaches operating temperature and Closed Loop is achieved, the HO2S generates a voltage within a range of 0–1,000
Signal Lo Heater

mV that fluctuates above and below bias voltage. High HO2S voltage indicates a rich exhaust stream. low HO2S voltage
indicates a lean exhaust stream. If the ECM detects an HO2S voltage that stays above a specified value, SPN 65561 FMI
0 sets for HO2S A1, or SPN 65563 FMI 0 sets for HO2S B1.

DTC Descriptors
This diagnostic procedure supports the following DTCs:
• SPN 65561 FMI 0 HO2S - Oxygen Sensor A1 Rich
• SPN 65563 FMI 0 HO2S - Oxygen Sensor B1 Rich

Conditions for Running the DTC

• The Loop Status parameter is closed.
• The above conditions are met for 2 seconds.
• This diagnostic runs continuously when the above conditions are met.

Conditions for Setting the DTC

The ECM detects that the affected HO2S voltage parameter is more than 1,050 mV for approximately 48 seconds.

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Section 5 - Diagnosis 5 - 179
Action Taken When the DTC Sets
• The control module illuminates the malfunction indicator lamp (MIL).
• The control module commands the Loop Status open.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission
related diagnostic.
• Clear the MIL and the DTC with a scan tool.

Test Description
The number below refers to the step number on the diagnostic table.
2. If the voltage is varying above and below the specified range, the condition is not present.

Step Action Value(s) Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Controls Connector End Views or Engine Control Module
(ECM) Connector End Views
Did you perform the Diagnostic System Check Go to
– Vehicle? Diagnostic
1 — System Check
Go to Step 2 - Vehicle
1. Start the engine.
2. Allow the engine to reach operating
temperature. Refer to Scan Tool Data List .
2 3. Observe the affected HO2S voltage 300–600 mV
parameter with a scan tool.
Is the HO2S voltage parameter varying above
and below the specified range? Go to Step 3 Go to Step 4
1. Turn OFF the ignition for 30 seconds.
2. Start the engine. Go to Testing
for Intermittent
3 3. Operate the vehicle within the Conditions for — Conditions
Running the DTC. and Poor
Did the DTC fail this ignition? Go to Step 4 Connections
1. Turn OFF the ignition.
2. Disconnect the affected heated oxygen
sensor (HO2S).
4 3. Turn ON the ignition, with the engine OFF. 400–500 mV
4. Observe the HO2S voltage parameter with
a scan tool.
Is the HO2S voltage parameter within the
specified range? Go to Step 5 Go to Step 6
1. Connect a 3-amp fused jumper wire
between the high signal circuit of the HO2S
harness connector on the engine harness side
5 and a good ground. 100 mV
2. Observe the HO2S voltage parameter with
a scan tool.
Is the HO2S voltage parameter less than the
specified value? Go to Step 7 Go to Step 8

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5 - 180 Section 5 - Diagnosis

Test the HO2S high signal circuit for a short to

the HO2S heater low control circuit. Refer to
the following procedures:
• Circuit Testing
6 —
• Wiring Repairs
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 17 Go to Step 10
1. Remove the jumper wire from the previous
step.
2. Connect a 3-amp fused jumper wire
between the high signal circuit of the HO2S
harness connector on the engine harness side
7 and the low signal circuit of the HO2S harness 100 mV
connector on the engine harness side.
3. Observe the HO2S voltage parameter with
a scan tool.
Is the HO2S voltage parameter less than the
specified value? Go to Step 9 Go to Step 11
Test the HO2S high signal circuit for an open
or high resistance. Refer to the following
procedures:
• Circuit Testing
8 —
• Wiring Repairs
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 17 Go to Step 14
Test the HO2S low signal circuit for a short to
the HO2S heater low control circuit. Refer to
the following procedures:
• Circuit Testing
9 —
• Wiring Repairs
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 17 Go to Step 12
Important: The sensor may be damaged if the
circuit is shorted to a voltage source.
Test the HO2S high signal circuit for a short to
voltage. Refer to the following procedures:
10 • Circuit Testing —
• Wiring Repairs
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 17 Go to Step 14
Test the HO2S low signal circuit for an open
or high resistance. Refer to the following
procedures:
• Circuit Testing
11 —
• Wiring Repairs
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 17 Go to Step 14

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Section 5 - Diagnosis 5 - 181

1. The HO2S may be detecting a rich exhaust

condition or may be contaminated. Inspect for
the following conditions:
Notice: Refer to Silicon Contamination of
Heated Oxygen Sensors Notice .
•
A silicon contaminated HO2S
•
Any water intrusion into the HO2S
connector
12 •
Engine oil contaminated with fuel —
•
An incorrect fuel pressure—Refer to Fuel
System Diagnosis .
•
Any rich fuel injectors—Refer to Fuel
Injector Balance Test with Tech 2 .
•
An air intake restriction
2. Repair any of the above or similar engine
conditions as necessary. Go to Step
Did you find and correct the condition? 17 Go to Step 13
Test for shorted terminals and for poor
connections at the HO2S. Refer to the following
procedures:
• Testing for Intermittent Conditions and
13 Poor Connections —
• Connector Repairs
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 17 Go to Step 15
Test for shorted terminals and for poor
connections at the engine control module
(ECM). Refer to the following procedures:
• Testing for Intermittent Conditions and
14 Poor Connections —
• Connector Repairs
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 17 Go to Step 16
Replace the affected HO2S. Refer to Heated
Oxygen Sensor (HO2S) Replacement Bank 1
15 Sensor 1 or Heated Oxygen Sensor (HO2S) —
Replacement Bank 2 Sensor 1 . Go to Step
Did you complete the replacement? 17 —
Replace the ECM. Refer to Control Module
References for replacement, setup, and
16 —
programming. Go to Step
Did you complete the replacement? 17 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
3. Start the engine.
17 —
4. Operate the vehicle within the Conditions for
Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 18
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been Diagnostic
18 diagnosed? — Trouble
Code (DTC)
List - Vehicle System OK

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 495 497 494 496

Must be Must be
YEL 410 Twisted Twisted
5 - 182 Pair Pair Section 5 - Diagnosis
B
Engine Coolant Knock Knock
Temperature Sensor 1 Sensor 2
Sensor (KS) Oxygen Sensors
(KS) A &B
e
e A

From From
MEFI System Relay MEFI System Relay
BLK /
WHT PNK/ PNK/
BLK BLK
D D
Heated Heated
Oxygen Oxygen
(HO 2) (HO 2)
Sensor A1 Sensor B1
B A C B A C
BLK /
WHT 817
WHT/ WHT/
BLU BLU
BLU BLK BLU BLK

35 J 3 3 J2 2 J2 68 J2 4 J3 3 J3 15 J3

Sensor Oxygen Oxygen Oxygen Oxygen Oxygen Oxygen Engine

Ground Sensor A1 Sensor A1 Sensor A1 Sensor B1 Sensor B1 Sensor B1 Control
Signal Lo Heater Signal Lo Heater Module
(ECM)

SPN 65561 FMI 1 - Oxygen Sensor A1 Lean

SPN 65563 FMI 1 - Oxygen Sensor B1 Lean

Circuit Description
Heated oxygen sensors (HO2S) are used for fuel control. Each HO2S compares the oxygen content of the surrounding
air with the oxygen content in the exhaust stream. The HO2S must reach operating temperature to provide an accurate
voltage signal. Heating elements inside the HO2S minimize the time required for the sensors to reach operating
temperature. The engine control module (ECM) supplies the HO2S with a reference, or bias, voltage of about 450 mV.
When the engine is first started the ECM operates in Open Loop, ignoring the HO2S voltage signal. Once the HO2S
9-24-05
reaches operating temperature and Closed Loop is achieved, the HO2S generates a voltage within a range of 0–1,000
mV that fluctuates above and below
HO Sensor 1 HO Sensor 1
bias voltage. High HO2S
HO Sensor
Signal
1
2
Lo
voltage
HO Sensor 1 2
indicates
HO Sensor
Heater
12
a rich exhaust stream. Low HO2S voltage
2 2 HO Sensor 1
2

indicates a lean exhaust stream. If the ECM detects an HO2S voltage that stays below a specified value, SPN 65561 FMI
Signal Lo Heater

1 sets for HO2S A1, or SPN 65563 FMI 1 sets for HO2S B1.

DTC Descriptors
This diagnostic procedure supports the following DTCs:
• SPN 65561 FMI 1 HO2S - Oxygen Sensor A1 Lean
• SPN 65563 FMI 1 HO2S - Oxygen Sensor B1 Lean
Conditions for Running the DTC
• The Loop Status parameter is closed.
• The above conditions are met for 2 seconds.
• This diagnostic runs continuously when the above conditions are met.

Conditions for Setting the DTC

The ECM detects that the affected HO2S voltage parameter is less than 200 mV for approximately 165 seconds.

Action Taken When the DTC Sets

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Section 5 - Diagnosis 5 - 183

• The control module illuminates the malfunction indicator lamp (MIL).

• The control module commands the Loop Status open.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• Clear the MIL and the DTC with a scan tool.
Test Description
The number below refers to the step number on the diagnostic table.
2. If the voltage is varying above and below the specified range, the condition is not present.

Step Action Value(s) Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Controls Connector End Views or Engine Control Module
(ECM) Connector End Views
Did you perform the Diagnostic System Check Go to
– Vehicle? Diagnostic
1 — System Check
Go to Step 2 - Vehicle
1. Start the engine.
2. Allow the engine to reach operating
temperature. Refer to Scan Tool Data List .
2 3. Observe the affected HO2S voltage 300–600 mV
parameter with a scan tool.
Is the HO2S voltage parameter varying above
and below the specified range? Go to Step 3 Go to Step 4
1. Turn OFF the ignition for 30 seconds.
2. Start the engine. Go to Testing
for Intermittent
3 3. Operate the vehicle within the Conditions for — Conditions
Running the DTC. and Poor
Did the DTC fail this ignition? Go to Step 4 Connections
1. Turn OFF the ignition.
2. Disconnect the affected heated oxygen
sensor (HO2S).
4 3. Turn ON the ignition, with the engine OFF. 100 mV
4. Observe the HO2S voltage parameter with
a scan tool.
Is the HO2S voltage parameter less than the
specified value? Go to Step 6 Go to Step 5
1. Connect a 3-amp fused jumper wire
between the high signal circuit of the HO2S
harness connector on the engine harness side
5 and a good ground. 100 mV
2. Observe the HO2S voltage parameter with
a scan tool.
Is the HO2S voltage parameter less than the
specified value? Go to Step 7 Go to Step 8
Test the HO2S high signal circuit for a short to
ground. Refer to the following procedures:
• Circuit Testing
6 • Wiring Repairs —
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 15 Go to Step 9

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5 - 184 Section 5 - Diagnosis

Test the HO2S low signal circuit for a short to

the HO2S heater low control circuit. Refer to
the following procedures:
• Circuit Testing
7 —
• Wiring Repairs
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 15 Go to Step 10
Test the HO2S high signal circuit for an open
or high resistance. Refer to the following
procedures:
• Circuit Testing
8 —
• Wiring Repairs
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 15 Go to Step 12
Test the HO2S high signal circuit for a short to
the following circuits:
• HO2S low signal circuit
• HO2S heater low control circuit
Refer to the following procedures:
9 —
• Circuit Testing
• Wiring Repairs
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 15 Go to Step 12
1. The HO2S may be detecting a lean exhaust
condition or may be contaminated. Inspect for
the following conditions:
Notice: Refer to Silicon Contamination of
Heated Oxygen Sensors Notice .
•
A silicon contaminated HO2S
•
Any water intrusion into the HO2S
connector
•
An exhaust leak between the HO2S and the
10 —
engine
•
Any vacuum leaks
•
An incorrect fuel pressure—Refer to Fuel
System Diagnosis .
•
Any lean fuel injectors—Refer to Fuel
Injector Balance Test with Tech 2 .
2. Repair any of the above or similar engine
conditions as necessary. Go to Step
Did you find and correct the condition? 15 Go to Step 11
Test for shorted terminals and for poor
connections at the HO2S. Refer to the following
procedures:
• Testing for Intermittent Conditions and
11 Poor Connections —
• Connector Repairs
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 15 Go to Step 13

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Section 5 - Diagnosis 5 - 185
Test for shorted terminals and for poor
connections at the engine control module
(ECM). Refer to the following procedures:
• Testing for Intermittent Conditions and
12 Poor Connections —
• Connector Repairs
• Heated Oxygen Sensor (HO2S) Wiring
Repairs Go to Step
Did you find and correct the condition? 15 Go to Step 14
Replace the affected HO2S. Refer to Heated
Oxygen Sensor (HO2S) Replacement Bank 1
13 Sensor 1 or Heated Oxygen Sensor (HO2S) —
Replacement Bank 2 Sensor 1 . Go to Step
Did you complete the replacement? 15 —
Replace the ECM. Refer to Control Module
References for replacement, setup, and
14 —
programming. Go to Step
Did you complete the replacement? 15 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
3. Start the engine.
15 —
4. Operate the vehicle within the Conditions for
Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 16
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been Diagnostic
16 diagnosed? — Trouble
Code (DTC)
List - Vehicle System OK

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 Must be Must be
YEL 410 Twisted Twisted
Pair Pair
5 - 186 B Section 5 - Diagnosis
Engine Coolant Knock Knock
Temperature Sensor 1 Sensor 2
Sensor (KS) Oxygen Sensors
(KS) A &B
e
e A

From From
MEFI System Relay MEFI System Relay
BLK /
WHT PNK/ PNK/
BLK BLK
D D
Heated Heated
Oxygen Oxygen
(HO 2) (HO 2)
Sensor A1 Sensor B1
B A C B A C
BLK /
WHT 817
WHT/ WHT/
BLU BLU
BLU BLK BLU BLK

35 J 3 3 J2 2 J2 68 J2 4 J3 3 J3 15 J3

Sensor Oxygen Oxygen Oxygen Oxygen Oxygen Oxygen Engine

Ground Sensor A1 Sensor A1 Sensor A1 Sensor B1 Sensor B1 Sensor B1 Control
Signal Lo Heater Signal Lo Heater Module
(ECM)

SPN 66019 FMI 5 Oxygen Sensor A1 Heater Short Low

SPN 66020 FMI 5 Oxygen Sensor B1 Heater Short Low
SPN 66019 FMI 6 Oxygen Sensor A1 Heater Short High
SPN 66020 FMI 6 Oxygen Sensor B1 Heater Short High
SPN 66019 FMI 7 Oxygen Sensor A1 Heater Open
SPN 66020 FMI 7 Oxygen Sensor B1 Heater Open

Circuit Description
Heated oxygen sensors (HO2S) are used for fuel control. Each HO2S compares the oxygen content of the surrounding
air with the oxygen content in the exhaust stream. The HO2S must reach operating temperature to provide an9-24-05 accurate
voltage signal. A heating element inside the HO2S minimizes HO Sensor 1
2 the1 time
HO Sensor
2 2 required
HO Sensor 1 for the sensor to reach operating
Signal Lo Heater
temperature. Voltage isSignal
provided to theHO heater by the ignition 1 voltage circuit through a fuse. With the engine running,
HO Sensor 1
2 HO Sensor 1
2 2 Sensor 1
Lo Heater

ground is provided to the heater by the HO2S heater low control circuit, through a low side driver within the engine control
module (ECM).
The ECM commands the heater ON or OFF to maintain a specific HO2S operating temperature range. The ECM monitors
the voltage on the HO2S heater low control circuit for heater fault diagnosis. If the ECM detects that the HO2S heater low
control circuit voltage is not within a specified range, SPN 66019 FMI 7 sets for HO2S A1, or SPN 66020 FMI 7 sets for
HO2S B1.

DTC Descriptors
This diagnostic procedure supports the following DTCs:
• SPN 66019 FMI 7 Oxygen Sensor A1 Heater Open
• SPN 66020 FMI 7 Oxygen Sensor B1 Heater Open

Conditions for Running the DTC

• The engine speed is more than 425 RPM.
• This diagnostic runs continuously once the above conditions are met.

Conditions for Setting the DTC

The ECM detects that the affected HO2S heater low control circuit is not within a specified range for 0.25 seconds.
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Section 5 - Diagnosis 5 - 187
Action Taken When the DTC Sets
• The control module illuminates the malfunction indicator lamp (MIL).

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other emission
related diagnostic.
• Clear the MIL and the DTC with a scan tool.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or
Engine Controls Connector End Views
Did you perform the Diagnostic System Go to
Check – Vehicle? Diagnostic
1 — System
Go to Step Check -
2 Vehicle
2 Is SPN 66019 FMI 5,6,7 or SPN 66020 — Go to Step
FMI 5,6,7 set? 4 Go to Step 3
1. Start the engine.
2. Wait 1 minute to allow the heated
oxygen sensor (HO2S) heater current to
3 stabilize. 0.25–1.375
3. Observe the affected HO2S heater A
current parameter with a scan tool.
Is the HO2S heater current parameter Go to Step
within the specified range? 5 Go to Step 6
1. Start the engine.
2. Wait 1 minute to allow the HO2S heater
current to stabilize. 0.25–3.125
4 3. Observe the affected HO2S heater A
current parameter with a scan tool.
Is the HO2S heater current parameter Go to Step
within the specified range? 5 Go to Step 6
1. Turn OFF the ignition for 30 seconds. Go to
2. Start the engine. Testing for
5 — Intermittent
3. Operate the vehicle within the Conditions
Conditions for Running the DTC. Go to Step and Poor
Did the DTC fail this ignition? 6 Connections
1. Turn OFF the ignition.
6 2. Inspect the fuse that supplies the —
applicable HO2S heater. Go to Step
Is the fuse open? 7 Go to Step 8
Test the ignition 1 voltage circuit for a
short to ground. Refer to the following
procedures:
• Circuit Testing
7 —
• Wiring Repairs
• Heated Oxygen Sensor (HO2S)
Wiring Repairs Go to Step Go to Step
Did you find and correct the condition? 21 10

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5 - 188 Section 5 - Diagnosis

1. Disconnect the affected HO2S.

2. Turn ON the ignition, with the engine
OFF.
3. Probe the ignition 1 voltage circuit
8 of the HO2S harness connector on the —
engine harness side with a test lamp that
is connected to a good ground. Refer to
Probing Electrical Connectors . Go to Step Go to Step
Does the test lamp illuminate? 9 18
1. Turn OFF the ignition.
2. Probe the HO2S heater low control
circuit of the HO2S harness connector on
9 the engine harness side with a test lamp —
connected to battery voltage.
3. With the ignition still OFF, observe the
test lamp. Go to Step Go to Step
Does the test lamp illuminate? 12 11
Test the ignition 1 voltage circuit on the Go to
sensor side of the HO2S 1 connector for a Testing for
10 — Intermittent
short to ground. Refer to Circuit Testing . Conditions
Is the sensor shorted to ground? Go to Step and Poor
19 Connections
Start the engine with the test lamp still
11 connected from the previous step. — Go to Step Go to Step
Is the test lamp ON steady or blinking? 15 13
Test the HO2S heater low control circuit
for a short to ground. Refer to the following
procedures:
• Circuit Testing
12 —
• Wiring Repairs
• Heated Oxygen Sensor (HO2S)
Wiring Repairs Go to Step Go to Step
Did you find and correct the condition? 21 17
Test the HO2S heater low control circuit
for a short to voltage. Refer to the
following procedures:
• Circuit Testing
13 —
• Wiring Repairs
• Heated Oxygen Sensor (HO2S)
Wiring Repairs Go to Step Go to Step
Did you find and correct the condition? 21 14
Test the HO2S heater low control circuit
for an open or for high resistance. Refer to
the following procedures:
• Circuit Testing
14 —
• Wiring Repairs
• Heated Oxygen Sensor (HO2S)
Wiring Repairs Go to Step Go to Step
Did you find and correct the condition? 21 17
Measure the resistance of the following
circuits with a DMM:
• The HO2S heater low control circuit
15 3 ohms
• The ignition 1 voltage circuit
Refer to Circuit Testing .
Is the resistance of either circuit more than Go to Step Go to Step
the specified value? 18 16

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Section 5 - Diagnosis 5 - 189

Test for shorted terminals and for poor

connections at the HO2S. Refer to the
following procedures:
• Testing for Intermittent Conditions and
16 Poor Connections —
• Connector Repairs
• Heated Oxygen Sensor (HO2S)
Wiring Repairs Go to Step Go to Step
Did you find and correct the condition? 21 19
Test for shorted terminals and for poor
connections at the engine control module
(ECM). Refer to the following procedures:
• Testing for Intermittent Conditions and
17 Poor Connections —
• Connector Repairs
• Heated Oxygen Sensor (HO2S)
Wiring Repairs Go to Step Go to Step
Did you find and correct the condition? 21 20
Repair the open or high resistance in
the circuit. Refer to Wiring Repairs and
18 Heated Oxygen Sensor (HO2S) Wiring —
Repairs in Wiring Systems. Go to Step
Did you complete the repair? 21 —
19 Replace the affected HO2S. — Go to Step
Did you complete the replacement? 21 —
Replace the ECM. Refer to Control
20 Module References for replacement, —
setup, and programming. Go to Step
Did you complete the replacement? 21 —
1. Replace the fuse, if necessary.
2. Clear the DTCs with a scan tool.
3. Turn OFF the ignition for 30 seconds.
21 4. Start the engine. —
5. Operate the vehicle within the
Conditions for Running the DTC. Go to Step Go to Step
Did the DTC fail this ignition? 2 22
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been Diagnostic
22 diagnosed? — Trouble
Code
(DTC) List
- Vehicle System OK

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5 - 190 Section 5 - Diagnosis

From
Powertrain
Relay

A D C A
Ignition Coil Ignition
Voltage Driver Control Ignition
Module Coil
Ignition Timing (ICM)
Signal Ground
B C

Coil Wire

1 J2 High
IC Control Voltage
Switch

ENGINE (ECM)
CONTROL
MODULE Spark Plugs

Diagnostic Information and Procedures

SPN 65590 Misfire
System Description
The engine control module (ECM) uses information from the crankshaft position (CKP) sensor and the camshaft
position (CMP) sensor to determine when an engine misfire is occurring. By monitoring variations in the crankshaft
rotation speed for each cylinder, the ECM is able to detect individual misfire events. A misfire rate that is high enough
can cause the catalytic converters (if equipped) to overheat under certain operating conditions. If the ECM detects
a misfire rate sufficient to cause emission levels to exceed mandated standards, SPN 65590 FMI 7 will set. In some
applications, the ECM is able to determine that a specific cylinder is misfiring, and will set a corresponding SPN
65591 - 65598 for that cylinder.

DTC Descriptors
SPN 65590 FMI 7: Misfire

Conditions for Running the DTC

• The engine speed is between 600–6,000 RPM.
• The ignition voltage is between 9–18 volts.
• The throttle angle is steady or does not vary by more than approximately 5 percent.
• The ECM is not in fuel shut-off or decel fuel cut-off mode.
• SPN 65590 run continuously when the above conditions are met.

Conditions for Setting the DTC

The ECM is detecting a crankshaft rotation speed variation indicating a misfire sufficient to cause emission levels to
exceed mandated standards, or misfiring enough to cause damage to the catalytic converter (if equipped).

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Section 5 - Diagnosis 5 - 191

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) after the diagnostic runs and fails.
• The diagnostic may fail for approximately 30 seconds prior to illuminating the MIL.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other emission
related diagnostic.
• Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
• Excessive vibration from sources other than the engine could cause SPN 65590 to set. The following are possible
sources of vibration:
– Excessive driveline vibration
– Worn or damaged accessory drive belt
• There may be more or less cylinders actually misfiring than indicated by the scan tool.
• Spray water on the secondary ignition components using a spray bottle. Look and listen for arcing or misfiring.
• If there are multiple misfires on only one bank, inspect the fuel injector and ignition coil, power and ground circuits for
that bank. Refer to Engine Controls Schematics .

Test Description
The number below refers to the step number on the diagnostic table.
2. If the actual CKP variation values are not within the learned values, the misfire counters may increment.

Step Action Values Yes No

Did you perform the Diagnostic System Check Go to
– Vehicle? Diagnostic
1 — System
Go to Step 2 Check
1. Start the engine.
2. Allow the engine to idle or operate within the
conditions for running the DTC.
2 3. Monitor all of the Misfire counters with the —
scan tool. Go to
Are any of the Misfire current counters Diagnostic
incrementing? Go to Step 3 Aids
Are any DTCs other than SPN 65590 set? Go to
Diagnostic
3 — Trouble Code
(DTC) List
- Vehicle Go to Step 4
Can any abnormal engine noise be heard? Go to
Symptoms
4 — - Engine
Mechanical Go to Step 5
Does the scan tool indicate that the heated Go to SPN
oxygen sensor (HO2S) A1 or HO2S B1 voltage 65561 FMI 1
5 200 mV
parameters are below the specified value? SPN 65563 Go to Step 6
FMI 1

Does the scan tool indicate that the HO2S A1 or Go to SPN

HO2S B1 voltage parameters are fixed above the 65561 FMI 0
6 specified value? 900 mV SPN 65563
FMI 0 Go to Step 7

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5 - 192 Section 5 - Diagnosis

Inspect the following components:

• The vacuum hoses and seals for splits,
restrictions, and improper connections.
• The throttle body and intake manifold for
vacuum leaks
7 • The crankcase ventilation system for —
vacuum leaks.
• The engine control module (ECM) grounds
for corrosion and loose connections.
• The exhaust system for restrictions.
• The fuel for contamination.
Did you find and correct the condition? Go to Step 19 Go to Step 8
Important: An erratic or inconsistent spark is
considered a no spark.
1. Turn OFF the ignition.
2. Disconnect the spark plug wire from the
8 spark plug that corresponds to the affected —
cylinder.
3. Install the J 26792 Spark Tester.
4. Start the engine.
Does the spark jump the tester gap? Go to Step 10 Go to Step 9
1. Remove the spark plug wire for the affected
cylinders.
2. Inspect the spark plug wire. Go to
9 188–312 � Electronic
3. Measure the resistance of the spark plug wire Ignition (EI)
with a DMM. System
Is the resistance within the specified value? Diagnosis Go to Step 18
1. Remove the spark plug from the cylinder that
10 indicated a misfire. —
2. Inspect the spark plug.
Does the spark plug appear to be OK? Go to Step 11 Go to Step 12
1. Exchange the suspected spark plug with
another cylinder that is operating properly.
11 2. Operate the vehicle under the same —
conditions that the misfire occurred.
Did the misfire move with the spark plug? Go to Step 17 Go to Step 15
Is the spark plug oil or coolant fouled? Go to
Symptoms
12 — - Engine
Mechanical Go to Step 13
13 Is the spark plug gas fouled? — Go to Step 16 Go to Step 14
Did the spark plug show any signs of being
14 —
cracked, worn, or improperly gapped? Go to Step 17 Go to Step 15
Perform the fuel injector coil test. Go to
Did you find and correct the condition? Symptoms
15 — - Engine
Go to Step 19 Mechanical
Perform the fuel system diagnosis. Go to
Did you find and correct the condition? Symptoms
16 — - Engine
Go to Step 19 Mechanical

17 Replace the faulty spark plug. — —

Did you complete the replacement? Go to Step 19

18 Replace the faulty spark plug wires. — —

Did you complete the replacement? Go to Step 19

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Section 5 - Diagnosis 5 - 193

1. Clear the DTCs with a scan tool.

2. Turn OFF the ignition for 30 seconds.
3. Start the engine.
19 4. Operate the vehicle within the Conditions —
for Running the DTC. You may also operate the
vehicle within the conditions that were observed
when the DTC was set.
Did the DTC fail this ignition? Go to Step 2 Go to Step 22
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been Diagnostic
20 diagnosed? — Trouble Code
(DTC) List
- Vehicle System OK

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5 - 194 Section 5 - Diagnosis

Complete Fault Code List

SPN FMI Enumeration Name

100 3 DTC_Oil Pressure Voltage High
100 4 DTC_Oil Pressure Voltage Low
106 3 DTC_Map Sensor High
106 4 DTC_Map Sensor Low
110 3 DTC_Coolant Sensor High
110 4 DTC_Coolant Sensor Low
630 13 DTC_Cal Memory Failure
636 2 DTC_Crank Signal Fault
651 3 DTC_Injector A Short High
651 4 DTC_Injector A Short Low
651 5 DTC_Injector A Open
652 3 DTC_Injector B Short High
652 4 DTC_Injector B Short Low
652 5 DTC_Injector B Open
653 3 DTC_Injector C Short High
653 4 DTC_Injector C Short Low
653 5 DTC_Injector C Open
654 3 DTC_Injector D Short High
654 4 DTC_Injector D Short Low
654 5 DTC_Injector D Open
655 3 DTC_Injector E Short High
655 4 DTC_Injector E Short Low
655 5 DTC_Injector E Open
656 3 DTC_Injector F Short High
656 4 DTC_Injector F Short Low
656 5 DTC_Injector F Open
657 3 DTC_Injector G Short High
657 4 DTC_Injector G Short Low
657 5 DTC_Injector G Open
658 3 DTC_Injector H Short High
658 4 DTC_Injector H Short Low
658 5 DTC_Injector H Open
723 2 DTC_Cam Signal Fault
65541 3 DTC_Est 1 Short High
65541 4 DTC_Est 1 Short Low
65541 5 DTC_Est 1 Open
65551 2 DTC_Knock Sensor 1 Fault
65552 2 DTC_Knock Sensor 2 Fault
65559 11 DTC_Can Bus Hardware
65561 0 DTC_Oxygen Sensor A Rich
65561 1 DTC_Oxygen Sensor A Lean
65563 0 DTC_Oxygen Sensor B Rich

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Section 5 - Diagnosis 5 - 195

65563 1 DTC_Oxygen Sensor B Lean

65580 12 DTC_Cpu Failure
65581 12 DTC_Mhc Failure
65582 2 DTC_Nv Ram Failure
65590 7 DTC_Misfire
65601 2 DTC_Etc Tps 2 Range
65602 2 DTC_Etc Tps 1 Range
65604 2 DTC_Etc Pps 2 Range
65605 2 DTC_Etc Pps 1 Range
65610 2 DTC_Etc Tps 1-2 Correlation
65613 2 DTC_Etc Pps 1-2 Correlation
65615 7 DTC_Etc Actuation
65616 12 DTC_Etc Process
65618 7 DTC_Etc Return Fault
66013 5 DTC_Powertrain Relay Short Low
66013 6 DTC_Powertrain Relay Short High
66013 7 DTC_Powertrain Relay Open
66014 4 DTC_Powertrain Relay Contact Low
66017 5 DTC_Fuel Pump Short Low
66017 6 DTC_Fuel Pump Short High
66017 7 DTC_Fuel Pump Open
66019 5 DTC_Oxygen Sensor A Heater Short Low
66019 6 DTC_Oxygen Sensor A Heater Short High
66019 7 DTC_Oxygen Sensor A Heater Open
66020 5 DTC_Oxygen Sensor B Heater Short Low
66020 6 DTC_Oxygen Sensor B Heater Short High
66020 7 DTC_Oxygen Sensor B Heater Open

NOTE -- MEFI-5 Does Not Support Occurrence Count

FAILURE MODE INDICATOR (FMI)

0 = Data valid but above normal
1 = Data valid but below normal
2 = Data erratic, intermittent or incorrect
3 = Voltage above normal or shorted high
4 = Voltage below normal or shorted low
5 = Current below normal or open circuit
6 = Current above normal or grounded circuit
7 = Mechanical system not responding or out of adjustment
8 = Abnormal frequency or pulse width
9 = Abnormal update rate
10 = Abnormal rate of change
11 = Root cause unknown

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5 - 196 Section 5 - Diagnosis

12 = Bad intelligent device or component

13 = Out of calibration
14 = Special instructions
15 = Data valid but above normal range - Least Severe Level
16 = Data valid but above normal range - Moderate Severe Level
17 = Data valid but below normal range - Least Severe Level
18 = Data valid but below normal range - Moderate Severe Level
19 = Received network data error

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Section 6 - Dash Instrumentation 6-1

Section 6 - Dash Instrumentation

Dash Wiring Schematics .................................. Pages 2
VSS Circuit Fault
SPN 84 FMI 2 ..................................Pages 4 - 5
Fuel Level Sensor Circuit Check .................. Pages 6 - 8
MMDC Pin Out ........................................ Pages 10 - 11

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 6-2
RUN/ START

A B
DIB DIB Dash
Fuse CONN ID Control
15 A DATA DATA
Hi Low J1=24 Module
J2=10 (MMDC-A)
Dash
Gauge

CAN CAN
Hi Low

694
BLK
CONN ID
MC=16 BLK

19 J1

CAN CAN Engine

CONN ID Control
Hi Low
J1=24 Module
J2=10 (ECM)

EOP CKP VSS FL

Sensor Sensor Sensor Sensor
Signal Signal Signal Signal

ECT
Sensor Low 5 Volt Low 5 Volt Low Low
Signal Reference Reference Reference Reference Reference Reference

5 Volt Low 12 Volt

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55 J3 35 J3 40 J2 60 J2 24 J2 43 J2 63 J2 27 J2 73 J2 73 J3 64 J3 44 J1 9 J1
Reference Reference Reference

691 695 414 901 814 415 1869 815 450A 450B 757
Dash Wiring Schematics (ECT, EOP, CKP, VSS, & FL)

YEL BLK/ GRY LT BLU/ BLK/ GRY DK BLU/ BLK/ BLK BLK GRN/
WHT RED WHT WHT WHT RED

B A B C A A C B B A B C
Section 6 - Dash Instrumentation
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6-4 Section 6 - Dash Instrumentation

Digital
Vessel
Speed
Sensor
(VSS)

BLK 814

In From
Ignition Voltage
Sensor GRN/ 12V Reference
Return RED 757

64 J3

Digital
Engine
VSS Control
Module
(ECM)

SPN 84, FMI 2 - Vessel Speed Sensor (VSS) Circuit

Circuit Description
The vessel speed is provided to the ECM by means of the Vessel Speed Sensor (VSS). The sensor is a “paddle wheel” type and is
usually located through hull or attached to the transom.The thru-hull transducer produces a 12 volt digital signal whenever the vessel
is moving. The number of pulses increases with vessel speed. The ECM converts this signal into MPH, which can be monitored
with a scan tool. This information may be used by the ECM for several reasons such as governing the vessel speed to a maximum
speed.
The sensor is a three-wire sensor. Terminal “C” of the sensor is provided a ground on CKT 814 through the ECM. Terminal
“A” of the sensor is provided ignition voltage. Terminal “B” of the sensor is the signal to the ECM through CKT 757.
Diagnostic Aids
Check for the following conditions:
• Poor connection in harness. Inspect harness connectors for backed out terminals, improper mating, broken locks, improperly
formed or damaged terminals and poor terminal to wire connection.
Check VSS circuits for proper connections and the harness is routed properly.
After repairs, clear DTC’s following “Clear DTC’s Procedure.” Failure to do so may result in DTC’s not properly being
cleared.
Test Description
2. This step determines if the VSS is receiving ignition voltage.
3. This step checks for a good ground circuit.

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Section 6 - Dash Instrumentation 6-5
SPN 84, FMI 2 - Vessel Speed Sensor (VSS) Circuit
Step Action Value Yes No
Was the “On-Board Diagnostic” (OBD) system check Go to OBD
1 performed? — Go to Step 2 System Check
on Page 2-12

1. Disconnect the vessel speed sensor electrical

connector.
2. Turn ignition ON.
2 3. Using a test light connected to a known good ground,
probe ECM harness terminal “C”.
Does the test light illuminate brightly? — Go to Step 3 Go to Step 7

1. Turn ignition ON.

2. Using a test light connected to B+, probe ECM
3 harness terminal “A”.
Does the test light illuminate brightly? — Go to Step 4 Go to Step 8

1. Ignition OFF.
2. Reconnect VSS electrical connector.
3. Turn ignition ON.
4. Be sure the vessel is secured on the trailer per
manufacturer’s recommendations.
4 5. Using J39978, Fluke 78 or Fluke 87
connected to a known good ground, back probe ECM
harness connector terminal “J3-64”.
6. While observing the DVOM, slowly rotate the paddle
wheel.
Does the DVOM indicate a voltage changing as the
wheel is rotated? — Go to Step 9 Go to Step 5

Locate and repair open or short to ground on CKT 757.

5 If a problem is found, repair as necessary.
Was a problem found? — Verify repair Go to Step 6

Replace faulty VSS.

6 — Verify repair —
Is action complete?

Locate and repair open or short to ground in the ignition

7 circuit to the VSS.
Is action complete? — Verify Repair —
Locate and repair open in the ground circuit to the VSS.
8
Is action complete? — Verify Repair —
SPN 84 FMI 2 may be intermittent. Clear DTC and drive
the vessel. If SPN 84 FMI 2 returns, repair faulty ECM
9 connections or replace faulty ECM.
Is action complete? — Verify Repair —

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6-6 Section 6 - Dash Instrumentation

Fuel Level Sensor

12 Volt Ignition
Reference Voltage

Fuel
Level
(FL)
Sensor

B C

BLK
BLK

44 J1 9 J1

Fuel Reference Engine

Level Ground Control
Sensor Module
Signal (ECM)

Fuel Level Sensor Circuit

Circuit Description
The fuel level sensor changes resistance based on the weight of the fuel in the fuel tank. The ECM monitors the signal circuit
of the fuel level sensor.
When the fuel weight is high, the sensor resistance is high, and the ECM senses a high signal voltage. When the fuel weight
is low, the sensor resistance is low, and the ECM senses a low signal voltage.
The ECM sends the fuel level information to the IPC (dash) via the CAN BUS J1939 data circuit.

Diagnostic Aids
Check for the following conditions:
• Poor connection at ECM. Inspect harness connectors for backed out terminals, improper mating, broken locks, improperly
formed or damaged terminals and poor terminal to wire connection.
• Damaged harness. Inspect the wiring harness for damage. If the harness appears to be OK, observe the fuel level sensor
display on the scan tool while moving connectors and wiring harnesses related to the fuel level sensor. A change in the
fuel level sensor display will indicate the location of the fault.
• The instrument panel cluster (IPC) displays the fuel level reading.

After repairs, clear DTC’s following “Clear DTC’s Procedure” in the General Information section. Failure to do so may result
in DTC’s not properly being cleared.

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Section 6 - Dash Instrumentation 6-7
Fuel Level Sensor Circuit
Step Action Value Yes No

Was the “On-Board Diagnostic” (OBD) system check Go to OBD

1 performed? — Go to Step 2 System Check
Page 2-12

Check for 12 volts.

1. Unplug the sensor.
2. Back probe Pin A & Pin C.
2 3. Attach the voltmeter leads. 11.6 V
4. Turn the ignition ON, with the engine OFF.
Does the voltmeter indicate voltage greater than the
specified value? Go to Step 6 Go to Step 3

Inspect the circuit breaker or remove the fuse and

3 inspect its condition.
Did you find and correct the condition? Verify Repair Go to Step 4

Test the ignition wire for an open or for high resistance.

4 Did you find and correct the condition? Verify Repair Go to Step 5

Test the ground wire for an open, for a short to ground,

5 or for high resistance.
Did you find and correct the condition? Verify Repair Go to Step 6

Measure the signal wire voltage.

1. Back Pin B.
2. Attach the positive voltmeter lead to B.
3. Attach the negative voltmeter lead to the negative
6 battery lead.
Normal range is: ~0.5 volts for low fuel
and ~4.5 for a full tank.
Does the voltmeter indicate voltage other than the
specified value? Verify Repair Go to Step 7

Test the signal wire for continuity.

7 Did you find and correct the condition? Verify Repair Go to Step 8

Inspect for poor connections at the harness connector of

8 the fuel level sensor.
Did you find and correct the condition? Verify Repair Go to Step 9

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6-8 Section 6 - Dash Instrumentation
Fuel Level Sensor Circuit
Step Action Value Yes No

Inspect for poor connections at the harness connector of

9 the ECM.
Did you find and correct the condition? Verify Repair Go to Step 10

Replace the fuel level sensor.

10 Did you find and correct the condition? Verify Repair Go to Step 11

Important: Program the replacement ECM.

11 Replace the ECM.
Did you complete the replacement? Verify Repair

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6 - 10 Section 6 - Dash Instrumentation

MMDC - CAN BUS Dash Pin Outs

1.1 MMDC-A Connector J1 (24 Pin)

Pin MMDC-A Signal Description Specification

1 Analog Input Primary Speed Cal 12v/open/ground
2 Analog Input Secondary Speed Cal 12v/open/ground
3 Analog Input Tach LCD Control Switch 12v/open/ground
4 Analog Input Cruise ON/OFF Switch 12v/open/ground
5 Analog Input Not Used
6 Analog Input Not Used
7 Analog Input Lake Temperature Sender 10K Thermistor (77 F = 10k ohms)
8 Program Input Not Used
9 Program Input Not Used
10 Program Input Not Used
11 Ignition - 2 Not Used
12 Output - 2 Unused Output
13 Analog Input Air Temperature Sender 10K Thermistor (77 F = 10k ohms)
14 Analog Input Cruise +/- Switch 12v/open/ground
15 Analog Input Cruise RPM/SPD Switch 12v/open/ground
16 Analog Input Not Used
17 Analog Input Not Used
18 Analog Input Ballast 1 Level Sender Capacitive Sender
19 Analog Input Not Used
20 Analog Input Not Used
21 Analog Input Not Used
22 ECU1 + CAN +
23 ECU1 - CAN -

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Section 6 - Dash Instrumentation 6 - 11

MMDC - CAN BUS Dash Pin Outs

1.2 MMDC Connector J2 (10 Pin)

Pin MMDC-A Signal Description Specification

A AIB Digital Data To Gauges
B Gauge Power Dedicated Gauge 7 VDC
C Gauge Ground Dedicated Gauge GND
D Battery Ground Dedicated Battery Ground
E Battery Dedicated Battery Power
F Ignition Ignition Input
G Output 1 Alarm Control Output (2 Amps Max.) Active Low
H DIB Shield DIB Data Link Shield
J DIB - DIB Data Link
K DIB + DIB Data Link

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Section 7 - Symptoms 7-1

Section 7 - Symptoms
Dash Wiring Schmatic ......................................... Page 2
Symptoms .......................................................... Page 3
Important Preliminary Checks ............................. Page 3
Before Starting ....................................................... Page 3
Visual / Physical Check ....................................... Page 3
Intermittents ................................................... Pages 3-4
Hard Start Symptoms ........................................ Pages 6
Surges and/or Chuggles Symptom ................... Page 10
Lack of Power, Sluggish or
Spongy Symptom...................................... Pages 12
Detonation / Spark Knock Symptom ................. Page 14
Hesitation, Sag, Stumble Symptom .................. Page 16
Cuts Out, Misses Symptom............................... Page 18
Rough, Unstable or Incorrect Idle,
Stalling Symptom ........................................ Page 20
Poor Fuel Economy Symptom .......................... Page 24
Dieseling, Run-On Symptom ............................. Page 26
Backfire Symptom ............................................. Page 28
ECM Connector “J1” Symptom Table................ Page 30
ECM Connector “J2” Symptom Table................ Page 34
ECM Connector “J3” Symptom Table................ Page 38

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 7-2
RUN/ START

A B
DIB DIB Dash
Fuse CONN ID Control
15 A DATA DATA
Hi Low J1=24 Module
J2=10 (MMDC-A)
Dash
Guage

CAN CAN
Hi Low

969A
PPL
CONN ID
MC=16 BLK

19 J1

CAN CAN Engine

CONN ID Control
Hi Low
J1=24 Module
J2=10 (EMC)

EOP CKP VSS FL

Sensor Sensor Sensor Sensor
Signal Signal Signal Signal

ECT
Sensor Low 5 Volt Low 5 Volt Low Low
Signal Reference Reference Reference Reference Reference Reference

5 Volt Low 12 Volt

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55 J3 35 J3 40 J2 60 J2 24 J2 43 J2 63 J2 27 J2 73 J2 73 J3 64 J3 44 J1 9 J1
Reference Reference Reference

691 695 414 901 814 415 1869 815 450A 450B 757
Dash Wiring Schematics (ECT, EOP, CKP, VSS, & FL)

YEL BLK/ GRY LT BLU/ BLK/ GRY DK BLU/ BLK/ BLK BLK GRN/
WHT RED WHT WHT WHT RED

B A B C A A C B B A B C
Section 7 - Symptoms
Section 7 - Symptoms 7-3

Symptoms

Important Preliminary Checks

Before Starting
Before using this section you should have performed the The vessel may be driven with a J 39200 Digital Multimeter
“On-Board Diagnostic (OBD) System Check” and determined connected to a suspected circuit. An abnormal voltage when
that: malfunction occurs is a good indication that there is a fault in
• The ECM and MIL (Malfunction Indicator Lamp) are the circuit being monitored.
operating correctly. A scan tool may also be used to help detect intermittent
conditions. The Snapshot feature can be triggered to capture
• There are no DTC(s) stored.
and store engine parameters within the scan tool when the
Verify the customer complaint and locate the correct symptom malfunction occurs. This stored information then can be reviewed
in the table of contents. Check the items indicated under that by the service technician to see what caused the malfunction.
symptom.
To check loss of DTC memory, disconnect ECT sensor and
idle engine until the MIL comes “ON.” DTC SPN 110 should be
Visual / Physical Check stored and kept in memory when ignition is turned “OFF.” If not
Several of the symptom procedures call for a careful Visual / the ECM is faulty. When this test is completed, make sure that
Physical Check. The importance of this step cannot be stressed you clear the DTC SPN 110 from memory using “Clearing DTC
too strongly - it can lead to correcting a problem without further Procedure” found in General Information section.
checks and can save valuable time. This check should include:
• ECM grounds and sensor connections for being clean, tight An intermittent MIL with no stored DTC may be caused by the
and in their proper location. following:
• Vacuum hoses for splits, kinks and proper connections. • Ignition coil shorted to ground and arcing at ignition wires
Check thoroughly for any type of leak or restriction. or plugs.
• Air leaks at throttle body mounting area and intake manifold • MIL wire to ECM shorted to ground.
sealing surfaces. • Poor ECM grounds.
• Ignition wires for cracking, hardness, proper routing and • Check for an electrical system interference caused by a
carbon tracking. sharp electrical surge. Normally, the problem will occur when
• Wiring for proper connections, pinches and cuts. If wiring the faulty component is operated.
harness or connector repair is necessary, refer to General • Check for improper installation of electrical options such as
Information section for correct procedure. lights, ship to shore radios, sonar, etc.
• Moisture in primary or secondary ignition circuit • Check that knock sensor wires are routed away from spark
connections. plug wires, ignition system components and charging system
• Salt corrosion on electrical connections and exposed throttle components.
body linkages. • Check for secondary ignition components shorted to ground,
or an open ignition coil ground (coil mounting brackets).
Intermittents • Check for components internally shorted to ground such as
Important: Problem may or may not turn “ON” the Malfunction starters, alternators or relays.
Indicator Lamp (MIL) or store a DTC. DO NOT use the Diagnostic All Ignition Control (IC) module wiring should kept away from the
Trouble Code (DTC) tables for intermittent problems. The fault alternator. Check all wires from the ECM to the ignition control
must be present to locate the problem. module for poor connections.
Most intermittent problems are caused by faulty electrical If problem has not been found go to “ECM Connector Symptom
connections or wiring. Perform careful visual / physical check. Tables” at the end of Symptoms section.
Check for the following conditions:
• Poor mating of the connector halves, or a terminal not fully
seated in the connector body (backed out or loose).
• Improperly formed or damaged terminals and / or
connectors.
• All connector terminals in the problem circuit should be
carefully checked for proper contact tension.
• Poor terminal to wire connection (crimping). This requires
removing the terminal from the connector body to check.
Refer to “Wiring Harness Service” in the General Information
section.
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7-4 Section 7 - Symptoms

Temperature vs Resistance Testing for Intermittent Wiring Conditions

C F OHMS Perform the following procedures while wiggling the
Temperature vs Resistance Values (Approximate) harness from side to side. Continue this at conve-
nient points (about 6 inches apart) while watching
150 302 47
the test equipment.
140 284 60 • Test for Short to Ground
130 266 77 • Test for Continuity
120 248 100 • Test for a Short to Voltage
110 230 132 If the fault is not identified, perform a data log or
100 212 177 snapshot to capture data, which may show the
90 194 241 source of the fault.
80 176 332
70 158 467
60 140 667
50 122 973
45 113 1188
40 104 1459
35 95 1802
30 86 2238
25 77 2796
20 68 3520
15 59 4450
10 50 5670
5 41 7280
0 32 9420
-5 23 12300
-10 14 16180
-15 5 21450
-20 -4 28680
-30 -22 52700
-40 -40 100700

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7-6 Section 7 - Symptoms

Hard Start Symptom

Step Action Value Yes No

Definition: Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies.

Was the “On-Board Diagnostic” (OBD) system check Go to OBD

1 performed? — System Check
Go to Step 2 Page 2-12
Check to see if the operator is using the correct starting
2 procedure as described in the owners manual.
Educate the operator if they do not know.
Does the operator know the correct starting procedure?
— Go to Step 3 System normal
Was visual/physical check performed? — Go to Visual/
3
Go to Step 4 Physical Check
1. Check for correct base ignition timing.
• Refer to “Ignition Timing Set Procedure” in the
4 Distributor Ignition Section.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 5
1. Check for proper operation of fuel pump relay circuit.
5 • Refer to Fuel System Electrical Test Section 6.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 6
1. Check for contaminated fuel.
6 2. Check fuel filters and water separator.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 7
1. Check for proper fuel pressure.
7 • Refer to Fuel System Diagnosis Section 6.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 8
1. Check for proper ignition voltage output.
8 • Refer to Distributor Ignition System Check in Section .
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 9
9 Is a scan tool being used? — Go to Step 11 Go to Step 10
1. Check for a ECT sensor shifted in value.
2. With engine completely cool, measure the resistance of
the ECT sensor.
10 3. Refer to the Engine Coolant Temperature Sensor
Temperature vs. Resistance value table on page 7-3,
Symptoms. Compare the approximate temperature of the
ECT sensor to an accurate reading of ambient
air temperature.
-12° C (10° F) Go to Step 15 Go to Step 14
Are the readings within the specified value?

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Section 7 - Symptoms 7-7

Hard Start Symptom (Cont.)

Step Action Value Yes No

1. Check ECT sensor for being shifted in value.
2. With the engine completely cool, compare the ECT
11 sensor temperature with an accurate reading of ambient
air temperature.
Are the temperatures within the specified value of each other?
-12° C (10° F) Go to Step 12 Go to Step 14
1. Using a scan tool, display ECT sensor temperature and
note value.
2. Check resistance of ECT sensor.
12 3. Go to Engine Coolant Temperature Sensor Temperature
vs. Resistance value table on page 7-4.
Is resistance value of ECT sensor near the resistance of the
value noted? — Go to Step 15 Go to Step 13
Locate and repair high resistance or poor connection in the
13 ECT signal circuit or the ECT sensor ground. Go to OBD
Is action complete? — System Check —
Replace the ECT sensor. Go to OBD
14 — —
Is action complete? System Check
1. Check for intermittent opens or shorts to ground in the
15 MAP sensor circuits.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 16
1. Check for proper operation of the TP sensor.
2. Check for throttle linkage sticking, binding or worn
16 causing TP sensor voltage to be higher than normal.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 17
1. Check for proper operation of the throttle body blade.
17 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 18

1. Check for the following engine mechanical problems:

• Low compression.
• Leaking cylinder head gaskets.
18 • Worn or incorrect camshaft.
• Proper valve timing / valve train problem.
• Restricted exhaust system.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 19

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7-8 Section 7 - Symptoms
Hard Start Symptom (Cont.)

1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no
malfunctions have been found, review/inspect
the following:
• Visual/physical inspection.
19 • Scan tool data.
• All electrical connections within a suspected circuit
and/or system.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Contact OEM

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Section 7 - Symptoms 7-9

This Page Was

Intentionally Left
Blank

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7 - 10 Section 7 - Symptoms

Surges and / or Chuggles Symptom

Step Action Value Yes No

Definition: Engine power variation under steady throttle or cruise. Feels like the vehicle speeds up and slows down with no change in
the throttle control.

Was the “On-Board Diagnostic” (OBD) system check per- Go to OBD

1 formed? — System Check
Go to Step 2 Page 2-12
Was the visual/physical check performed? Go to Visual/
2 —
Go to Step 3 Physical Check
1. Check for correct base ignition timing.
• Refer to “Ignition Timing Set Procedure” in the
3
Distributor Ignition section. Go to OBD
2. If a problem is found, repair as necessary. System Check
Was a problem found? — Page 2-12 Go to Step 4
1. Check for engine going into RPM reduction mode.
4 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 5
1. Check for contaminated fuel.
5 2. Check fuel filters and water separator.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 6
1. Check for proper fuel pressure while the condition exists.
6 • Refer to Fuel System Diagnosis Section .
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 7
1. Check for intermittent opens or short to grounds in the
7 ECT sensor, MAP sensor and TP sensor circuits. Also
check for throttle linkage sticking, binding or worn.
2. An intermittent failure may not store a DTC.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 8
1. Check for proper ignition voltage output.
8 • Refer to High Voltage Switch (replaces distributor)
System Check. Go to OBD
2. If a problem is found, repair as necessary. — System Check Go to Step 9
Was a problem found?
1. Check ignition coil for cracks or carbon tracking.
9 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 10
1. Check integrity of the primary and secondary wiring.
2. Check routing of the wiring.
3. Check condition of IC module, pick-up coil, distributor
10 cap, rotor and spark plug wires.
4. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 11

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Section 7 - Symptoms 7 - 11
Surges and/or Chuggles Symptom
Step Action Value Yes No
1. Remove spark plugs and check for wet plugs, cracks,
wear, improper gap, burned electrodes or
heavy deposits.
• Refer to Distributor Ignition System.
11 Notice: If spark plugs are gas or oil fouled, the cause of
the fouling must be determined before replacing the
spark plugs.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 12

1. Check items that can cause the engine to run rich.

12 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 13

1. Check items that can cause the engine to run lean.

13 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 14

1. Check the injector connections for proper mating.

2. If any of the injectors connectors are connected to an
14 incorrect cylinder, correct as necessary. Go to OBD
Was a problem found? — System Check Go to Step 15

1. Check ECM grounds for being clean, tight and in the

proper locations.
15
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 16

1. Visually/physically check vacuum hoses for splits, kinks

and proper connections and routing.
16
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 17

1. Check for proper alternator voltage output.

2. The voltage should be between specified values.
17
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? 11-16V System Check Go to Step 18

1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no
malfunctions have been found, review/inspect
the following:
• Visual/physical inspection.
18
• Scan tool data.
• All electrical connections within a suspected circuit
and/or system.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Contact OEM

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7 - 12 Section 7 - Symptoms
Lack of Power, Sluggish or Spongy Symptom

Step Action Value Yes No

Definition: Engine delivers less than expected power. Little or no increase in speed when the throttle control is moved part way.

Was the “On-Board Diagnostic” (OBD) system check Go to OBD

1 performed? — System Check
Go to Step 2 Page 2-12
Compare vessel performance with a similar vessel. Both
2
Vehicle’s performance should be close. No
Is vehicle performance close to similar vehicle. — Problem found Go to Step 3
Was visual/physical check performed? Go to Visual/
3
— Go to Step 4 Physical check
1. Check for correct base ignition timing.
• Refer to “Ignition Timing Set Procedure” in the
4 Distributor Ignition section.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 5
1. Remove and check flame arrestor for dirt, or for being
5 restricted.
2. Replace flame arrestor if necessary. Go to OBD
Was a problem found? — System Check Go to Step 6
1. Check for contaminated fuel.
6 2. Check fuel filters and water separator.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 7
1. Check for proper fuel pressure while the condition exists.
7 • Refer to Fuel System Diagnosis.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 8
1. Check for injector driver CKT’s for an open.
8 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 9
1. Check for proper operation of Ignition Control (IC)
9 circuit and the Knock Sensor (KS) circuit(s).
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 10
1. Check for proper ignition voltage output.
10 • Refer to High Voltage Switch (replaces distributor) System
Check. Go to OBD
2. If a problem is found, repair as necessary. — System Check Go to Step 11
Was a problem found?
11 1. Remove spark plugs, check for wet plugs, cracks, wear,
improper gap, burned electrodes or heavy deposits.
Notice: If spark plugs are gas or oil fouled, the cause of the
fouling must be determined before replacing the spark plugs.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 12

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Section 7 - Symptoms 7 - 13

Lack of Power, Sluggish or Spongy Symptom (Cont.)

Step Action Value Yes No

1. Check ignition coil for cracks or carbon tracking.
12 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 13
1. Check for intermittent opens or short to grounds in the
ECT sensor, MAP sensor and TP sensor circuits. Also
13 check for throttle linkage sticking, binding or worn.
2. An intermittent failure may not store a DTC.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 14
1. Check ECM grounds for being clean, tight and in their
14 proper locations.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 15
1. Check for engine going into RPM reduction mode.
15
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 16
1. Check for proper alternator voltage output.
16 2. The voltage should be between specified values.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? 11-16V System Check Go to Step 17
1. Check for the following engine mechanical problems:
• Low compression.
• Leaking cylinder head gaskets.
17 • Worn or incorrect camshaft.
• Proper valve timing / valve train problem.
• Restricted exhaust system.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 18
1. Check for excessive resistance on the bottom of the
boat such as dirt, barnacles, etc.
18 2. Check for proper propeller size and pitch for that application.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 19
19 1. Review all diagnostic procedures within this table.
2. When all procedures have been completed and no
malfunctions are found, review / inspect the following:
• Visual / physical inspection.
• Scan tool data.
• All connections within a suspected circuit and / or system.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Contact OEM

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7 - 14 Section 7 - Symptoms

Detonation / Spark Knock Symptom

Step Action Value Yes No

Definition: A mild to severe ping, usually worse under acceleration. The engine makes a sharp metallic knocks that change with
throttle opening.

Was the “On-Board Diagnostic” (OBD) system check Go to OBD

1 performed? — System Check
Go to Step 2 Page 2-12
Was visual/physical check performed? Go to Visual/
2
— Go to Step 3 Physical check
1. Check for correct base ignition timing.
• Refer to “Ignition Timing Set Procedure” in the
3 Distributor Ignition section.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 4
1. Check for proper operation of Ignition Control (IC)
4 circuit and the Knock Sensor (KS) circuit(s).
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 5
1. Check for good ignition system ground.
5 2. Check spark plugs for proper gap and heat range.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 6
1. Check for contaminated fuel.
6 2. Check for poor fuel quality and proper octane rating.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 7
1. Check for proper fuel pressure.
7 • Refer to Fuel System Diagnosis.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 8
8 Is a scan tool being used? — Go to Step 9 Go to Step 10
If scan tool readings are normal (Refer to “Typical Scan
Values”) and there are no engine mechanical faults, fill fuel
9 tank with a known quality gasoline that has a minimum
octane reading of 92 and re-evaluate vehicle performance. Go to OBD
Is detonation present? — Go to Step 10 System Check
1. Check for obvious overheating problems:
• Loose water pump belt.
• Faulty or incorrect water pump.
10 • Restriction in cooling system.
• Faulty or incorrect thermostat.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 11

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Section 7 - Symptoms 7 - 15

Detonation/Spark Knock Symptom

Step Action Value Yes No
1. Check items that can cause an engine to run lean.
11 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 12

1. Check for ECT sensor being shifted in value.

2. Check for proper output voltage of the TP sensor at
closed throttle and wide open throttle. Also check
12 throttle linkage for sticking, binding or worn.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 13

1. Check for the following engine mechanical problems:

• Low compression.
• Low oil level.
• Excessive oil in the combustion chambers due to
valve seals leaking.
13 • Worn or incorrect camshaft.
• Proper valve timing/valve train problem.
• Combustion chambers for excessive carbon build up.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 14

1. Remove excessive carbon buildup with a top engine

cleaner.
14 • Refer to instructions on top engine cleaner can.
2. Re-evaluate vehicle performance. Go to OBD
Is detonation still present? — Go to Step 15 System Check

1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no
malfunctions have been found, review/inspect the
following:
• Visual/physical inspection.
15 • Scan tool data.
• All electrical connections within a suspected circuit
and/or system.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Contact OEM

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7 - 16 Section 7 - Symptoms

Hesitation, Sag, Stumble Symptom

Step Action Value Yes No

Definition: Momentary lack of response as the accelerator is pushed down. Can occur at all vessel speeds. Usually most severe
when first trying to make the vehicle move, as from a stop. May cause engine to stall if severe enough.

Was the “On-Board Diagnostic” (OBD) System Check per- Go to OBD

1 formed? System Check
— Go to Step 2 Page 2-12
Was visual/physical check performed? Go to Visual/
2
— Go to Step 3 Physical check
1. Check for correct base ignition timing.
• Refer to “Ignition Timing Set Procedure” in the
3 Distributor Ignition section.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 4
1. Check for contaminated fuel.
4 2. Check fuel filters and water separator.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 5
1. Check for proper fuel pressure while the condition exists.
5 • Refer to Table Fuel System Diagnosis section 6.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 6
1. Check fuel injectors.
6 • Refer to Injector Coil Test and Injector Balance Test
at the end of this section.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 7
1. Check for proper operation of Ignition Control (IC)
7 circuit and the Knock Sensor (KS) circuit(s).
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 8
1. Check integrity of the primary and secondary wiring.
2. Check routing of the wiring.
8 3. Check condition of IC module, pick-up coil, distributor
cap, rotor and spark plug wires.
4. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 9
1. Remove spark plugs and check for wet plugs, cracks,
wear, improper gap, burned electrodes or heavy
9 deposits.
Notice: If spark plugs are gas or oil fouled, the cause of
the fouling must be determined before replacing the
spark plugs.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 10

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Section 7 - Symptoms 7 - 17

Hesitation, Sag, Stumble Symptom

Step Action Value Yes No
1. Check for obvious overheating problems.
• Loose water pump belt.
• Faulty or incorrect water pump.
10 • Restriction in cooling system.
• Faulty or incorrect thermostat.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 11

1. Check for the ECT sensor shifted in value.

2. Check for intermittent opens or short to grounds in the
ECT sensor, MAP sensor and TP sensor circuits. Also
11 check for throttle linkage sticking, binding or worn.
3. An intermittent failure may not store a DTC.
4. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 12

1. Check for engine going into RPM reduction mode.

12 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 13

1. Check for proper alternator voltage output.

2. The voltage should be between specified values.
13
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? 11-16V System Check Go to Step 14

1. Check for faulty or incorrect thermostat.

14 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 15

1. Check intake valves for valve deposits.

15 2. If deposits are found, remove as necessary. Go to OBD
Were deposits found on the intake valves? — System Check Go to Step 16

1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no
malfunctions have been found, review/inspect the
following:
• Visual/physical inspection.
16 • Scan tool data.
• All electrical connections within a suspected circuit
and/or system.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Contact OEM

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7 - 18 Section 7 - Symptoms

Cuts Out, Misses Symptom

Step Action Value Yes No

Definition: Steady pulsation or jerking that follows engine speed, usually more pronounced as engine load increases.
The exhaust has a steady spitting sound at idle, low speed or on hard acceleration for fuel starvation that can cause engine to cut out.

Was the “On-Board Diagnostic” (OBD) System Check” Go to OBD

1 performed? System Check
— Go to Step 2 Page 2-12
Was visual/physical check performed? Go to Visual/
2
— Go to Step 3 Physical check
1. Check for contaminated fuel.
3 2. Check fuel filters and water separator.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 4
1. Check for proper fuel pressure while the condition exists.
4 • Refer to Fuel System Diagnosis.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 5
1. Disconnect all injector harness connectors and install
an injector test light J 34730-2 between the harness
terminal connector of each injector.
2. Crank engine and note light on each connector. If test
5 light fails to blink at any one of the connectors, it is a
faulty injector drive circuit, harness, connector or terminal.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 6
1. Check fuel injectors.
• Refer to Injector Coil Test and Injector Balance Test
6 at the end of this section.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 7
1. Check for proper spark at each cylinder per
7 manufactures recommendation.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 8
1. Remove spark plugs and check for wet plugs, cracks,
wear, improper gap, burned electrodes or heavy deposits.
8 Notice: If spark plugs are gas or oil fouled, the cause of
the fouling must be determined before replacing the
spark plugs.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 9

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Section 7 - Symptoms 7 - 19
Cuts Out, Misses Symptom
Step Action Value Yes No
1. Remove spark plugs and check for wet plugs, cracks,
wear, improper gap, burned electrodes or heavy
deposits.
Notice: If spark plugs are gas or oil fouled, the cause of
9 the fouling must be determined before replacing the
spark plugs.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 10

1. Check for obvious overheating problems.

• Loose water pump belt.
• Faulty or incorrect water pump.
• Restriction in cooling system.
10 • Faulty or incorrect thermostat.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 11

1. Check engine mechanical for the following conditions.

• Low compression.
• Sticking or leaking valves.
• Bent push rods.
• Worn rocker arms.
11 • Broken valve springs.
• Worn camshaft lobe(s).
• Incorrect valve timing.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 12

1. Check Intake and exhaust manifold(s) for casting flash.

12 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 13

1. Check for Electromagnetic Interference (EMI). A missing

condition can be caused by EMI on the reference circuit.
EMI can usually be detected by monitoring engine RPM
with a scan tool or tachometer. A sudden increase in
13 RPM with little change in actual engine RPM change,
may indicate EMI is present.
2. If EMI is present, locate and repair the source. Go to OBD
Was a problem found? — System Check Go to Step 14

1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no
malfunctions have been found, review/inspect the
following:
• Visual/physical inspection.
14 • Scan tool data.
• All electrical connections within a suspected circuit
and/or system.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Contact OEM

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7 - 20 Section 7 - Symptoms
Rough, Unstable or Incorrect Idle, Stalling Symptom

Step Action Value Yes No

Definition: Engine runs unevenly at idle. If severe, the engine or boat may shake. Engine idle speed varies in RPM.
Either condition may be severe enough to stall the engine.

Was the “On-Board Diagnostic” (OBD) System Check” Go to OBD

1 performed? System Check
— Go to Step 2 Page 2-12
Was visual/physical check performed? Go to Visual/
2
— Go to Step 3 Physical check
1. Check for correct base ignition timing.
3 • Refer to “Ignition Timing Set Procedure” in the
Distributor Ignition section.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 4
1. Check for proper operation of the throttle body blade.
4 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 5
1. Check for proper operation of Ignition Control (IC)
5 circuit and the Knock Sensor (KS) circuit(s).
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 6
1. Check integrity of the primary and secondary wiring.
2. Check routing of the wiring.
6 3. Check condition of IC module, pick-up coil, distributor
cap, rotor and spark plug wires.
4. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 7
1. Check ignition coil for cracks or carbon tracking.
7 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 8
1. Remove spark plugs and check for wet plugs, cracks,
wear, improper gap, burned electrodes or heavy deposits.
8 Notice: If spark plugs are gas or oil fouled, the cause of
the fouling must be determined before replacing the
spark plugs.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 9
Check the injector connections. If any of the injectors are
9 connected to an incorrect cylinder, correct as necessary. Go to OBD
Was a problem found? — System Check Go to Step 10

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Section 7 - Symptoms 7 - 21

Rough, Unstable or Incorrect Idle, Stalling Symptom

Step Action Value Yes No
1. Check for obvious overheating problems:
• Loose water pump belt.
• Faulty or incorrect water pump.
• Restriction in cooling system.
10 • Faulty or incorrect thermostat.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 11

1. Disconnect all injector harness connectors and install

an injector test light J 34730-2 between the harness
terminal connector of each injector.
2. Crank engine and note light on each connector. If test
11 light fails to blink at any one of the connectors, it is a
faulty injector drive circuit, harness, connector or
terminal.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 12

1. Check fuel injectors.

• Refer to Injector Coil Test and Injector Balance
12 Test at the end of this section.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 13

1. Check for fuel in pressure regulator vacuum hose.

2. If fuel is present, replace the fuel pressure regulator
assembly.
13 • Refer to Fuel Metering System.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 14

1. Check for intermittent opens or short to grounds in the

ECT sensor, MAP sensor and TP sensor circuits. Also
check for throttle linkage sticking, binding or worn.
14
2. An intermittent failure may not store a DTC.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 15

1. Check ECM grounds for being clean, tight and in their

proper locations.
2. Also check that battery cables and ground straps are
15 clean and secure.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 16

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7 - 22 Section 7 - Symptoms

Rough, Unstable, or Incorrect Idle, Stalling Symptom

Step Action Value Yes No
1. Check items that can cause the engine to run rich.
16 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 17

1. Check items that can cause the engine to run lean.

17 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 18

1. Check for proper alternator voltage output.

2. The voltage should be between specified values.
18
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? 11-16V System Check Go to Step 19

1. Check the following engine mechanical items:

• Check compression.
• Sticking or leaking valves.
• Worn camshaft lobe(s).
19 • Valve timing.
• Broken valve springs.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 20

1. Check intake valves for valve deposits.

20 2. If deposits are found, remove as necessary. Go to OBD
Were deposits found on the intake valves? — System Check Go to Step 21

1. Check for faulty motor mounts.

21 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 22

1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no
malfunctions have been found, review/inspect the
following:
• Visual/physical inspection.
22 • Scan tool data.
• All electrical connections within a suspected circuit
and/or system.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Contact OEM

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7 - 24 Section 7 - Symptoms

Poor Fuel Economy Symptom

Step Action Value Yes No

Definition: Fuel economy, as measured at selected intervals, is noticeably lower than expected. Also, economy
is noticeably lower than it was on this vessel at one time, as previously shown by documentation.

Was the “On-Board Diagnostic” (OBD) System Check” Go to OBD

1 performed? System Check
— Go to Step 2 Page 2-12
Was visual/physical check performed? Go to Visual/
2
— Go to Step 3 Physical check
1. Check owner’s driving habits.
Are excessively heavy loads being carried?
3 Is accelerating too much, too often?
2. If a problem is found, repair as necessary.
Was a problem found? — System Normal Go to Step 4
1. Check for correct base ignition timing.
4 • Refer to “Ignition Timing Set Procedure” in the
Distributor Ignition section.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 5
1. Check flame arrestor for dirt or being plugged.
5 2. Check for fuel leaks.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 6
1. Check for proper fuel pressure.
6 • Refer to Fuel System Diagnosis.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 7
1. Check for proper operation of Ignition Control (IC)
7 circuit and the Knock Sensor (KS) circuit(s).
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 8
1. Remove spark plugs and check for wet plugs, cracks,
wear, improper gap, burned electrodes or heavy deposits.
8 Notice: If spark plugs are gas or oil fouled, the cause of
the fouling must be determined before replacing the
spark plugs.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 9
1. Visually (physically) check vacuum hoses for splits,
9 kinks and improper connections and routing. Go to OBD
2. If a problem is found, repair as necessary. — System Check Go to Step 10
Was a repair required?
1. Check engine compression for being low.
10 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 11

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Section 7 - Symptoms 7 - 25

Poor Fuel Economy Symptom

Step Action Value Yes No
1. Check exhaust system for possible restriction.
2. Inspect exhaust system for damaged or collapsed pipes.
11
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 12

1. Check for excessive resistance on the bottom of the

boat such as dirt, barnacles, etc.
2. Check for proper propeller size and pitch for that
12 application.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 13

1. Review all diagnostic procedures within this table.

2. When all procedures have been completed and no
malfunctions are found, review/inspect the following:
• Visual/physical inspection.
13 • Scan tool data.
• All connections within a suspected circuit
and/or system.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Contact OEM

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7 - 26 Section 7 - Symptoms

Dieseling, Run-On Symptom

Step Action Value Yes No

Definition: Engine continues to run after key is turned “OFF,” but runs very rough. If engine runs smooth, check
ignition switch and adjustment.

Was the “On-Board Diagnostic” (OBD) System Check” Go to OBD

1 performed? System Check
— Go to Step 2 Page 2-12
Was visual/physical check performed? Go to Visual/
2
— Go to Step 3 Physical check
1. Check for leaking fuel injectors.
3 • Refer to Fuel System Diagnosis.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 4
1. Check for proper operation of Ignition Control (IC)
4 circuit and the Knock Sensor (KS) circuit(s).
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 5
1. Check for obvious overheating problems:
• Loose water pump belt.
• Faulty or incorrect water pump.
5 • Restriction in cooling system.
• Faulty or incorrect thermostat.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 6
1. Check for proper operation of the MEFI relay.
6 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 7

1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no
malfunctions have been found, review/inspect the
following:
7 • Visual/physical inspection.
• Scan tool data.
• All electrical connections within a suspected circuit
and/or system.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Contact OEM

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7 - 28 Section 7 - Symptoms
Backfire Symptom
Step Action Value Yes No
Definition: Fuel ignites in the intake manifold, or in the exhaust system, making loud popping noise.

Was the “On-Board Diagnostic (OBD) System Check” Go to OBD

1 performed? — Go to Step 2 System Check

Was visual/physical check performed? Go to Visual/

2 — Go to Step 3 Physical check

1. Check flame arrestor for proper installation per

manufactures recommendation.
3 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 4

1. Check for proper fuel pressure.

• Refer to Fuel System Diagnosis Section 5.
4
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 5
1. Check for correct base ignition timing.
• Refer to “Ignition Timing Set Procedure” in the
5 Distributor Ignition section.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 6

1. Check to see if engine is going into RPM reduction.

6 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 7

Check the injector connections. If any of the injectors are

7 connected to an incorrect cylinder, correct as necessary. Go to OBD
Was a problem found? — System Check Go to Step 8

1. Check fuel injectors.

• Refer to Injector Coil Test and Injector Balance
8 Test at the end of this section.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 9

1. Check for proper operation of Ignition Control (IC)

circuit and the Knock Sensor (KS) circuit(s).
9
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 10

1. Check integrity of the primary and secondary wiring.

2. Check routing of the wiring.
3. Check condition of IC module, pick-up coil, distributor
10 cap, rotor and spark plug wires.
4. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 11

1. Check ignition coil for cracks or carbon tracking.

11 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 12

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Section 7 - Symptoms 7 - 29

Backfire Symptom
Step Action Value Yes No
Check for intermittent open or short to ground in the
12 ignition circuit to the system relay. Go to OBD
Was a problem found? — System Check Go to Step 13

1. Remove spark plugs, check for wet plugs, cracks, wear,

improper gap, burned electrodes or heavy deposits.
Notice: If spark plugs are gas or oil fouled, the cause of
13 the fouling must be determined before replacing the
spark plugs.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 14

1. Check for intermittent opens or short to grounds in the

MAP sensor and TP sensor circuits. Also check for
throttle linkage sticking, binding or worn.
14 2. An intermittent failure may not store a DTC.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 15

1. Check engine mechanical for the following conditions:

• Low compression.
• Sticking or leaking valves.
15 • Worn camshaft lobe(s).
• Incorrect valve timing.
2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 16

1. Check Intake and exhaust manifold(s) for casting flash.

16 2. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Go to Step 17

1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no
malfunctions have been found, review/inspect the
following:
• Visual/physical inspection.
17 • Scan tool data.
• All electrical connections within a suspected circuit
and/or system.
3. If a problem is found, repair as necessary. Go to OBD
Was a problem found? — System Check Contact OEM

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7 - 30 Section 7 - Symptoms

ECM Connector “J1”

CKT Wire Component DTC(s) Possible Symptoms
Pin Function No. Color Connector Affected From Faulty Circuit

J1-01 Crank Request No Start

J1-02 Not Used
J1-03 Perfect Pass Enable 759 TAN/WHT
J1-04 Slave Engine Select 941 YEL
J1-05 Not Used
J1-06 Not Used
J1-07 Emergency Stop
J1-08 Not Used

J1-09 Low Reference -

Fuel Level Sensor
J1-10 Not Used
J1-11 Troll Mode

J1-12 Malfunction Indicator

Lamp

J1-13 Fuel Pump Enable 465 GRN/WHT SPN 66017, FMI 5,6,7
J1-14 Not Used
J1-15 Not Used
J1-16 Not Used

J1-17 Governor Mode

J1-18 Boot Mode

J1-19 Ignition Feed 969A PPL SPN 65541, FMI 3,4,5

J1-20 Battery Feed 440C ORN SPN 66013, FMI 5,6,7

J1-21 Cruise Increment Up/ 751 PNK/BLU

Accelerate

J1-22 Cruise Set 752 PNK/WHT

J1-23 Not Used

J1-24 Pullup For Tach 921B GRY

J1-25 Tachometer 921A GRY

J1-26 Starter Control HS TAN

J1-27 Not Used

J1-28 Not Used

J1-29 Not Used

J1-30 Cruise/Sync ON/OFF 753A LT GRN

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Section 7 - Symptoms 7 - 31

ECM Connector “J1”

CKT Wire Component DTC(s) Possible Symptoms
Pin Function No. Color Connector Affected From Faulty Circuit

J1-31 Sensor Return -

VSS Analog
J1-32 5 V Reference -
VSS Analog

J1-33 5 V Reference - 691 GRY SPN 65605 FMI 2

Pedal Position #1 SPN 65613 FMI 2

J1-34 5 V Reference -
Fuel Pressure Sensor

J1-35 5 V Reference - 692 GRY SPN 65604 FMI 2

Pedal Position #2 SPN 65613 FMI 2

J1-36 Low Reference - 693 BLK/WHT SPN 65605 FMI 2

Pedal Position #1 SPN 65613 FMI 2

J1-37 Low Reference - 694 BLK/WHT SPN 65604 FMI 2

Pedal Position #2 SPN 65613 FMI 2

J1-38 Load Anticipate 1 906A YLW/BLK

(In Gear)

J1-39 Not Used

J1-40 MEFI System 441 BLK/RED SPN 66013, FMI 5,6,7

Relay Enable SPN 66014, FMI 4

J1-41 Check Gauge Lamp

J1-42 Not Used

J1-43 Not Used

J1-44 Fuel Level Sensor

J1-45 Fuel Level Sensor #2 753B

J1-46 VSS Analog

J1-47 Pedal Position 695 BLU SPN 65605 FMI 2

Sensor 1 SPN 65613 FMI 2

J1-48 Fuel Pressure

Sensor

J1-49 Pedal Position 696 GRN SPN 65604 FMI 2

Sensor 2 SPN 65613 FMI 2

J1-50 Fuel Temperature

Sensor

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7 - 32 Section 7 - Symptoms

ECM Connector “J1”

CKT Wire Component DTC(s) Possible Symptoms
Pin Function No. Color Connector Affected From Faulty Circuit

J1-51 General Warning

Lamp 1
J1-52 General Warning
Lamp 2

J1-53 Speed Based

Output

J1-54 Buzzer

J1-55 Cruise Status Lamp 754 LT GRN/

BLK

J1-56 Starter Control LS

(1) Open Circuit

(2) Grounded Circuit
(3) Open/Grounded Circuit

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7 - 34 Section 7 - Symptoms
ECM Connector “J2”
CKT Wire Component DTC(s) Possible Symptoms
Pin Function No. Color Connector Affected From Faulty Circuit

J2-01 EST A 423 WHT Ignition Control Module SPN 65541 FMI 3,4,5 rough unstable idle, hard or no start

J2-02 Oxygen Sensor A1 Lo WHT/BLU Oxygen Sensor

J2-03 Oxygen Sensor A1 Hi DK BLU Oxygen Sensor
J2-04 Oxygen Sensor A2 Hi
J2-05 Oxygen Sensor A2 Lo
J2-06 Knock Sensor Flat 496 WHT SPN 65552 FMI 2
Response #2
J2-07 Knock Sensor 494 BLK SPN 65552 FMI 2
Return #2
J2-08 Knock Sensor Flat 497 WHT SPN 65551 FMI 2
Response

J2-09 Knock Sensor 495 BLK SPN 65551 FMI 2

Return
J2-10 Knock Sensor Shield
J2-11 ETC Motor Open: 581 YLW SPN 65615 FMI 7 Reduced Engine Power mode,
IAC 1 PWM no throttle response

J2-12 ETC Motor Close: 582 BRN SPN 65615 FMI 7 Reduced Engine Power mode,
IAC 2 PWM no throttle response

J2-13 Ignition 1 Voltage 439B PNK/BLK SPN 65541 FMI 3,4,5 rough unstable idle, hard or no start

J2-14 CAM Phase

Control W
J2-15 CAM Phase
Control Y
J2-16 Fuel Injector H 472 LT BLU SPN 658 FMI 3,4,5 rough unstable idle, surges and or
(Cylinder 2) chuggles,

J2-17 EST B

J2-18 EST G
J2-19 EST Return #2

J2-20 Sensor Return-CAM X

J2-21 Sensor Return-CAM Y

J2-22 Sensor Return-CAM Z

J2-23 Low Reference-CAM 813 BLK/WHT SPN 723 FMI 2

Sensor (Distributor)

J2-24 Low Reference- 814 BLK/WHT SPN 100 FMI 3,4

Engine Oil Pressure

J2-25 Low Reference-

LEGR Sensor

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Section 7 - Symptoms 7 - 35

ECM Connector “J2”

CKT Wire Component DTC(s) Possible Symptoms
Pin Function No. Color Connector Affected From Faulty Circuit

J2-26 Knock Sensor

Shield #2

J2-27 Low Reference - 815 BLK/WHT SPN 636, FMI 2

Crank Sensor

J2-28 Ignition 1 Voltage 439C PNK/BLK SPN 65541, FMI 3,4,5

J2-29 Low Reference - 683 BLK/WHT SPN 65601, 65602,

Throttle Position Sensor SPN 65610, FMI 2

J2-30 CAM Phase Return X

J2-31 LEGR/ CAM Phase
Return Z
J2-32 Fuel Injector D 473 LT GRN/ SPN 654, FMI 3,4,5
(Cylinder 3) BLK

J2-33 EST C

J2-34 EST F

J2-35 EST Return

J2-36 5V Reference - CAMX

(CAMB, CAM 4X)

J2-37 5V Reference - CAMY

(CAMC, CAM 4X2)

J2-38 5V Reference - CAMZ

(CAMD, CAM 4X3)

J2-39 5V Reference - CAM 413 GRY SPN 723, FMI 2

Sensor (Distributor)

J2-40 5V Reference - 414 GRY SPN 100, FMI 3,4

Engine Oil Pressure

J2-41 5V Reference -
Linear EGR Position

J2-42 Sensor Return -

Induction Air

J2-43 5V Reference - 415 GRY SPN 636, FMI 2

Crank Sensor

J2-44 5V Reference - 682 GRY SPN 65601, 65602,

Throttle Position Sensor SPN 65610, FMI 2

J2-45 Sensor Return -

Engine Oil Temp

J2-46 CAM Phase Return W

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7 - 36 Section 7 - Symptoms

ECM Connector “J2”

CKT Wire Component DTC(s) Possible Symptoms
Pin Function No. Color Connector Affected From Faulty Circuit

J2-47 CAM Phase Return Y

J2-48 Fuel Injector B 478 LT BLU/ SPN 652, FMI 3,4,5

(Cylinder 8) RED

J2-49 Fuel Injector F 475 LT GRN/ SPN 656, FMI 3,4,5

(Cylinder 5) WHT

J2-50 CAM Phase Control X

J2-51 LEGR: CAM Phase
Control Z
J2-52 Fuel Injector E 476 LT BLU/ SPN 655, FMI 3,4,5
(Cylinder 6) WHT
J2-53 EST D

J2-54 EST E

J2-55 EST H

J2-56 CAMX Sensor

(CAMB, CAM 4X)

J2-57 CAMY Sensor

(CAMC, CAM 4X2)

J2-58 CAMZ Sensor

(CAMD, CAM 4X3)

J2-59 CAM Sensor Signal 633 BRN/WHT SPN 723, FMI 2

(Distributor)
(CAMA, CAM 8XPWP)

J2-60 Engine Oil Pressure 901 LT BLU/ SPN 100, FMI 3,4
Sensor Signal RED

J2-61 Dash 756 PNK

J2-62 Induction Air Temp

(or MAT) Sensor

J2-63 Crank Sensor 1869 DK BLU/ SPN 636, FMI 2

WHT

J2-64 Throttle Position 684 DK GRN SPN 65602, FMI 2

Sensor #1 SPN 65610, FMI 2

J2-65 Engine Oil

Temperature Sensor

J2-66 Throttle Position 687 DK BLU SPN 65601, FMI 2

Sensor #2 SPN 65610, FMI 2

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Section 7 - Symptoms 7 - 37

ECM Connector “J2”

CKT Wire Component DTC(s) Possible Symptoms
Pin Function No. Color Connector Affected From Faulty Circuit

J2-67 High Speed Mass

Air Flow
J2-68 Oxygen Sensor A1
Heater

J2-69 Oxygen Sensor A2

Heater

J2-70 Fuel Injector G 477 GRN/RED SPN 657, FMI 3,4,5

J2-71 Fuel Injector C 474 LT BLU/ SPN 653, FMI 3,4,5

BRN

J2-72 Fuel Injector A 471 GRN SPN 651, FMI 3,4,5

J2-73 Power Ground 450A BLK

(1) Open Circuit

(2) Grounded Circuit
(3) Open/Grounded Circuit

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7 - 38 Section 7 - Symptoms

ECM Connector “J3”

CKT Wire Component DTC(s) Possible Symptoms
Pin Function No. Color Connector Affected From Faulty Circuit

J3-01 CAT Temperature

Sensor A
J3-02 CAT Temperature
Sensor B
J3-03 Oxygen Sensor B1 Lo
J3-04 Oxygen Sensor B1 Hi
J3-05 Oxygen Sensor B2 Hi
J3-06 Oxygen Sensor B2 Lo
J3-07 Not Used
J3-08 Low Oil Level Lamp

J3-09 Not Used

J3-10 Cylinder Deactivate C
J3-11 Cylinder Deactivate A

J3-12 Govenor PWM Output

(Non-ETC Govenor)

J3-13 Transmission Up-Shift

J3-14 Not Used
J3-15 Oxygen Sensor
B1 Heater
J3-16 Troll Mode Lamp

J3-17 Not Used

J3-18 Engine Oil Level

Low Sensor
J3-19 Sensor Return - CAT
Temp Sensor A

J3-20 Sensor Return - CAT

Temp Sensor B

J3-21 Sensor Return -

Variable Govenor

J3-22 Not Used

J3-23 Low Reference - MAP 816 BLK/WHT SPN 106, FMI 3,4

J3-24 AUX Analog Return

J3-25 Sensor Return -

General Warning 2

J3-26 Sensor Return -

General Warning 1

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Section 7 - Symptoms 7 - 39

ECM Connector “J3”

CKT Wire Component DTC(s) Possible Symptoms
Pin Function No. Color Connector Affected From Faulty Circuit

J3-27 Not Used

J3-28 Sensor Return -

Digital VSS
J3-29 Not Used
J3-30 Not Used
J3-31 Not Used
J3-32 Not Used

J3-33 CAN BUS Lo 804A WHT/BLK SPN 65559, FMI 11

Terminated
(To Dash & DLC)

J3-34 Not Used

J3-35 Low Reference - 817 BLK/WHT SPN 110, FMI 3,4

ECT Sensor

J3-36 Not Used

J3-37 5V Reference -
Variable Govenor

J3-38 Not Used

J3-39 5V Reference - MAP 416 GRY SPN 106, FMI 3,4

J3-40 5V Reference -
AUX Analog

J3-41 5V Reference -
General Warning 2

J3-42 5V Reference - General 417 GRY

Warning 1 (Trans Over
Temp Sensor)

J3-43 Not Used

J3-44 5V Reference -
Digital VSS

J3-45 Load Anticipate

J3-46 Shift Interrupt/

Transmission Lock Low

J3-47 Not Used

J3-48 Control Canister Purge

J3-49 Not Used

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7 - 40 Section 7 - Symptoms

ECM Connector “J3”

CKT Wire Component DTC(s) Possible Symptoms
Pin Function No. Color Connector Affected From Faulty Circuit

J3-50 Oxygen Sensor B2

Heater

J3-51 Not Used

J3-52 Not Used

J3-53 CAN BUS Hi Terminated 803A WHT/RED SPN 65559, FMI 11

(Goes to DLC-C &
Dash K)

J3-54 Not Used

J3-55 ECT Sensor Signal 410 YLW SPN 110, FMI 3,4

J3-56 Not Used

J3-57 Variable Governor 755 LT GRN/

(to Dash-E) WHT

J3-58 Not Used

J3-59 MAP Sensor Signal 432 LT GRN SPN 106, FMI 3,4

J3-60 AUX Analog Input

J3-61 General Warning 1 933 TAN/BLK

(To Trans Temp
Sensor Signal)

J3-62 General Warning 2

J3-63 Not Used

J3-64 Digital VSS (TO Dash-N) 757 GRN/RED

J3-65 Engine Oil

Pressure Switch

J3-66 VR VSS Freq Hi

J3-67 VR VSS Freq Lo

J3-68 Cylinder Deactivate B

J3-69 Cylinder Deactivate D

J3-70 Not Used

J3-71 Not Used

J3-72 Not Used

J3-73 Power Ground #2 450B BLK

(1) Open Circuit

(2) Grounded Circuit
(3) Open/Grounded Circuit
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Section 8 - Emission Controls 8-1

Section 8
Marine Catalytic Converter

Contents

Catalytic Converter Fundamentals .............. Page 2

Reduction Catalyst ..................................... Page 2
Oxidation Catalyst ..................................... Page 2
Optimal Operating Conditions .................... Page 2
Marine Exhaust Manifold –
Catalytic Converter Equipped ................ Page 3
Marine Catalytic Converter Assembly ........... Page 4
Need for Fuel Control ................................. Page 5
Engine Mixture Measurement ..................... Page 5
Oxygen Sensor Method of Operation .......... Page 5
Fuel Management & Operation Modes ......... Page 7
Oxygen Sensor Connector Pin Outs ............. Page 8
Closed Loop Operation ............................... Page 9
Open Loop Operation ................................. Page 9
Power Enrichment Operation ....................... Page 9

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 8-2 Section 8 - Emission Controls

Catalytic Converter Fundamentals The Oxidation Catalyst

A catalytic converter in simple terms is a device The oxidation catalyst is the second stage of
that increases the rate of a chemical reaction the catalytic converter. It reduces the unburned
while not undergoing any permanent change hydrocarbons and carbon monoxide by burning
itself. For our use, the catalytic converter (oxidizing) them over a platinum and palladium
continues the combustion process to further alter catalyst. This catalyst aids the reaction of the CO
the chemical composition of exhaust gases. and hydrocarbons with the remaining oxygen in
the exhaust gas. For example:
The two types of catalytic converters typically 2CO + O2 => 2CO2
used in current applications are those made of a
ceramic substrate and those made of a metallic Optimal Operating Conditions
substrate. Both types have varied advantages In order for the catalyst to operate at peak
for particular applications. The majority or efficiency, there are several conditions that need
catalysts are currently monolithic or honeycomb to be considered.
material. This allows for a large surface area 1. The exhaust mixture will be catalyzed
on which to impregnate the chemical material most effectively if the air/fuel ratio (AFR)
used as the catalyzing agent. The honeycomb is near 14.7:1; an ideal air/fuel ratio we call
substrate is usually found in the form of a carrier stoichiometric.
called a puck or a brick. The brick is coated or 2. The exhaust mixture is catalyzed most
“washed” with a metal or metal oxide formula effectively if the catalyst brick is hot;
that contains various chemical combinations that preferably a temperature in excess of
react with the exhaust gasses to cause them 200°C. For high conversion rates and
of become chemically altered. This chemical extended service, temperatures of 400°C
alteration changes much of the gas structure of to 800°C are optimal.
the exhaust and renders many of the noxious 3. The catalyst needs to be mounted in some
gasses less harmful to the environment. sort of a canister that isolates it from
excessive vibration and excessive thermal
The Reduction Catalyst shock.
The reduction catalyst is the first stage of the 4. There should be an absence of lead
catalytic converter. It uses platinum and rhodium (tetraeythllead) or lead substitutes or other
to help reduce the NOx emissions. When an chemicals that would adversely effect the
NO or NO2 molecule contacts the catalyst, catalyzation reaction.
the catalyst rips the nitrogen atom out of the
molecule and holds on to it, freeing the oxygen
in the form of O2. The nitrogen atoms bond with
other nitrogen atoms that are also stuck to the
catalyst, forming N2. For example:
2NO => N2 + O2 or 2NO2 => N2 + 2O2

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 Section 8 - Emission Controls 8-3

Figure 1 – Marine Exhaust Manifold – Catalytic Converter Equipped

Figure 1, illustrates a good functional design for a marine exhaust system

equipped with catalysts. Indmar engineers have formulated this design with a
significant level of testing.

This manifold features the following design elements:

1. Large exhaust runners intricately designed to maintain a small manifold
footprint
2. Water jacketing to keep the “under-motor-box” temperatures manageable
3. The location of a jacketed catalyst brick close to the individual runner
outlet. This insures a high level of exhaust heat to insure optimal
functionality of the catalyst.
4. The incorporation of a metal mesh buffer gasket. The mesh design allows
for expansion of the catalyst can as well as isolation from thermal and
vibratory shock
5. A removable down-swept exit cap to allow easy serviceability of the
catalyst.

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 8-4 Section 8 - Emission Controls

Catalytic Converter Assembly

1.

2.

3.

1. 1. Mesh Gasket 3. Brick 4. Retaining Ring

4. 2. Cannister
Figure 2 – Marine Catalytic Converter Assembly

3.

1. 2. 1.

5.

Figure 3 – Marine Catalytic Converter Components

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 Section 8 - Emission Controls 8-5

The Need for Fuel Control Oxygen Sensor- Method of Operation

As previously mentioned, In order to reduce The oxygen sensor is constructed with a zirconia
emissions, modern engines carefully control the sensing element. A porous platinum electrode
amount of fuel they burn. They try to keep the material covers the inner and outer surfaces of the
air-to-fuel ratio very close to the stoichiometric sirconia solid-state electrolyte.
point, which is the calculated ideal ratio of air The inner surface of the sensing element is
to fuel. Theoretically, at this ratio, all of the exposed to an outside air reference, while tho
fuel will be burned using all of the oxygen in gasses in the exhaust stream surround the
the air. For gasoline, the stoichiometric ratio sensor’s outer portion. The oxygen content of
is about 14.7:1, meaning that for each pound outside air is approximately 21% while exhaust
of gasoline, 14.7 pounds of air will be burned. gasses have an oxygen content of about 1 to 3%.
The fuel mixture actually varies from the ideal Measured differences in the two oxygen levels as
ratio quite a bit during normal engine operation. well as the electrolytic properties existing between
Sometimes the mixture can be lean (an air-to- the two platinum electrodes, allow an ion transfer
fuel ratio higher than 14.7), and other times the to take place and generate a small electrical
mixture can be rich (an air-to-fuel ratio lower charge. Oxygen ions are electrically charged
than 14.7). particles that flow through the zirconia sensing
The by-products of combustion are typically element when there is a differentiation in oxygen
known to be carbon dioxide (CO2) and Water levels. The greater the ion flow, the greater the
(H2O) Maintaining the air fuel ratio near the voltage produced. Once an operating temperature
14.7:1 ratio enhances the catalytic converter’s of the sensing components reaches a temperature
capability to optimally convert the exhaust of about 350°C, the signal voltage can range from
gasses to the cleanest possible state. approximately 0 to 1 volt depending on the oxygen
content of the exhaust gas.
Engine Mixture Measurement This serves as a measurement of the difference
The electronic engine management system in oxygen concentration on the two sides of the
is responsible for orchestrating the mixture sensors. The oxygen concentration remaining in
control in the combustion chamber to the the exhaust of the engine depends greatly on the
stoichiometric (14.7:1) ratio. air/fuel ratio supplied to the engine. Even with an
excess fuel mixture there is still some oxygen in
One of the ways the engine monitors the the exhaust.
air/fuel ratio is through the oxygen sensor or
lambda sensor. This sensor is mounted in the
exhaust system at a location that allows for
even measurement of the exhaust sample from
all of the cylinders. On a V style engine there
are often two sensors, one for each bank.

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 8-6 Section 8 - Emission Controls

Figure 4 – Oxygen Sensor

As mentioned, traditionally the oxygen sensor the curve of the voltage supplied as a function
operates in a 0 to 1 volt range. A stoichiometric of the excess-air factor (Lambda- �) is strongly
ratio of 14.7:1 is usually indicated as the mid- influenced by the temperature. Hence, the figure
point of the sensor range and usually falls generally thought to be an acceptable working
somewhere in the 450 to 500 mV (milli-volt) temperature is ~ 600°C. For the reason of slow
range. Mixtures yielding a voltage of say 500 response and compromised accuracy, we usually
to 1000 mV are thought to be rich and those do not activate � control until the oxygen sensor
yielding a voltage in the 400 to 100 mV range reaches a minimum threshold temperature of
are thought to be lean. 350°C. Until this point is reached, the engine
is operated in an open-loop condition. In order
The ECM will set an O2 sensor diagnostic code to be able to use the oxygen sensor sooner
if the sensor does not produce a voltage signal, during the warm-up cycle, sensors in our system
stays rich too long, stays lean too long, or does employ an electrical heating element to decrease
not switch fast enough. the time needed for good response from the
oxygen sensor.
In addition to the oxygen concentration in
the exhaust, the temperature of the ceramic
body is thought to play a decisive role- since it
influences the conductivity for oxygen ions. Thus

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 Section 8 - Emission Controls 8-7

HEATED OXYGEN SENSOR (LAMDA SENSOR)

Figure 5 – Heated Lambda Sensor

Fuel Management and Operating Modes

Fuel injection control systems have different data from sensors as to engine temperature,
operating modes depending on the power engine load, and throttle opening required by
requirements of the engine. The modes are the operator. From this data, the ECM process
typically known as open loop, closed loop, power control from a set of look-up tables. These tables
enrichment. had values defined by the engine calibration
engineer that were designed to run the engine in
Engine systems built before the implementation the most optimal conditions possible.
of catalytic converters ran for the most part in
open loop. During this operation regimen, the
engine control module (ECM) accumulated

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 8-8 Section 8 - Emission Controls

Heated Oxygen Sensor (HO2S) Bank 1 Sensor 1

Connector Part Information • 12160825

• 4-Way F Metri-Pack 150 Series Sealed (BK)

Pin Wire Color Circuit No. Function

A WHT/BLU 1664 HO2S Heater Low Control – Bank 1 Sensor 1
B BLU 1665 HO2S High Signal � Bank 1 Sensor 1
C BLK 3113 HO2S Heater Low Control � Bank 1 Sensor 1
D PNK/BLK 5293 Ignition - 1 Voltage

Heated Oxygen Sensor (HO2S) Bank 2 Sensor 1

Connector Part Information • 12160825

• 4-Way F Metri-Pack 150 Series Sealed (BK)

Pin Wire Color Circuit No. Function

A WHT/BLU 1667 HO2S Low Signal – Bank 2 Sensor 1
B BLU 1666 HO2S High Signal � Bank 1 Sensor 1
C BLK 3212 HO2S Heater Low Control � Bank 2 Sensor 1
D PNK/BLK 5293 Ignition - 1 Voltage

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 Section 8 - Emission Controls 8-9

However, as the engine began to wear and sensor. Without feed-back the loop is open hence
subtle changes in the engine operating the term “open loop.” Open loop is commonly
environment began to erode, the ability to control experienced when the engine is cold (during cold
for these changes was limited as best. There start and warm-up) and during periods of very
became a need for a system that could monitor high loads and wide-open throttle conditions) A
engine function and offer a feed-back to the ECM good example of open loop is when the engine
so that it could further control engine fueling. is first started on a cold day. It required a rich
mixture to start and to stay running. Levels of fuel
Closed loop means that the ECM is taking vaporization are low. Additionally, as mentioned
an air/fuel measurement through the oxygen earlier, the oxygen sensor is still too cold to offer
sensor. From this measurement the ECM is good data as it relates to oxygen content of the
attempting to control the air/fuel ratio to the exhaust stream.
stoichiometric value or 14.7:1 AFR during normal
run conditions (Engine fully warmed, etc.) . Power enrichment only occurs during wide
Transient maneuvers such as acceleration and open throttle (WOT) or at times when the engine
deceleration will affect the air fuel ratio and it will is heavily loaded. In this mode, the oxygen
vary to some extent; however, the ECM will try sensor ignores the signal from the oxygen
to effect control of the run fuel system as close sensor and runs the mixture very rich in order
to 14.7:1 as possible. The 14.7:1 ratio allows the to protect the engine from excessively high
catalytic converter to operate it its highest level combustion temperatures. Additionally, the
of efficiency. engine is capable of developing higher levels of
power at somewhat richer mixtures.
Open loop means that the ECM is controlling
the fuel mixture from a set of known values that
have been entered into the ECM control tables.
It is not trying to run a perfect 14.7:1 and it is not
acting on information received from the oxygen

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8 - 10 Section 8 - Emission Controls

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 Section 9 - CAM Phase & Individual Ignition 9-1

Section 9
CAM Phase Solenoid Control System LY 6 Engine - 6.0L Engine
This section will be used to perform diagnostic procedures on the LY6 CAM Phaser equipped engines. The section describes system circuits
and diagnostic tables used to diagnose the circuits. It will be used to correct Diagnostic Trouble Codes (DTCs) by following tables for scan
tool use. This section contains the On-Board Diagnostic (OBD) System Check that is the first step to perform before any further diagnostics
or repairs are made to this system. The assumption is made that on all diagnostic tables, the engine is equipped with a System 5 ECM, wiring
harness, fuel components and GM sensors and ignition components. The wiring schematics and circuit identifications are for the System 5
originally equipped wiring harness.
The diagnostic tables and voltages shown are prepared with the requirement that the system functioned correctly at the
time of assembly and that there are no multiple failures.

Contents
CAM Phase Solenoid Wiring ............................... Page 2 EST - Ignition Coil DTCs
CAM Sensor Wiring ............................................. Page 2 EST 1 SPN 65541 FMI 3 Short High
CNK Sensor Wiring ............................................. Page 3 SPN 65541 FMI 4 Short Low
Even Bank Ignition Coils Wiring .......................... Page 4 SPN 65541 FMI 5 Open
Odd Bank Ignition Coils Wiring ........................... Page 5 EST 2 SPN 65542 FMI 3 Short High
ECM Connector Identification ................................ 6-15 SPN 65542 FMI 4 Short Low
Harness Connector Identification ........................ 16-21 SPN 65542 FMI 5 Open
Description and Operation................................. 22-28 EST 3 SPN 65543 FMI 3 Short High
Camshaft Actuator System Description.......... 22-23 SPN 65543 FMI 4 Short Low
Electronic Ignition (EI) System Description .... 23-25 SPN 65543 FMI 5 Open
Camshaft & Drive System Description ........... 26-28 EST 4 SPN 65544 FMI 3 Short High
Diagnostic Trouble Codes SPN 65544 FMI 4 Short Low
Repair Procedures ........................................ 29-67 SPN 65544 FMI 5 Open
Camshaft Position Actuator: EST 5 SPN 65545 FMI 3 Short High
Magnet Replacement ......................................29 SPN 65545 FMI 4 Short Low
Cleaning and Inspection ........................... 30-32 SPN 65545 FMI 5 Open
Magnet Cleaning and Inspection ............. 32-33 EST 6 SPN 65546 FMI 3 Short High
Solenoid Valve Inspection SPN 65546 FMI 4 Short Low
(On-Vehicle) ............................................. 33-34 SPN 65546 FMI 5 Open
Solenoid Valve Inspection EST 7 SPN 65547 FMI 3 Short High
SPN 65547 FMI 4 Short Low
(Off-Vehicle) ............................................. 34-35
SPN 65547 FMI 5 Open
Camshaft Position Sensor
EST 8 SPN 65548 FMI 3 Short High
SPN 723 FMI 2 ......................................... 36-39
Camshaft Phaser Solenoid SPN 65548 FMI 4 Short Low
SPN 65570 FMI 3 - W Short High SPN 65548 FMI 5 Open .......................... 48-53
Misfire DTCs
SPN 65570 FMI 4 - W Short Low
SPN 65590-65598 FMI 7 ........................ 54-57
SPN 65570 FMI 5 - W Open
Removal & Replacement Instructions............... 58-67
SPN 65570 FMI 7 - W Accuracy ..................... 40-43
Ignition Coil ..................................................... 58-61
Crankshaft Position Sensor
Crankshaft Position Sensor ............................ 62-63
SPN 636 FMI 2 ........................................ 44-47
Camshaft Position Sensor .............................. 64-67

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9-2 Section 9 - CAM Phase & Individual Ignition

CAM Sensor and CAM Phase Solenoid Wiring - LY6

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Section 9 - CAM Phase & Individual Ignition 9-3

CNK Sensor Wiring - LY6

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9-4 Section 9 - CAM Phase & Individual Ignition

Even Bank Ignition Coils Wiring - LY6

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Section 9 - CAM Phase & Individual Ignition 9-5

Odd Bank Ignition Coils Wiring - LY6

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9-6 Section 9 - CAM Phase & Individual Ignition

J-1 ECM Connector Identification (1 of 2 J-1) LY6 - CAM PHASE ENGINE

56 55 54 53 52 51 50 49 48 47 46 45 44 43

42 41 40 39 38 37 36 35 34 33 32 31 30 29

28 27 26 25 24 23 22 21 20 19 18 17 16 15

14 13 12 11 10 9 8 7 6 5 4 3 2 1

ECM 56 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBERCOLOR
J1-1 CRANK REQUEST
J1-2 N/A
J1-3 759 TAN/WHT PERFECT PASS ENABLE
J1-4 941 YEL SLAVE ENGINE SELECT
J1-5 N/A
J1-6 N/A
J1-7 EMERGENCY STOP
J1-8 N/A
J1-9 LOW REFERENCE - FUEL LEVEL SENSOR
J1-10 N/A
J1-11 TROLL MODE
J1-12 MALFUNCTION INDICATOR LAMP
J1-13 465 GRN/WHT FUEL PUMP ENABLE
J1-14 N/A
J1-15 N/A
J1-16 N/A
J1-17 GOVERNOR MODE
J1-18 BOOT MODE
J1-19 969A PURPLE IGNITION FEED
J1-20 440C ORN BATTERY FEED
J1-21 751 PNK/BLU CRUISE INCREMENT UP / ACCELERATE
J1-22 752 PNK/WHT CRUISE SET
J1-23 N/A
J1-24 921B GRY PULLUP FOR TACH
J1-25 921A GRY TACHOMETER
J1-26 TAN STARTER CONTROL HS
J1-27 N/A
J1-28 N/A
J1-29 N/A
J1-30 753A LT GRN CRUISE/SYNC ON/OFF
J1-31 SENSOR RETURN - VSS ANALOG
J1-32 5V REFERENCE - VSS ANALOG

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Section 9 - CAM Phase & Individual Ignition 9-7

J-1 ECM Connector Identification (2 of 2 J-1) LY6 - CAM PHASE ENGINE

56 55 54 53 52 51 50 49 48 47 46 45 44 43

42 41 40 39 38 37 36 35 34 33 32 31 30 29

28 27 26 25 24 23 22 21 20 19 18 17 16 15

14 13 12 11 10 9 8 7 6 5 4 3 2 1

ECM 56 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J1-33 691 GRY 5V REFERENCE - PEDAL POSITION #1
J1-34 5V REFERENCE - FUEL PRESSURE SENSOR
J1-35 692 GRY 5V REFERENCE - PEDAL POSITION #2
J1-36 693 BLK/WHT LOW REFERENCE - PEDAL POSITION #1
J1-37 694 BLK/WHT LOW REFERENCE - PEDAL POSITION #2
J1-38 906A YLW/BLK LOAD ANTICIPATE 1 (IN GEAR)
J1-39 N/A
J1-40 441 BLK/RED MEFI SYSTEM RELAY ENABLE
J1-41 CHECK GAUGE LAMP
J1-42 N/A
J1-43 N/A
J1-44 FUEL LEVEL SENSOR
J1-45 753B FUEL LEVEL SENSOR #2
J1-46 VSS ANALOG
J1-47 695 BLU PEDAL POSITION SENSOR 1
J1-48 FUEL PRESSURE SENSOR
J1-49 696 GRN PEDAL POSITION SENSOR 2
J1-50 FUEL TEMPERATURE SENSOR
J1-51 GENERAL WARNING 1 LAMP
J1-52 GENERAL WARNING 2 LAMP
J1-53 SPEED BASED OUTPUT
J1-54 BUZZER
J1-55 754 LT GRN/BLK CRUISE STATUS LAMP
J1-56 STARTER CONTROL LS

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9-8 Section 9 - CAM Phase & Individual Ignition

J-2 ECM Connector Identification (1 of 3 J-2) LY6 - CAM PHASE ENGINE

72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 33

73 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17

16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

ECM 73 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J2-1 423 PPL EST 1 - IGNITION COIL PIN G - CYLINDER 1
J2-2 WHT/BLU OXYGEN SENSOR A1 LO
J2-3 BLU OXYGEN SENSOR A1 HI
J2-4 OXYGEN SENSOR A2 HI
J2-5 OXYGEN SENSOR A2 LO
J2-6 496 WHT KNOCK SENSOR FLAT RESPONSE#2
J2-7 494 BLK KNOCK SENSOR RETURN #2
J2-8 497 WHT KNOCK SENSOR-FLAT RESPONSE
J2-9 495 BLK KNOCK SENSOR RETURN
J2-10 KNOCK SENSOR SHIELD
J2-11 581 YLW ETC MOTOR OPEN: IAC1 PWM
J2-12 582 BRN ETC MOTOR CLOSE: IAC2 PWM
J2-13 439B PNK/BLK IGNITION 1 VOLTAGE - PINS H IGNITION COILS EVEN &
ODD BANKS
J2-14 RED/BLK CAM PHASE CONTROL W PIN D
J2-15 CAM PHASE CONTROL Y
J2-16 472 LT BLU FUEL INJECTOR H (CYLINDER 2)
J2-17 PPL/WHT EST 8 - IGNITION COIL G - CYLINDER 8
J2-18 GRN/WHT EST 4 - IGNITION COIL C - CYLINDER 4
J2-19 BRN EST RETURN #2 - IGNITION COIL EVEN BANK
J2-20 SENSOR RETURN - CAMX
J2-21 SENSOR RETURN - CAMY
J2-22 SENSOR RETURN - CAMZ
J2-23 813 BLK/WHT LOW REFERENCE - CAM SENSOR - PIN B
J2-24 814 BLK/WHT LOW REFERENCE - ENGINE OIL PRESSURE
J2-25 LOW REFERENCE - LEGR SENSOR
J2-26 KNOCK SENSOR SHIELD #2
J2-27 815 BLK/WHT LOW REFERENCE - CRANK SENSOR - PIN B
J2-28 439C PNK/BLK IGNITION 1 VOLTAGE - PIN H - IGNITION COIL EVEN &
ODD BANKS
J2-29 683 BLK/WHT LOW REFERENCE - THROTTLE POSITION SENSOR
J2-30 CAM PHASE RETURN X
J2-31 LEGR / CAM PHASE RETURN Z
J2-32 473 LT GRN/BLK FUEL INJECTOR D (CYLINDER 3)
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Section 9 - CAM Phase & Individual Ignition 9-9

J-2 ECM Connector Identification (2 of 3 J-2) LY6 - CAM PHASE ENGINE

72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 33

73 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17

16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

ECM 73 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J2-33 RED EST 7 - IGNITION COIL B - CYLINDER 7
J2-34 GRN EST 5 - IGNITION COIL C - CYLINDER 5
J2-35 BRN EST RETURN - IGNITION COIL E - ODD BANK
J2-36 5V REFERENCE - CAMX (CAMB, CAM 4X)
J2-37 5V REFERENCE - CAMY (CAMC, CAM 4X2)
J2-38 5V REFERENCE - CAMZ (CAMD, CAM 4X3)
J2-39 413 GRY 5V REFERENCE - CAM SENSOR - PIN A
J2-40 414 GRY 5V REFERENCE - ENGINE OIL PRESSURE
J2-41 5V REFERENCE - LINEAR EGR POSITION
J2-42 SENSOR RETURN - INDUCTION AIR
J2-43 415 GRY 5V REFERENCE - CRANK SENSOR - PIN C
J2-44 682 GRY 5V REFERENCE - THROTTLE POSITION SENSOR
J2-45 SENSOR RETURN - ENGINE OIL TEMP
J2-46 YLW/BLK CAM PHASE RETURN W - PIN E
J2-47 CAM PHASE RETURN Y
J2-48 478 LT BLU/RED FUEL INJECTOR B (CYLINDER 8)
J2-49 475 LT GRN/WHT FUEL INJECTOR F (CYLINDER 5)
J2-50 CAM PHASE CONTROL X
J2-51 LEGR: CAM PHASE CONTROL Z
J2-52 476 LT BLU/WHT FUEL INJECTOR E (CYLINDER 6)
J2-53 EST 2 - IGNITION COIL D - CYLINDER 2
J2-54 EST 6 - IGNITION COIL E - CYLINDER 6
J2-55 EST 3 - IGNITION COIL H - CYLINDER 3
J2-56 CAMX SENSOR (CAMB, CAM 4X)
J2-57 CAMY SENSOR (CAMC, CAM 4X2)
J2-58 CAMZ SENSOR (CAMD, CAM 4X3)
J2-59 633 BRN/WHT CAM SENSOR SIGNAL - PIN C (CAMA, CAM 8XPWP)
J2-60 901 LT BLU/RED ENGINE OIL PRESSURE SENSOR SIGNAL
J2-61 756 PNK DASH
J2-62 INDUCTION AIR TEMPERATURE (OR MAT) SENSOR
J2-63 1869 BLU/WHT CRANK SENSOR - PIN A
J2-64 684 DK GRN THROTTLE POSITION SENSOR #1

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9 - 10 Section 9 - CAM Phase & Individual Ignition

J-2 ECM Connector Identification (3 of 3 J-2) LY6 - CAM PHASE ENGINE

72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 33

73 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17

16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

J-2 (Continued)
ECM 73 WAY OUTPUT CONNECTOR
ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J2-65 ENGINE OIL TEMPERATURE SENSOR
J2-66 687 DK BLU THROTTLE POSITION SENSOR #2
J2-67 HIGH SPEED MASS AIR FLOW
J2-68 BLK OXYGEN SENSOR A1 HEATER
J2-69 OXYGEN SENSOR A2 HEATER
J2-70 477 GRN/RED FUEL INJECTOR G
J2-71 474 LT BLU/BRN FUEL INJECTOR C
J2-72 471 GRN FUEL INJECTOR A
J2-73 450A BLK POWER GROUND

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Section 9 - CAM Phase & Individual Ignition 9 - 11

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9 - 12 Section 9 - CAM Phase & Individual Ignition

J-3 ECM Connector Identification (1 of 3 J-3) LY6 - CAM PHASE ENGINE

72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 33

73 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17

16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

ECM 73 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J3-1 CAT TEMPERATURE SENSOR A
J3-2 CAT TEMPERATURE SENSOR B
J3-3 WHT/BLU OXYGEN SENSOR B1 LO
J3-4 BLU OXYGEN SENSOR B1 HI
J3-5 OXYGEN SENSOR B2 HI
J3-6 OXYGEN SENSOR B2 LO
J3-7 N/A
J3-8 LOW OIL LEVEL LAMP
J3-9 N/A
J3-10 CYLINDER DEACTIVATE C
J3-11 CYLINDER DEACTIVATE A
J3-12 GOVENOR PWM OUTPUT (NON-ETC GOVENOR)
J3-13 TRANSMISSION UP-SHIFT
J3-14 N/A
J3-15 BLK OXYGEN SENSOR B1 HEATER
J3-16 TROLL MODE LAMP
J3-17 N/A
J3-18 ENGINE OIL LEVEL LOW SENSOR
J3-19 SENSOR RETURN - CAT TEMP SENSOR A
J3-20 SENSOR RETURN - CAT TEMP SENSOR B
J3-21 SENSOR RETURN - VARIABLE GOVERNOR
J3-22 N/A
J3-23 816 BLK/WHT LOW REFERENCE - MANIFOLD ABSOLUTE PRESSURE
J3-24 AUX ANALOG RETURN
J3-25 SENSOR RETURN - GENERAL WARNING 2
J3-26 SENSOR RETURN - GENERAL WARNING 1
J3-27 N/A
J3-28 SENSOR RETURN - DIGITAL VSS
J3-29 N/A
J3-30 N/A
J3-31 N/A
J3-32 N/A

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Section 9 - CAM Phase & Individual Ignition 9 - 13

J-3 ECM Connector Identification (2 of 3 J-3) LY6 - CAM PHASE ENGINE

72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 33

73 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17

16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

ECM 73 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J3-33 804A WHT/BLK CAN BUS LO TERMINATED (TO DASH & DLC)
J3-34 N/A
J3-35 817 BLK/WHT LOW REFERENCE - ENGINE COOLANT TEMP SENSOR
J3-36 N/A
J3-37 5V REFERENCE - VARIABLE GOVERNOR
J3-38 N/A
J3-39 416 GRY 5V REFERENCE - MANIFOLD ABOSOLUTE PRESSURE
J3-40 5V REFERENCE - AUX ANALOG
J3-41 5V REFERENCE - GENERAL WARNING 2
J3-42 417 GRY 5V REFERENCE - GENERAL WARNING 1
(TRANSMISSION OVER TEMP SENSOR)
J3-43 N/A
J3-44 5V REFERENCE - DIGITAL VSS
J3-45 LOAD ANTICIPATE 2
J3-46 SHIFT INTERRUPT / TRANSMISSION LOCK LOW
J3-47 N/A
J3-48 CONTROL CANISTER PURGE
J3-49 N/A
J3-50 OXYGEN SENSOR B2 HEATER
J3-51 N/A
J3-52 N/A
J3-53 803A WHT/RED CAN BUS HI TERMINATED (GOES TO DLC-C & DASH K)
J3-54 N/A
J3-55 410 YLW ENGINE COOLANT TEMPERATURE SENSOR SIGNAL
J3-56 N/A
J3-57 755 LT GRN/WHT VARIABLE GOVERNOR (TO DASH-E)
J3-58 N/A
J3-59 432 LT GRN MANIFOLD ABSOLUTE PRESSURE SENSOR SIGNAL
J3-60 AUX ANALOG INPUT
J3-61 933 TAN/BLK GENERAL WARNING 1 (TO TRANS TEMP SENSOR SIGNAL)
J3-62 GENERAL WARNING 2
J3-63 N/A
J3-64 757 GRN/RED DIGITAL VSS (TO DASH-N)

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9 - 14 Section 9 - CAM Phase & Individual Ignition

J-3 ECM Connector Identification (3 of 3 J-3) LY6 - CAM PHASE ENGINE

72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 33

73 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17

16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

ECM 73 WAY OUTPUT CONNECTOR

ECM PIN CKT(WIRE) CKT (WIRE) CIRCUIT DESCRIPTION
NUMBER NUMBER COLOR
J3-65 ENGINE OIL PRESSURE SWITCH
J3-66 VR VSS FREQ HI
J3-67 VR VSS FREQ LO
J3-68 CYLINDER DEACTIVATE B
J3-69 CYLINDER DEACTIVATE D
J3-70 N/A
J3-71 N/A
J3-72 N/A
J3-73 450B BLK POWER GROUND #2

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Section 9 - CAM Phase & Individual Ignition 9 - 15

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intentionally
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9 - 16 Section 9 - CAM Phase & Individual Ignition

Camshaft Actuator Solenoid Camshaft Position (CMP) Sensor

Connector Part Information

Connector Part Information OEM: 12059595
OEM: 15472554 Service: 88986451
Service: 88988610 Description: 3-Way F Metri-Pack 150 Series,
Description: 2-Way F 0.64 Series Sealed (BK) Sealed (BK)

Terminal Part Information Terminal Part Information

Terminal/Tray: 1393364-2/7 Terminal/Tray: 12048074/2
Core/Insulation Crimp: K/K Core/Insulation Crimp: E/1
Release Tool/Test Probe: 15315247/J-35616- Release Tool/Test Probe: 12094429/J-35616-
64B (L-BU) 2A (GY)

Camshaft Actuator Solenoid Camshaft Position (CMP) Sensor

Wire Circuit Wire Circuit
Pin Color No. Function Pin Color No. Function
1 PUR Low Reference A BLU 413 5-Volt Reference
Camshaft Actuator BLK/
2 TAN B 813 Low Reference
Solenoid Control WHT
CMP Sensor
C BRN 633 Signal

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Section 9 - CAM Phase & Individual Ignition 9 - 17

Crankshaft Position (CKP) Sensor Ignition Coil 1

Connector Part Information Connector Part Information

OEM: 12129946 OEM: 15439568
Service: 88987997 Service: 88987184
Description: 3-Way F Metri-Pack 150 Series, Description: 4-Way F GT 150 Series, Sealed
Sealed (M-GY) (BK)
Terminal Part Information Terminal Part Information
Terminal/Tray: 12048074/2 Terminal/Tray: 15326267/19
Core/Insulation Crimp: E/1 Core/Insulation Crimp: Pins A, D: E/1
Release Tool/Test Probe: 12094429/J-35616- Core/Insulation Crimp: Pins B, C: E/4
2A (GY) Release Tool/Test Probe: 15315247/J-35616-
2A (GY)
Crankshaft Position (CKP) Sensor
Wire Circuit Ignition Coil 1
Pin Color No. Function
Wire Circuit
DK BLU/ Pin Color No. Function
A 1869 CKP Sensor Signal
WHT
A BK 151 Ground
BLK/
B 815 Low Reference B BN 2129 Low Reference
WHT
C GRY 415 5-Volt Reference C PU 2121 IC 1 Control
D PK 39 Ignition 1 Voltage

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9 - 18 Section 9 - CAM Phase & Individual Ignition

Ignition Coil 2 Ignition Coil 3

Connector Part Information Connector Part Information

OEM: 15439568 OEM: 15439568
Service: 88987184 Service: 88987184
Description: 4-Way F GT 150 Series, Sealed Description: 4-Way F GT 150 Series, Sealed
(BK) (BK)
Terminal Part Information Terminal Part Information
Terminal/Tray: 15326267/19 Terminal/Tray: 15326267/19
Core/Insulation Crimp: Pins A, D: E/1 Core/Insulation Crimp: Pins A, D: E/1
Core/Insulation Crimp: Pins B, C: E/4 Core/Insulation Crimp: Pins B, C: E/4
Release Tool/Test Probe: 15315247/J-35616- Release Tool/Test Probe: 15315247/J-35616-
2A (GY) 2A (GY)

Ignition Coil 2 Ignition Coil 3

Wire Circuit Wire Circuit
Pin Color No. Function Pin Color No. Function
A BK 151 Ground A BK 151 Ground
B BN 2129 Low Reference B BN 2129 Low Reference
C RD 2127 IC 7 Control C L-BU 2123 IC 3 Control
D PK 39 Ignition 1 Voltage D PK 39 Ignition 1 Voltage

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Section 9 - CAM Phase & Individual Ignition 9 - 19

Ignition Coil 4 Ignition Coil 5

Connector Part Information Connector Part Information

OEM: 15439568 OEM: 15439568
Service: 88987184 Service: 88987184
Description: 4-Way F GT 150 Series, Sealed Description: 4-Way F GT 150 Series, Sealed
(BK) (BK)
Terminal Part Information Terminal Part Information
Terminal/Tray: 15326267/19 Terminal/Tray: 15326267/19
Core/Insulation Crimp: Pins A, D: E/1 Core/Insulation Crimp: Pins A, D: E/1
Core/Insulation Crimp: Pins B, C: E/4 Core/Insulation Crimp: Pins B, C: E/4
Release Tool/Test Probe: 15315247/J-35616- Release Tool/Test Probe: 15315247/J-35616-
2A (GY) 2A (GY)

Ignition Coil 4 Ignition Coil 5

Wire Circuit Wire Circuit
Pin Color No. Function Pin Color No. Function
A BK 151 Ground A BK 151 Ground
B BN 2129 Low Reference B BN 2129 Low Reference
C D-GN 2125 IC 5 Control C D-GN 2125 IC 5 Control
D PK 39 Ignition 1 Voltage D PK 39 Ignition 1 Voltage

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9 - 20 Section 9 - CAM Phase & Individual Ignition

Ignition Coil 6 Ignition Coil 7

Connector Part Information Connector Part Information

OEM: 15439568 OEM: 15439568
Service: 88987184 Service: 88987184
Description: 4-Way F GT 150 Series, Sealed Description: 4-Way F GT 150 Series, Sealed
(BK) (BK)
Terminal Part Information Terminal Part Information
Terminal/Tray: 15326267/19 Terminal/Tray: 15326267/19
Core/Insulation Crimp: Pins A, D: E/1 Core/Insulation Crimp: Pins A, D: E/1
Core/Insulation Crimp: Pins B, C: E/4 Core/Insulation Crimp: Pins B, C: E/4
Release Tool/Test Probe: 15315247/J-35616- Release Tool/Test Probe: 15315247/J-35616-
2A (GY) 2A (GY)

Ignition Coil 6 Ignition Coil 7

Wire Circuit Wire Circuit
Pin Color No. Function Pin Color No. Function
A BK 151 Ground A BK 151 Ground
B BN 2129 Low Reference B BN 2129 Low Reference
C L-BU 2123 IC 3 Control C RD 2127 IC 7 Control
D PK 39 Ignition 1 Voltage D PK 39 Ignition 1 Voltage

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Section 9 - CAM Phase & Individual Ignition 9 - 21

Ignition Coil 8

Connector Part Information

OEM: 15439568
Service: 88987184
Description: 4-Way F GT 150 Series, Sealed
(BK)
Terminal Part Information
Terminal/Tray: 15326267/19
Core/Insulation Crimp: Pins A, D: E/1
Core/Insulation Crimp: Pins B, C: E/4
Release Tool/Test Probe: 15315247/J-35616-
2A (GY)

Ignition Coil 8
Wire Circuit
Pin Color No. Function
A BK 151 Ground
B BN 2129 Low Reference
C PU 2121 IC 1 Control
D PK 39 Ignition 1 Voltage

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9 - 22 Section 9 - CAM Phase & Individual Ignition

Description and Operation

Camshaft Actuator System Description

Camshaft Position (CMP) Actuator System

The camshaft (CMP) actuator system is an electro-hydraulic operated device used for a variety of
engine performance and operational enhancements. These enhancements include lower emission
output through exhaust gas dilution of the intake charge in the combustion chamber, a broader
engine torque range, and improved fuel economy. The CMP actuator system accomplishes this by,
changing the angle or timing of the camshaft, relative to the crankshaft position. The CMP actuator
simply allows earlier or later intake and exhaust valve opening, during the four stroke engine cycle.
The CMP actuator cannot vary the duration of valve opening, or the valve lift.
During engine OFF, engine idling conditions, and engine shutdown, the camshaft actuator is held in
the park position. Internal to the CMP actuator assembly is a return spring and a locking pin. During
non-phasing modes of the camshaft, the return spring rotates the camshaft back to the park position,
and the locking pin retains the CMP actuator sprocket to the camshaft. For the Gen IV small block
engines, the park position for the CMP actuator and camshaft is, 8.5 degrees before top dead center
(BTDC), which is equal to 17 crankshaft degrees BTDC, to the next cylinder in firing order. The engine
control module (ECM) can only command the CMP actuator to retard the valve timing from the
park position, or advance the valve timing back to the park position. The total range of valve timing
authority is 31 degrees of camshaft rotation, which is equal to 62 degrees of crankshaft rotation. The
control range is from the park position of 8.5 degrees camshaft, or 17 degrees of crankshaft BTDC,
to 22.5 degrees camshaft, or 45 degrees crankshaft, after top dead center (ATDC).

CMP Actuator System Operation

The camshaft position (CMP) actuator system is controlled by the engine control module (ECM).
The ECM sends a pulse width modulated, 12-volt signal to the CMP actuator solenoid to control
the amount of pressurized engine oil, into the CMP actuator. A low reference circuit, or ground wire
between the CMP actuator solenoid and the ECM completes the electrical circuit. The frequency of
the pulse width modulated signal is fixed at 150 Hz. To regulate the pressurized engine oil into the
CMP actuator, the solenoid uses electromagnetic force on the solenoid pintle to pulse the oil control
spool valve. The pressurized engine oil is sent to unseat the locking pin, and to the vane and rotor
assembly of the CMP actuator, to either retard or advance the valve timing. The ECM will control the
amount of ON time applied to the solenoid, through the 12-volt signal from the ECM.
The ECM uses the following inputs before assuming control of the CMP actuator, and to calculate
the optimum valve timing.
• Engine speed
• Manifold absolute pressure (MAP)
• Throttle position angle
• Camshaft position sensor (CMP)
• Crankshaft position sensor (CKP)
• Crankshaft/camshaft correlation
• Engine coolant temperature (ECT)

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Section 9 - CAM Phase & Individual Ignition 9 - 23

• Closed loop fuel control

• Engine oil pressure (EOP)
• Engine oil level
• CMP actuator solenoid circuit state

CMP Actuator Solenoid Circuit Diagnostics

The engine control module (ECM) monitors the control circuit of the camshaft position (CMP) actuator
solenoid for electrical faults. The control module has the ability to determine if a control circuit is open,
shorted high, or shorted low. If the control module detects a fault with the CMP actuator solenoid
control circuit, SPN 65570, FMI 3, 4, 5, or 7 will set.

CMP Actuator System Performance Diagnostic

The engine control module (ECM) monitors the performance of the camshaft position (CMP) actuator
system by monitoring the calibrated desired position, and the actual position of the camshaft, through
the 4X signal of the CMP sensor. If the difference between the actual and desired position is greater
than a calibrated angle, for more than a calibrated amount of time, SPN 65570, FMI 7 will set.
For the system descriptions covering the hydraulic/mechanical part of the CMP actuator refer to
Camshaft Position (CMP) Actuator and Solenoid Valve Description .

Description and Operation

Electronic Ignition (EI) System Description

The electronic ignition (EI) system is responsible for producing and controlling a high energy secondary
spark. This spark is used to ignite the compressed air/fuel mixture at precisely the correct time. This
provides optimal performance, fuel economy, and control of exhaust emissions. This ignition system
consists of a separate ignition coil connected to each spark plug by a short secondary wire. The
driver modules within each coil assembly are commanded ON/OFF by the engine control module
(ECM). The ECM primarily uses engine speed and position information from the crankshaft and
camshaft position (CMP) sensors to control the sequence, dwell, and timing of the spark event. The
EI system consists of the following components:

Crankshaft Reluctor Wheel

The crankshaft reluctor wheel is part of the crankshaft. The reluctor wheel consists of 58 teeth and
a reference gap. Each tooth on the reluctor wheel is spaced at 6 degrees apart from each other,

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9 - 24 Section 9 - CAM Phase & Individual Ignition

for a total of 60-tooth spacing around the circumference of the wheel. The crankshaft reluctor
wheel is missing 2 of the 60 teeth. The 2 missing teeth are used to create 12 degrees of spacing,
which is used for the reference or sync pulse. The sync pulse is used by the engine control
module (ECM) to synchronize the coil firing with the crankshaft position, while the other teeth
provide cylinder location during each crankshaft revolution.

Crankshaft Position (CKP) Sensor

The crankshaft position (CKP) sensor is a 3-wire sensor that provides a digital output signal. The
wire circuits consist of an engine control module (ECM) supplied 5-volt reference circuit, a low
reference circuit between the CKP sensor and the ECM, and an output signal circuit from the CKP
sensor to the ECM. The CKP sensor detects magnetic flux changes of the teeth and slots of the
58-tooth reluctor on the crankshaft. The CKP sensor provides an ON/OFF DC voltage of varying
frequency, with 58 output pulses per each crankshaft revolution. The frequency of the CKP sensor
output signal depends on the speed of the crankshaft. The CKP sensor sends a digital square
wave signal, which represents an image of the teeth on the reluctor wheel, to the ECM. The
12 degree reference gap on the reluctor wheel is used to identify crankshaft position. The CKP
information, along with the camshaft position (CMP) sensor information is used to determine the
correct time and sequence for fuel injection, ignition spark events, detect cylinder misfire, and the
camshaft to crankshaft relative position.

Camshaft Reluctor Wheel

The camshaft reluctor wheel is part of the camshaft gear. The reluctor wheel contains a pattern
of 2 narrow teeth, and 2 wide teeth around the circumference of the wheel. The falling or trailing
edges of the 4 teeth are evenly spaced at 90 degrees apart. The engine control module (ECM)
recognizes the narrow and wide tooth patterns to identify camshaft position, or which cylinder is
in compression, and which is in exhaust. The ECM also uses the reluctor wheel information to
determine the camshaft relative position to the crankshaft position.

Camshaft Position (CMP) Sensor

The camshaft position (CMP) sensor is a 3-wire sensor that provides a digital output signal. The
wire circuits consist of an engine control module (ECM) supplied 5-volt reference circuit, a low
reference circuit between the CMP sensor and the ECM, and an output signal circuit from the
CMP sensor to the ECM. The CMP sensor detects magnetic flux changes between the teeth
and slots on the 4-tooth reluctor wheel. The CMP sensor provides a digital ON/OFF DC voltage
of varying frequency, with 4 varying width output pulses, per each camshaft revolution. The
frequency of the CMP sensor output signal depends on the speed of the camshaft. The ECM will
recognize the narrow and wide tooth patterns to identify camshaft position, or which cylinder is in
compression and which is in exhaust. The information is then used to determine the correct time
and sequence for fuel injection and ignition spark events. The ECM also uses the CMP sensor
output signal to determine the camshaft relative position to the crankshaft position.

Ignition Coils
Each ignition coil has an ignition 1 voltage feed and a ground circuit. The engine control module
(ECM) supplies a low reference and an ignition control (IC) circuit. Each ignition coil contains
a solid state driver module. The ECM will command the IC circuit ON, which allows the current

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Section 9 - CAM Phase & Individual Ignition 9 - 25

to flow through the primary coil windings for the appropriate time or dwell. When the ECM
commands the IC circuit OFF, this will interrupt current flow through the primary coil windings.
The magnetic field created by the primary coil windings will collapse across the secondary coil
windings, which induces a high voltage across the spark plug electrodes. The primary coils are
current limited to prevent overloading if the IC circuit is held ON for an extended time. The spark
plugs are connected to their respective coils by a short secondary wire. The spark plugs are
tipped with iridium for long life and efficiency.

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9 - 26 Section 9 - CAM Phase & Individual Ignition

Circuit/System Description
The camshaft position (CMP) actuator solenoid is controlled by the engine control module (ECM). The ECM sends a 12
volt, pulse width modulated (PWM) signal to the CMP actuator solenoid. The CMP actuator solenoid positions the CMP
actuator spool valve to control the amount of pressurized engine oil, which enters into the CMP actuator assembly. A low
reference wire circuit between the CMP actuator solenoid and the ECM completes the electrical circuit. The frequency
of the pulse width modulated signal is fixed at 150Hz. The ECM can only command the CMP actuator to retard the
valve timing from the camshaft park position, or advance the valve timing back to the park position. The total range of
valve timing command is 31 degrees as measured at the camshaft, or 62 degrees as measured at the crankshaft.

Camshaft and Drive System LY6

A billet steel 1 piece camshaft is supported by 5 bearings pressed into the engine block. The camshaft position (CMP)
actuator is mounted to the front of the camshaft and retained by the CMP solenoid valve. The CMP actuator is driven
by the crankshaft sprocket through the camshaft timing chain. The CMP sensor wheel is incorporated into the front
face of the CMP actuator with the CMP sensor and CMP actuator magnet mounted in the engine front cover. A timing
chain tensioner is mounted to the front of the engine block above the crankshaft sprocket. The externally splined
crankshaft sprocket is positioned to the crankshaft by a key and keyway. The crankshaft sprocket external splines
drive the oil pump drive gear. A retaining plate mounted to the front of the engine block maintains camshaft location.
Refer to Camshaft Position Actuator and Solenoid Valve Description.

Crankshaft
A crankshaft position (CKP) reluctor ring is press fit mounted at the rear of the crankshaft. The reluctor ring is not
serviceable separately.

Notice: Refer to Fastener Notice.

6. Tighten the camshaft retainer bolts.
Tighten:
• Tighten the first design hex head bolts (3) to 25 N•m (18 lb ft).
• Tighten the second design TORX® head bolts (4) to 15 N•m (11 lb ft).

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Section 9 - CAM Phase & Individual Ignition 9 - 27

Description and Operation

Camshaft Position Actuator and Solenoid Valve Description

Camshaft

The camshaft is designed to provide a lubrication path for pressurized engine oil to flow to the camshaft
position (CMP) actuator. Pressurized engine oil enters the camshaft at bearing journal location number 2. Oil travels
through the camshaft, out the front, and into the CMP actuator solenoid valve.

Camshaft Position (CMP) Actuator Solenoid Valve

The CMP actuator solenoid valve consists of a housing, spool valve (1), spool return spring (2), oil filter (3), inlet check
ball return spring (4), and inlet check ball (5). Pressurized engine oil enters the valve and travels through the filter
to the spool. Spool position is controlled by the CMP magnet and engine control module (ECM). When the spool is
moved to the proper position, oil flow is directed through the valve and into the CMP actuator assembly. The CMP
solenoid valve is a torque-to-yield design and should be replaced each time it is removed.

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9 - 28 Section 9 - CAM Phase & Individual Ignition

CMP Actuator Magnet

1 2

The CMP actuator magnet (1) is located in the engine front cover and is sealed by a gasket (2). The CMP actuator
magnet is controlled by a 12-volt pulse width modulated signal from the ECM. When energized, the solenoid uses
electromagnetic force on the magnet pintle to position the spool valve of the CMP solenoid valve.
CMP Actuator

The CMP actuator is a vane type design that hydraulically changes angle or timing of the camshaft relative to
crankshaft position. The CMP actuator allows earlier or later intake and exhaust valve opening during the 4-stroke
engine cycle. The CMP actuator cannot vary the duration of valve opening or valve lift. The CMP actuator is to be
serviced as an assembly. For system operation, refer to Camshaft Actuator System Description .
The CMP actuator consists of the CMP reluctor wheel (1), pins (2), return spring (3), front cover (4), locking pin (5),
locking pin spring (6), vanes and vane springs (7), rotor (8), stator (9), sealing cover/thrust plate (10), and bolts (11).

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Section 9 - CAM Phase & Individual Ignition 9 - 29

Repair Instructions
Camshaft Position Actuator Magnet Replacement
Removal Procedure

2
1

1. Remove the water pump. Refer to Water Pump Replacement.

2. Disconnect the engine harness electrical connector from the camshaft position (CMP) actuator magnet.
3. Remove the CMP actuator magnet bolts and magnet (1).
4. Remove and discard the CMP actuator magnet gasket (2).

Installation Procedure
Important: The gasket surface should be free of oil or other foreign material during assembly.

2
1

1. Install a NEW CMP actuator magnet gasket (2) onto the CMP actuator magnet.
2. Install the CMP actuator magnet (1) to the front cover.
Notice: Refer to Fastener Notice.
3. Install the CMP actuator magnet bolts.
Tighten: Tighten the bolts to 12 N•m (106 lb in).
4. Connect the engine harness electrical connector to the CMP actuator magnet.
5. Install the water pump. Refer to Water Pump Replacement Water Pump Replacement.
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9 - 30 Section 9 - CAM Phase & Individual Ignition

Repair Instructions
Camshaft Position Actuator Cleaning and Inspection
Caution: Refer to Camshaft Position Actuator Removal and Installation Caution .

1. Insert a tie strap (1) through the center of the camshaft position (CMP) actuator and over the reluctor wheel.

2. Clean the CMP actuator with cleaning solvent.

Caution: Refer to Safety Glasses and Compressed Air Caution .
3. Dry the components with compressed air.
4. Inspect the CMP actuator for a broken spring (1).

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Section 9 - CAM Phase & Individual Ignition 9 - 31

5. Inspect the CMP actuator for the following conditions:

• Improper positioning of the CMP reluctor wheel. The actuator return spring should reposition the reluctor
wheel to the PARK position. Inspect for proper alignment of the mark on the face of the sprocket (1) with the flat edge
of the reluctor wheel (2). If the reluctor wheel is not properly positioned, the internal components of the actuator are
sticking or the return spring is broken and the actuator should be replaced as an assembly.
• Nicked or damaged edges (3) on the CMP reluctor wheel
• Damaged timing chain teeth (4)

6. Inspect the CMP actuator for dirt, debris, or restrictions within the oil passages (1, 2, 3).

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9 - 32 Section 9 - CAM Phase & Individual Ignition

7. Inspect the timing chain tensioner for the following conditions:

• Damaged or broken tension spring (1)
• Excessive wear or scoring on the chain guide surfaces (2, 3)

Repair Instructions
Camshaft Position Actuator Magnet Cleaning and Inspection

Important: Do not energize the camshaft position (CMP) magnet using a 12-volt power supply.
1. Inspect the CMP magnet for the following conditions:
• A damaged electrical connector
• An accumulation of dirt or debris in the recessed area around the pintle
• A build-up of burnt engine oil on the shaft of the pintle which may cause the pintle to stick and not move freely
within the proper range of travel

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Section 9 - CAM Phase & Individual Ignition 9 - 33

2. Holding the CMP magnet with the pintle facing upward, measure the pintle retracted position (a). Record the
dimension.

3. Holding the CMP magnet with the pintle facing downward, measure the pintle extended position (a). Record the
dimension.
4. Subtract the retracted dimension from the extended dimension to determine pintle travel. A properly moving pintle
will travel 3.0–5.5 mm (0.12–0.22 in).
5. If the pintle of the CMP magnet is binding or does not move within the proper range of travel, replace the CMP
magnet as an assembly.

Repair Instructions
Camshaft Position Actuator Solenoid Valve Inspection (On-Vehicle)

Important: Do not use the camshaft position (CMP) actuator solenoid valve again. Install a NEW valve during
assembly. The inspection procedure below is provided for on-vehicle diagnostic purposes only.

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9 - 34 Section 9 - CAM Phase & Individual Ignition

1. With the CMP magnet removed, inspect for a sticking valve spool or broken valve spool spring.
2. Depress the valve spool into the housing. The valve should move freely with no binding or sticking and minimal
resistance inward. When released, the valve spring should return the spool to the proper extended position (1) of
6.08–6.12 mm (0.239–0.241 in).

Repair Instructions
Camshaft Position Actuator Solenoid Valve Inspection (Off-Vehicle)

Important: Do not use the camshaft position (CMP) actuator solenoid valve again. Install a NEW valve during
assembly. The inspection procedure below is provided for off-vehicle diagnostic purposes only.
1. Inspect the CMP valve for the following conditions:
• Dirt, debris, or restrictions within the oil passages (1)
• Damaged threads (2)
If the threads of the valve are damaged, also inspect the threads in the front of the camshaft for damage.
• Dirt, debris, or restrictions within the oil inlet check valve (3)
If debris is detected, the engine assembly should be inspected to determine the source of contamination.

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Section 9 - CAM Phase & Individual Ignition 9 - 35

2. Inspect for a sticking valve spool or broken valve spool spring.

3. Depress the valve spool into the housing. The valve should move freely with no binding or sticking and minimal
resistance inward. When released, the valve spring should return the spool to the proper extended position (1) of
6.08–6.12 mm (0.239–0.241 in).

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 9 - 36 Section 9 - CAM Phase & Individual Ignition

Diagnostic Information and Procedures

SPN 723, FMI 2 Cam Signal Fault
Circuit Description
The camshaft position (CMP) sensor works in conjunction with the 4X reluctor trigger wheel on the camshaft gear. The
reluctor trigger wheel on the camshaft gear contains a pattern around the circumference, consisting of 2 narrow teeth and
2 wide teeth. The engine control module (ECM) provides a 5-volt reference to the sensor, as well as a low reference and
a signal circuit. As the camshaft gear rotates, the reluctor trigger wheel interrupts a magnetic field produced by a magnet
internal to the sensor. The CMP sensor internal circuitry detects this interruption of the magnetic field, and produces an
ON/OFF DC voltage of varying frequency. The frequency of the CMP sensor output signal is dependent upon camshaft
speed. The ECM will recognize the narrow and wide tooth patterns to identify camshaft position, or which cylinder is in
compression and which is in exhaust. If the ECM detects that there is no output signal from the CMP sensor, then SPN
723 FMI 2 will set.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 723 FMI 2 Cam Signal Fault (Camshaft Position (CMP) Sensor Circuit Signal Fault)

Conditions for Running the DTC

• The engine is cranking, or the engine is running.
• SPN 723 FMI 2 runs continuously when the above condition is met.

Conditions for Setting the DTC

The ECM detects no CMP sensor output for more than 3 seconds.

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 Section 9 - CAM Phase & Individual Ignition 9 - 37

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the MIL after consecutive ignition cycles that the diagnostic runs and does not fail.
• A current DTC last test failed clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles if no failures are reported by this or any other emission
related diagnostic.

Diagnostic Aids
SPN 723 FMI 2 will set with the ignition switch in the Start position, if the starter motor is inoperative for more than 3
seconds.

Test Description
The number below refers to the step number on the diagnostic table.
4. The test lamp in this step is used to apply a load to the 12-volt reference circuit of the CMP sensor.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check
1. Start and idle the engine. Go to
Testing for
2. Monitor the camshaft position (CMP) sensor active counter parameter with Intermittent
2 a scan tool. — Conditions
Does the CMP sensor active counter number increment? and Poor
Connections Go to Step 3
1. Turn OFF the ignition.
2. Disconnect the CMP sensor electrical connector.
3. Test for shorted terminals and poor connections at the CMP sensor wire
3 harness electrical connector and the mating electrical connector on the CMP —
sensor. Refer to Testing for Intermittent Conditions and Poor Connections and
Connector Repairs.
Did you find and correct the condition? Go to Step 12 Go to Step 4
1. Turn ON the ignition, with the engine OFF.
2. Connect a jumper wire to the 5-volt reference circuit at the CMP sensor
wire harness electrical connector.
3. Connect a test lamp between the jumper wire and a good ground.
4 4. Connect the positive lead of the DMM to the junction of the jumper wire 4.8–5.2 V
and test lamp.
5. Connect the negative lead of the DMM to a good engine ground.
6. Measure the voltage from the 5-volt reference circuit to a good ground with
a DMM. Refer to Circuit Testing.
Is the voltage within the specified range? Go to Step 5 Go to Step 6
1. Remove the test lamp from the jumper wire.
2. Connect another jumper wire to the signal circuit of the CMP sensor wire
harness electrical connector.
5 3. Turn ON the ignition, with the engine OFF. —
4. Monitor the CMP active counter parameter with a scan tool.
5. Momentarily connect the two ends of the jumper wires together several
times. Go to Step
Does the CMP sensor active counter number increment? 10 Go to Step 7

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9 - 38 Section 9 - CAM Phase & Individual Ignition

Test the CMP 5-volt reference circuit between the CMP sensor and the engine
control module (ECM) for the following conditions:
• An open
6 • High resistance —
• A short to ground
Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 12 Go to Step 9
Test the CMP low reference circuit between the CMP sensor and the ECM for
the following conditions:
• An open

7 • High resistance —
• A short to ground
• A short to voltage
Refer to Circuit Testing and Wiring Repairs.
Did you find and correct the condition? Go to Step 12 Go to Step 8
Test the CMP signal circuit between the CMP sensor and the ECM for the
following conditions:
• An open
8 • High resistance —
• A short to ground
• A short to voltage
Did you find and correct the condition? Go to Step 12 Go to Step 9
Test for shorted terminals and poor connections at the ECM wire harness
9 electrical connector. Refer to Testing for Intermittent Conditions and Poor —
Connections and Connector Repairs.
Did you find and correct the condition? Go to Step 12 Go to Step 11
Replace the CMP sensor. Refer to Camshaft Position (CMP) Sensor
10 Replacement. —
Did you complete the replacement? Go to Step 12 —
Replace the ECM. Refer to Control Module References for replacement,
11 setup, and programming. —
Did you complete the replacement? Go to Step 12 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
12 3. Start the engine. —
4. Operate the vehicle within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 13
Observe the Capture Info with a scan tool. Go to
13 Are there any DTCs that have not been diagnosed? Diagnostic
— Trouble Code
(DTC) List System OK

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Section 9 - CAM Phase & Individual Ignition 9 - 39

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9 - 40 Section 9 - CAM Phase & Individual Ignition

Diagnostic Information and Procedures

SPN 65570 FMI 3 Cam Phaser W Short High
SPN 65570 FMI 4 Cam Phaser W Short Low
SPN 65570 FMI 5 Cam Phaser W Open
SPN 65570 FMI 7 Cam Phaser W Accuracy
Circuit/System Description
The Cam Phaser system consists of a camshaft position (CMP) actuator, a CMP actuator spool valve, and a CMP
actuator solenoid. For engines with a single camshaft, the Cam Phaser is identified as Cam Phaser W. (Multiple
camshaft engines could also use Cam Phasers X, Y, and Z.)

The CMP actuator solenoid is controlled by the engine control module (ECM). The ECM sends a 12 volt, pulse
width modulated (PWM) signal to the CMP actuator solenoid. The CMP actuator solenoid positions the CMP
actuator spool valve to control the amount of pressurized engine oil, which enters into the CMP actuator assembly.
A low reference wire circuit between the CMP actuator solenoid and the ECM completes the electrical circuit. The
frequency of the pulse width modulated signal is fixed at 150 Hz. The ECM can only command the CMP actuator to
retard the valve timing from the camshaft park position, or advance the valve timing back to the park position. The
total range of valve timing command is 31 degrees as measured at the camshaft, or 62 degrees as measured at the
crankshaft.

DTC Descriptors
This diagnostic procedure supports the following DTCs:
SPN 65570 FMI 3 Cam Phaser W Short High
SPN 65570 FMI 4 Cam Phaser W Short Low
SPN 65570 FMI 5 Cam Phaser W Open
SPN 65570 FMI 7 Cam Phaser W Accuracy

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Section 9 - CAM Phase & Individual Ignition 9 - 41

Conditions for Running the DTC

SPN 65570 FMI 3, SPN 65570 FMI 4, SPN 65570 FMI 5:
• The ignition switch is in the crank or run position.
• The system voltage is between 9–18 volts.
• The CMP actuator is command ON.
• DTC P0010 runs continuously when the above conditions are met.
SPN 65570 FMI 7:
• The engine is running.
• The system voltage is between 9–18 volts.
• The CMP actuator is enabled.
• The rate of change in the camshaft position is less than 7.5 degrees in 3.35 seconds.
Conditions for Setting the DTC
SPN 65570 FMI 3, SPN 65570 FMI 4, SPN 65570 FMI 5:
The ECM detects that the state of the high side driver and the state of the CMP solenoid control circuit does not
match. The ECM will detect an open, high resistance, short to ground, or a short to voltage on the CMP solenoid
control circuit, or an open on the low reference circuit, if the condition is present for more than 6 seconds.
SPN 65570 FMI 7:
• The ECM detects resistance greater than 2 ohms on the low reference circuit.
• The ECM detects that the CMP Angle position is more than 8 degrees difference than the Desired CMP
position.

Action Taken When the DTC Sets

The CMP actuator is commanded to the park position.

Conditions for Clearing the DTC

Clear the MIL and the DTC with a scan tool.

Diagnostic Aids
This test procedure requires that the vehicle battery has passed a load test and is completely charged.

Circuit/System Verification
Important: Incorrect engine oil viscosity, aftermarket engine oil additives, or engine oil that overdue for changing,
can greatly affect the performance of the camshaft actuator.
1. Observe the engine oil level. The engine oil level should be within the operating range on the oil indicator stick.
2. Start the engine. Allow the engine to reach normal operating temperature.
3. Monitor the engine oil pressure parameter value with the scan tool or pressure gauge. The engine oil pressure
must be at or above the minimum hot oil pressure specification.
4. Using the output control function of the scan tool, command the CMP actuator solenoid to 25 degrees. The CMP
Desired parameter value should match the CMP Angle parameter value.
5. If the vehicle passes the Circuit/System Verification, then operate the vehicle within the conditions for running
the DTC.

Circuit/System Testing
Important: You must perform the Circuit/System Verification before proceeding with Circuit/System Testing.
A fault in the Camshaft Position (CMP) sensor circuit (SPN 723 FMI 2) or in the Crankshaft Position (CKP) sensor
circuit (SPN 636 FMI 2) may also cause SPN 65570 FMI 7 to set.

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9 - 42 Section 9 - CAM Phase & Individual Ignition

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine
Controls Component Views
Did you perform the “On-Board Diagnostic” Go to
1 (OBD) System Check? — Diagnostic
Go to Step 2 System Check
Did you perform the “Circuit/System Go to Circuit/
2 Verification”? System
Go to Step 3 Verification
1. Turn the ignition OFF.
2. Disconnect the Camshaft Position (CMP)
actuator solenoid and the Camshaft Position
(CMP) sensor by separating the 5 pin connector
3 located near the crankshaft vibration damper. 2 ohms
3. Check the resistance between the low
reference circuit terminal E, on the ECM side
of the 5 pin connector, and ground. Is the
resistance greater than the specified value? Go to Step�4 Go to Step�5
1. Remove connector J2 from the ECM.
2. Test the low reference circuit, from terminal
4 E to the ECM connector, for an open or high —
resistance.
Did you find and correct the condition? Go to Step�16 Go to Step�15
1. Connect a test lamp between the CMP
actuator solenoid control circuit terminal D, on
the ECM side of the 5 pin connector, and the
low reference circuit terminal E, on the ECM
side of the 5 pin connector.
2. Turn the ignition ON.
5 —
3. Using the scan tool, command the CMP
actuator solenoid from 0 to 25 degrees.
4. The test lamp should turn ON and OFF
when changing between commanded states.
Does the test lamp turn ON and OFF as
described? Go to Step�10 Go to Step�6
6 Is the test lamp always ON? — Go to Step�7 Go to Step�8
1. Turn the ignition OFF.
2. Remove connector J2 from the ECM.
3. Test the solenoid control circuit, between
7 —
terminal D and the ECM connector, for a short
to voltage.
Did you find and correct the condition? Go to Step�16 Go to Step�15
8 Is the test lamp always OFF? — Go to Step�9 —
1. Turn the ignition OFF.
2. Remove connector J2 from the ECM.
3. Test the solenoid control circuit, between
9 —
terminal D and the ECM connector, for an open/
high resistance or a short to ground.
Did you find and correct the condition? Go to Step�16 Go to Step�15
Inspect and test the remaining CMP actuator
solenoid wire harness, from the 5 pin connector
to the CMP actuator solenoid, for an open/high
10 resistance, or a short to ground. —
Note: It may be necessary to remove the water
pump in order to access this harness.
Did you find and correct the condition? Go to Step�16 Go to Step�11
Was the original fault SPN 65570 FMI 3, FMI 4,
11 —
or FMI 5? Go to Step�12 Go to Step�13
Replace the CMP actuator solenoid.
12 —
Did you complete the replacement? Go to Step�16 —

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Section 9 - CAM Phase & Individual Ignition 9 - 43

The original fault was SPN 65570 FMI 7.

Perform the Component Testing for the CMP
13 —
actuator solenoid.
Did you find and correct the condition? Go to Step�16 Go to Step�14
Refer to “Camshaft Position Actuator Magnet
Cleaning” 9-26 and “Camshaft Position Actuator
14 —
Solenoid Valve Inspection” 9-27.
Did you find and correct the condition? Go to Step�16 Go to Step�1
Replace the ECM.
15 —
Did you complete the replacement? Go to Step�16 —
1. Turn the ignition OFF.
2. Reconnect all electrical connectors.
3. Turn the ignition ON.
4. Clear DTCs with a scan tool.
16 5. Turn OFF the ignition for 30 seconds. —
6. Start the engine.
7. Operate the engine within the Conditions For
Running the DTC.
Did the DTC fail this ignition? Go to Step�1 Go to Step�17
Are there any DTCs that have not been Go to
diagnosed? Diagnostic
17 — Trouble Code
(DTC) List System OK

Component Testing
Important: You must perform the Circuit/System Testing before proceeding with Component Testing.
Static Test
Test for 5.9–6.9 ohms of resistance at 20°C, or 68°F between the solenoid control terminal 2 and the low reference
terminal 1 at the CMP actuator solenoid.
If the resistance is not with in the specified range, then replace the CMP actuator solenoid. Refer to Camshaft
Position Actuator Magnet Replacement 9-29.

Dynamic Test
Important: Do not allow electrical current to flow through the CMP actuator solenoid for more than 1–2 seconds, or
damage to the solenoid may occur.
Point the CMP actuator solenoid vertically, towards a shop towel. Connect one end of a fused jumper wire to the
CMP actuator solenoid control circuit terminal 2 and 12 volts. Connect a second jumper wire to the low reference
circuit terminal 1 and momentarily connect to ground. The CMP actuator solenoid should immediately extend.
If the CMP actuator solenoid pintle does not extend, then replace the CMP actuator solenoid. Refer to Camshaft
Position Actuator Magnet Replacement 9-29.

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9 - 44 Section 9 - CAM Phase & Individual Ignition

Diagnostic Information and Procedures

SPN 636, FMI 2 Crank Signal Fault
Circuit/System Description
The crankshaft position (CKP) sensor circuits consist of an engine control module (ECM) supplied 5-volt reference circuit,
low reference circuit and an output signal circuit. The CKP sensor is an internally magnetic biased digital output integrated
circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 58-tooth reluctor wheel on
the crankshaft. Each tooth on the reluctor wheel is spaced at 60-tooth spacing, with 2 missing teeth for the reference
gap. The CKP sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft
revolution. The frequency of the CKP sensor output depends on the velocity of the crankshaft. The CKP sensor sends a
digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on the wheel rotates
past the CKP sensor. The ECM uses each CKP signal pulse to determine crankshaft speed and decodes the crankshaft
reluctor wheel reference gap to identify crankshaft position. This information is then used to sequence the ignition timing
and fuel injection events for the engine. The ECM also uses CKP sensor output information to determine the crankshaft
relative position to the camshaft, to detect cylinder misfire, and to control the CMP actuator if equipped.

DTC Descriptor
This diagnostic procedure supports the following DTC:
SPN 636, FMI 2 Crank Signal Fault (Crankshaft Position (CKP) Sensor Circuit Signal Fault)

Conditions for Running the DTC

• The engine is cranking or running.
• SPN 636 FMI 2 runs continuously when the above condition is met.

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 Section 9 - CAM Phase & Individual Ignition 9 - 45
Conditions for Setting the DTC
The ECM detects that there is no signal from the CKP sensor for 3 seconds.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that
the diagnostic runs and fails.
• The control module records the operating conditions at the time the diagnostic fails.
Conditions for Clearing the MIL/DTC
• The control module turns OFF the malfunction indicator lamp (MIL) after consecutive ignition cycle that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other emission
related diagnostic.
• Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
SPN 636, FMI 2 will set with the ignition switch in the Start position, if the starter motor is inoperative, or the starter motor
control circuit is inoperative.

Test Description
The numbers below refer to the step numbers on the diagnostic table.
3. This step determines if the fault is present.
6. This step simulates a CKP sensor signal to the ECM. If the ECM receives the signal, the fuel pump will operate for
about 3 seconds.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine Controls Connector End Views
Did you perform the “On-Board Diagnostic” (OBD) System Check? Go to
1 — Diagnostic
Go to Step 2 System Check

2 Attempt to start the engine. —

Does the engine start and continue to run? Go to Step 3 Go to Step 4
1. Observe Conditions for Running this DTC.
2. Turn OFF the ignition for 30 seconds. Go to Testing
3 — for Intermittent
3. Start the engine. Conditions
4. Operate the engine within the conditions for Running the DTC. and Poor
Did the DTC fail this ignition? Go to Step 4 Connections
1. Disconnect the crankshaft position (CKP) sensor connector.
2. Turn ON the ignition, with the engine OFF.
4 3. Measure the voltage from the 5-volt reference circuit of the crankshaft 4.8 V
position (CKP) sensor to a good ground with a DMM. Refer to Troubleshooting
with a Digital Multi-meter
Does the voltage measure above the specified value? Go to Step 5 Go to Step 7
Measure the voltage between the 5-volt reference circuit of the CKP sensor
5 and the low reference circuit of the CKP sensor with a DMM. 4.8 V
Does the voltage measure above the specified value? Go to Step 6 Go to Step 8
Momentarily connect a test lamp between the CKP sensor signal circuit and
6 the 5-volt reference of the CKP sensor. —
Does the fuel pump operate when the test lamp is applied to the CKP sensor Go to Step
signal circuit? 10 Go to Step 9

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9 - 46 Section 9 - CAM Phase & Individual Ignition

Test the 5-volt reference circuit for the following conditions:

• An open
7 • A short to ground —
• High resistance
Refer to Circuit Testing and Wiring Repairs. Go to Step
Did you find and correct condition? 16 Go to Step 12
Test the low reference circuit for the following conditions:
• An open
8 • A short to voltage —
• High resistance
Refer to Circuit Testing and Wiring Repairs. Go to Step
Did you find and correct the condition? 16 Go to Step 12
Test the CKP sensor signal circuit for the following conditions:
• An open
• A short to ground
9 • A short to voltage —

• High resistance
Refer to Circuit Testing and Wiring Repairs. Go to Step
Did you find and correct the condition? 16 Go to Step 12
1. Remove the CKP sensor. Refer to Crankshaft Position (CKP) Sensor
Replacement.
2. Visually inspect the CKP sensor for the following conditions:
Physical damage
•
Loose or improper installation
•
10 Wiring routed too closely to the secondary ignition components —
•
3. The following conditions may cause this DTC to set:
Excessive air gap between the CKP sensor and the reluctor wheel
•
The CKP sensor coming in contact with the reluctor wheel
•
Foreign material passing between the CKP sensor and the reluctor wheel Go to Step
•
Did you find and correct the condition? 16 Go to Step 11
Visually inspect the CKP sensor reluctor wheel for the following conditions:
• Loose or improper installation
11 • Physical damage —
• Excessive end play or looseness Go to Step
Did you find and correct the condition? 16 Go to Step 14
Test for poor connections at the CKP sensor. Refer to Testing for Intermittent
12 Conditions and Poor Connections and Wiring Repairs. — Go to Step
Did you find and correct the condition? 16 Go to Step 13
Test for poor connections at the engine control module (ECM). Refer to
13 Testing for Intermittent Conditions and Poor Connections and Wiring Repairs. — Go to Step
Did you find and correct the condition? 16 Go to Step 15
Replace the CKP sensor. Refer to Crankshaft Position (CKP) Sensor
14 Replacement. — Go to Step
Did you complete the replacement? 16 —

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Section 9 - CAM Phase & Individual Ignition 9 - 47

Replace the ECM. Refer to Control Module References for replacement,

15 setup, and programming. — Go to Step
Did you complete the replacement? 16 —
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
16 3. Start the engine. —
4. Operate the engine within the Conditions for Running the DTC.
Did the DTC fail this ignition? Go to Step 2 Go to Step 17
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been diagnosed? Diagnostic
17 — Trouble Code
(DTC) List System OK

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9 - 48 Section 9 - CAM Phase & Individual Ignition

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Section 9 - CAM Phase & Individual Ignition 9 - 49

Diagnostic Information and Procedures

SPN 65541 – SPN 65548 , FMI 3, 4, 5
Circuit Description
The ignition system on this engine uses an individual ignition coil for each cylinder. The engine control module
(ECM) controls the spark event for each cylinder through 8 individual ignition control (IC) circuits. When the ECM
commands the IC circuit ON, electrical current will flow through the primary winding of the ignition coil, creating a
magnetic field. When a spark event is requested, the ECM will command the IC circuit OFF, interrupting current flow
through the primary winding. The magnetic field created by the primary winding will collapse across the secondary
coil winding, producing a high voltage across the spark plug electrodes. The ECM uses information from the
crankshaft position (CKP) and the camshaft position (CMP) sensor for sequencing and timing of the spark events.
Each ignition coil/module has the following circuits:
• An ignition 1 voltage circuit
• A ground circuit
• An IC circuit
• A low reference circuit
If the ECM detects that the IC circuit has an incorrect voltage level, SPN 65541 – SPN 65548 will set.

DTC Descriptors
This diagnostic procedure supports the following DTCs:
• SPN 65541 FMI 3 EST 1 Short High
• SPN 65541 FMI 4 EST 1 Short Low
• SPN 65541 FMI 5 EST 1 Open
• SPN 65542 FMI 3 EST 2 Short High
• SPN 65542 FMI 4 EST 2 Short Low
• SPN 65542 FMI 5 EST 2 Open
• SPN 65543 FMI 3 EST 3 Short High
• SPN 65543 FMI 4 EST 3 Short Low
• SPN 65543 FMI 5 EST 3 Open
• SPN 65544 FMI 3 EST 4 Short High
• SPN 65544 FMI 4 EST 4 Short Low
• SPN 65544 FMI 5 EST 4 Open
• SPN 65545 FMI 3 EST 5 Short High
• SPN 65545 FMI 4 EST 5 Short Low
• SPN 65545 FMI 5 EST 5 Open
• SPN 65546 FMI 3 EST 6 Short High
• SPN 65546 FMI 4 EST 6 Short Low
• SPN 65546 FMI 5 EST 6 Open
• SPN 65547 FMI 3 EST 7 Short High
• SPN 65547 FMI 4 EST 7 Short Low
• SPN 65547 FMI 5 EST 7 Open
• SPN 65548 FMI 3 EST 8 Short High
• SPN 65548 FMI 4 EST 8 Short Low
• SPN 65548 FMI 5 EST 8 Open

Conditions for Running the DTC

• The engine is running.

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9 - 50 Section 9 - CAM Phase & Individual Ignition

• SPN 65541 – SPN 65548 runs continuously when the above condition is met.

Conditions for Setting the DTC

The ECM detects the IC circuit is grounded, open, or shorted to voltage.

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL).

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other
emission related diagnostic.
• Clear the MIL and the DTC with a scan tool.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
3. This step verifies the integrity of the IC circuit and the ECM output.
4. This step tests for a short to voltage on the IC circuit.

Step Action Values Yes No

Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Control Module (ECM) Connector End Views or Engine
Controls Connector End Views
Did you perform the Diagnostic System Check Go to
– Vehicle? Diagnostic
1 — System Check
Go to Step 2 - Vehicle
1. Observe the Conditions for Running this
DTC.
2. Turn OFF the ignition for 30�seconds.
3. Start the engine.
2 4. Operate the vessel within the Conditions for —
Running the DTC. You may also operate the Go to Testing
for Intermittent
vessel within the conditions you observed when Conditions
the DTC was set. and Poor
Did the DTC fail this ignition? Go to Step 3 Connections
1. Turn OFF the engine.
2. Disconnect the respective ignition coil
electrical connector.
3. Disconnect the respective fuel injector
3 electrical connector. 3–20�Hz
4. Start the engine.
5. Measure the frequency at the ignition (IC)
circuit with the DMM set to AC Hertz.
Is the frequency within the specified range? Go to Step�7 Go to Step�4
1. Turn ON the ignition, with the engine OFF.
4 2. Measure the voltage from the IC circuit of 1�V
the ignition coil to a good ground with a DMM.
Is the voltage more than the specified value? Go to Step�13 Go to Step�5

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Section 9 - CAM Phase & Individual Ignition 9 - 51

1. Turn OFF the ignition.

2. Disconnect the engine control module
(ECM) connector.
5 3. Test the IC circuit between the ignition coil —
connector and the ECM connector for continuity
with the DMM.
Does the DMM indicate continuity? Go to Step�6 Go to Step�14
Test the respective IC circuit for a short to
6 ground. Refer to Testing for Short to Ground . —
Did you find and correct the condition? Go to Step�17 Go to Step�10
1. Turn ON the ignition, with the engine OFF.
2. Probe the ignition�1 voltage circuit of the
7 ignition coil with a test lamp that is connected to —
battery ground. Refer to Troubleshooting with a
Test Lamp .
Does the test lamp illuminate? Go to Step�8 Go to Step�11
Probe the ground circuit of the ignition coil with
8 a test lamp connected to battery voltage. Refer —
to Troubleshooting with a Test Lamp .
Does the test lamp illuminate? Go to Step�9 Go to Step�12
Test for an intermittent and for a poor
connection at the ignition coil. Refer to
9 Testing for Intermittent Conditions and Poor —
Connections and Connector Repairs .
Did you find and correct the condition? Go to Step�17 Go to Step�15
Test for an intermittent and for a poor
connection at the ECM. Refer to Testing for
10 Intermittent Conditions and Poor Connections —
and Connector Repairs .
Did you find and correct the condition? Go to Step�17 Go to Step�16
Repair the open or high resistance in the
11 ignition�1 voltage circuit. Refer to Wiring —
Repairs .
Did you complete the repair? Go to Step�17 —
Repair the open or high resistance in the
12 ground circuit for the ignition coil. Refer to —
Wiring Repairs .
Did you complete the repair? Go to Step�17 —
Repair the IC circuit for a short to voltage. Refer
13 to Wiring Repairs . —
Did you complete the repair? Go to Step�17 —
Repair the open or high resistance in the IC
14 circuit. Refer to Wiring Repairs . —
Did you complete the repair? Go to Step�17 —
Replace the ignition coil. Refer to Ignition
15 Coil(s) Replacement . —
Did you complete the replacement? Go to Step�17 —
Replace the ECM. Refer to Control Module
16 References for replacement, setup, and —
programming.
Did you complete the replacement? Go to Step�17 —

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9 - 52 Section 9 - CAM Phase & Individual Ignition

1. Clear the DTCs with a scan tool.

2. Turn OFF the ignition for 30�seconds.
3. Start the engine.
17 4. Operate the vehicle within the Conditions —
for Running the DTC. You may also operate the
vehicle within the conditions that you observed
when the DTC was set.
Did the DTC fail this ignition? Go to Step 2 Go to Step�18
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been Diagnostic
18 diagnosed? — Trouble Code
(DTC) List
- Vehicle System OK

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Section 9 - CAM Phase & Individual Ignition 9 - 53

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9 - 54 Section 9 - CAM Phase & Individual Ignition

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Section 9 - CAM Phase & Individual Ignition 9 - 55

Diagnostic Information and Procedures

SPN 65590-65598
System Description
The engine control module (ECM) uses information from the crankshaft position (CKP) sensor and the camshaft
position (CMP) sensor to determine when an engine misfire is occurring. By monitoring variations in the crankshaft
rotation speed for each cylinder, the ECM is able to detect individual misfire events. A misfire rate that is high
enough can cause the catalytic converters (if equipped) to overheat under certain operating conditions. If the ECM
detects a misfire rate sufficient to cause emission levels to exceed mandated standards, SPN 65590 FMI 7 will set.
In some applications, the ECM is able to determine that a specific cylinder is misfiring, and will set a corresponding
SPN 65591 - 65598 for that cylinder.

DTC Descriptors
SPN 65590 FMI 7: Misfire
SPN 65591 FMI 7: Cylinder 1 Misfire
SPN 65592 FMI 7: Cylinder 2 Misfire
SPN 65593 FMI 7: Cylinder 3 Misfire
SPN 65594 FMI 7: Cylinder 4 Misfire
SPN 65595 FMI 7: Cylinder 5 Misfire
SPN 65596 FMI 7: Cylinder 6 Misfire
SPN 65597 FMI 7: Cylinder 7 Misfire
SPN 65598 FMI 7: Cylinder 8 Misfire

Conditions for Running the DTC

• The engine speed is between 600–6,000 RPM.
• The ignition voltage is between 9–18 volts.
• The throttle angle is steady or does not vary by more than approximately 5 percent.
• The ECM is not in fuel shut-off or decel fuel cut-off mode.
• SPN 65590-65598 run continuously when the above conditions are met.

Conditions for Setting the DTC

The ECM is detecting a crankshaft rotation speed variation indicating a misfire sufficient to cause emission levels to
exceed mandated standards, or misfiring enough to cause damage to the catalytic converter (if equipped).

Action Taken When the DTC Sets

• The control module illuminates the malfunction indicator lamp (MIL) after the diagnostic runs and fails.
• The diagnostic may fail for approximately 30 seconds prior to illuminating the MIL.

Conditions for Clearing the MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the
diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 25 consecutive warm-up cycles, if no failures are reported by this or any other
emission related diagnostic.
• Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
• Excessive vibration from sources other than the engine could cause SPN 65590-65598 to set. The following
are possible sources of vibration:
– Excessive driveline vibration
– Worn or damaged accessory drive belt
• There may be more or less cylinders actually misfiring than indicated by the scan tool.
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9 - 56 Section 9 - CAM Phase & Individual Ignition

• Spray water on the secondary ignition components using a spray bottle. Look and listen for arcing or misfiring.
• If there are multiple misfires on only one bank, inspect the fuel injector and ignition coil, power and ground
circuits for that bank. Refer to Engine Controls Schematics .

Test Description
The number below refers to the step number on the diagnostic table.
2. If the actual CKP variation values are not within the learned values, the misfire counters may increment.

Step Action Values Yes No

Did you perform the Diagnostic System Check Go to
– Vehicle? Diagnostic
1 — System
Go to Step 2 Check
1. Start the engine.
2. Allow the engine to idle or operate within the
conditions for running the DTC.
2 3. Monitor all of the Misfire counters with the —
scan tool. Go to
Are any of the Misfire current counters Diagnostic
incrementing? Go to Step 3 Aids
Are any DTCs other than SPN 65590-65598 Go to
set? Diagnostic
3 — Trouble Code
(DTC) List
- Vehicle Go to Step 4
Can any abnormal engine noise be heard? Go to
Symptoms
4 — - Engine
Mechanical Go to Step 5
Does the scan tool indicate that the heated Go to SPN
oxygen sensor (HO2S) A1 or HO2S B1 voltage 65561 FMI 1
5 200 mV
parameters are below the specified value? SPN 65563 Go to Step 6
FMI 1

Does the scan tool indicate that the HO2S A1 or Go to SPN

HO2S B1 voltage parameters are fixed above the 65561 FMI 0
6 specified value? 900 mV SPN 65563
FMI 0 Go to Step 7
Inspect the following components:
• The vacuum hoses and seals for splits,
restrictions, and improper connections.
• The throttle body and intake manifold for
vacuum leaks
7 • The crankcase ventilation system for —
vacuum leaks.
• The engine control module (ECM) grounds
for corrosion and loose connections.
• The exhaust system for restrictions.
• The fuel for contamination.
Did you find and correct the condition? Go to Step 19 Go to Step 8

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Section 9 - CAM Phase & Individual Ignition 9 - 57

Important: An erratic or inconsistent spark is

considered a no spark.
1. Turn OFF the ignition.
2. Disconnect the spark plug wire from the
8 spark plug that corresponds to the affected —
cylinder.
3. Install the J 26792 Spark Tester.
4. Start the engine.
Does the spark jump the tester gap? Go to Step 10 Go to Step 9
1. Remove the spark plug wire for the affected
cylinders.
2. Inspect the spark plug wire. Go to
9 188–312 � Electronic
3. Measure the resistance of the spark plug wire Ignition (EI)
with a DMM. System
Is the resistance within the specified value? Diagnosis Go to Step 18
1. Remove the spark plug from the cylinder that
10 indicated a misfire. —
2. Inspect the spark plug.
Does the spark plug appear to be OK? Go to Step 11 Go to Step 12
1. Exchange the suspected spark plug with
another cylinder that is operating properly.
11 2. Operate the vehicle under the same —
conditions that the misfire occurred.
Did the misfire move with the spark plug? Go to Step 17 Go to Step 15
Is the spark plug oil or coolant fouled? Go to
Symptoms
12 — - Engine
Mechanical Go to Step 13
13 Is the spark plug gas fouled? — Go to Step 16 Go to Step 14
Did the spark plug show any signs of being
14 —
cracked, worn, or improperly gapped? Go to Step 17 Go to Step 15
Perform the fuel injector coil test. Go to
Did you find and correct the condition? Symptoms
15 — - Engine
Go to Step 19 Mechanical
Perform the fuel system diagnosis. Go to
Did you find and correct the condition? Symptoms
16 — - Engine
Go to Step 19 Mechanical

17 Replace the faulty spark plug. — —

Did you complete the replacement? Go to Step 19

18 Replace the faulty spark plug wires. — —

Did you complete the replacement? Go to Step 19
1. Clear the DTCs with a scan tool.
2. Turn OFF the ignition for 30 seconds.
3. Start the engine.
19 4. Operate the vehicle within the Conditions —
for Running the DTC. You may also operate the
vehicle within the conditions that were observed
when the DTC was set.
Did the DTC fail this ignition? Go to Step 2 Go to Step 22
Observe the Capture Info with a scan tool. Go to
Are there any DTCs that have not been Diagnostic
20 diagnosed? — Trouble Code
(DTC) List
- Vehicle System OK

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9 - 58 Section 9 - CAM Phase & Individual Ignition

Removal & Replacement Instructions

Ignition Coil Replacement
Ignition:Coils Replacement:Engine Controls

Removal Procedure

1. Remove the intake manifold sight shield. Refer to Upper Intake Manifold Sight Shield Replacement .
2. Disconnect the ignition coil wiring harness electrical connector (1) from the ignition coil.
3. Remove the spark plug wire from the ignition coil.
• Twist the spark plug wire boot a 1/2 turn.
• Pull only on the boot in order to remove the wire from the ignition coil.

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Section 9 - CAM Phase & Individual Ignition 9 - 59

4. Remove the ignition coil bolts.

5. Remove the ignition coil from the bracket. (left side shown, right side similar).
6. There are 2 different manufacturers for the ignition coils and coil brackets. They are as follows:

7. The Melco® (1) ignition coil is a square design.

8. The Delphi® (2) ignition coil is a round design.
9. The Melco® ignition coil bracket (1) is a square design.
10. The Delphi® ignition coil bracket (2) is a round design.

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9 - 60 Section 9 - CAM Phase & Individual Ignition

Installation Procedure

1. Position the ignition coil to the ignition coil bracket. (left side shown, right side similar).
Notice: Refer to Fastener Notice .
2. Install the ignition coil bolts.

Tighten: Tighten the bolts to 10 N·m (89 lb in).

3. Install the spark plug wire to the ignition coil.
4. Inspect the spark plug wire for proper installation:

• Push sideways on each boot in order the inspect the seating.

• Reinstall any loose boot.

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9 - 62 Section 9 - CAM Phase & Individual Ignition

Removal & Replacement Instructions

Crankshaft Position Sensor Replacement
Crankshaft Position Sensor:Replacement:Engine Controls

Removal Procedure
Important: Perform the Crankshaft Position System Variation Learn whenever the crankshaft position sensor is
removed or replaced.

1. Remove the starter. Refer to Starter Motor Replacement.

2. Disconnect the engine wiring harness electrical connector (1) from the crankshaft position (CKP) sensor.

3. Clean the area around the CKP sensor before removal in order to avoid debris from entering the engine.
4. Remove the CKP sensor bolt.
5. Remove the CKP sensor.

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Section 9 - CAM Phase & Individual Ignition 9 - 63

Installation Procedure

1. Install the CKP sensor.

Notice: Refer to Fastener Notice .

2. Install the CKP sensor bolt.
Tighten: Tighten the bolt to 25 N·m (18 lb ft).

3. Connect the engine wiring harness electrical connector (1) to the CKP sensor.

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9 - 64 Section 9 - CAM Phase & Individual Ignition

Removal & Replacement Instructions

Camshaft Position Sensor Replacement
Camshaft Position (CMP) Sensor:Replacement:Engine Controls - 6.0L

Removal Procedure
Important: Clean the area around the camshaft position (CMP) sensor before removal in order to prevent debris
from entering the engine.

1. Disconnect the engine wiring harness electrical connector (1) from the CMP sensor wire harness.
2. Remove the 3 CMP sensor wire harness bolts.

3. Disconnect the CMP sensor wire harness electrical connectors from the CMP sensor and the CMP actuator
magnet.

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Section 9 - CAM Phase & Individual Ignition 9 - 65

4. Remove the CMP sensor wire harness.

5. Remove the CMP sensor and O-ring seal.

Installation Procedure
1. Inspect the CMP O-ring seal for cuts or damage. If the seal is not cut or damaged, it may be used again.
2. Lubricate the O-ring seal with clean engine oil.

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9 - 66 Section 9 - CAM Phase & Individual Ignition

3. Install the O-ring seal onto the sensor.

4. Instal the CMP sensor to the front cover.
5. Install the CMP sensor wire harness.
6. Connect the CMP sensor wire harness electrical connectors to the CMP sensor and the CMP actuator magnet.

Notice: Refer to Fastener Notice .

7. Install the 3 CMP sensor wire harness bolts.

Tighten: Tighten the bolts to 12 N·m (106 lb in).
8. Connect the engine wiring harness electrical connector (1) to the CMP sensor wire harness.

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 Note: If this manual wears out from
normal use, Indmar will replace it at no
charge. Call 901-353-9930 for
replacement.

SMP0503-07

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