Ignition System - Service Information Chrysler Crossfire I final

Scheme 1

The High Energy Ignition (HEI) system uses one coil and two spark plugs per cylinder. Individual coils for each cylinder ensure consistent performance at high RPMs and allow individual cylinder spark control. Dual spark plugs provide more complete combustion, particularly near the cylinder walls, thus decreasing emissions. Also, HEI enhances combustion efficiency when firing mixtures diluted by EGR (Exhaust Gas Recirculation), which in turn improves overall efficiency and lowers emissions.

OPERATION - IGNITION SYSTEM

The ignition system for the 3.2L engine utilizes a Distributorless Ignition System design. The ignition system uses a separate ignition coil pack for each cylinder. The one piece coil pack bolts directly to the cylinder head cover. The coil packs are designed with two secondary towers for each spark plug wire. Rubber boots seal the secondary terminal ends of the spark plug wires. A separate electrical connector is used for each coil pack.

The camshaft position sensor is a hall effect device, and the crankshaft position sensor is an inductive device. The camshaft position sensor and crankshaft position sensor generate pulses that are inputs to the PCM. The PCM determines engine position from these sensors. The PCM calculates injector sequence and ignition timing based on crankshaft & camshaft position.

The two spark plugs per cylinder are fired slightly out of phase to prevent the cylinder pressures from rising too quickly, which could cause knocking. To prevent one spark plug from eroding more quickly than the other, they alternately lead each other. Under normal conditions, the timing is the same for all cylinders, but the timing can be delayed in individual cylinders if knocking is present in one or more.

Two knock sensors are used to control spark knock. Highly sensitive knock sensors can distinguish knocking conditions in individual cylinders and retard the ignition timing as needed on the cylinders that are knocking.

Note. All engines use a fixed ignition timing system. Basic ignition timing is not adjustable. All spark advance is determined by the Powertrain Control Module (PCM).

The following components make up the Ignition System

Spark Plugs

Each cylinder utilizes two spark plugs. The spark plugs use a platinum tip design for extended service life. The spark plugs are mounted directly across from each other in the cylinder head.

Ignition Coil Packs

Each cylinder has its own coil pack. The coil packs are a dual-coil design, utilizing two coils in one. Each coil pack has a single primary input, and two secondary outputs. The coils will fire simultaneously, or in phases. The six coil packs are mounted to the top of the cylinder head covers.

Spark Plug Cables

Each cylinder utilizes two spark plug cables. The cables are shielded for heat protection.

Camshaft Position Sensor

The Camshaft Position Sensor is a hall effect type sensor (3 wire). The Camshaft Sensor is used to identify cylinder #1 compression stroke. The Camshaft Position Sensor is mounted on the right front cylinder head.

Crankshaft Position Sensor

The Crankshaft Position Sensor is an inductive type sensor (2 wire). The Crankshaft Sensor is used to determine the crankshaft position and speed. The Crankshaft Position Sensor is mounted on the left rear of the cylinder block.

Knock Sensors

The knock sensors are Piezo type sensors. The engine is equipped with two knock sensors. The knock sensors monitor vibration of the crankcase, and act to control timing on the relevant cylinder. The Knock Sensors are mounted in the engine valley, just below the intake manifold.

Powertrain Control Module

The PCM uses inputs from the Camshaft Position Sensor, Crankshaft Position Sensor, Knock Sensors, Engine Coolant Temperature Sensor, and MAF Sensor (3.2L engine only) to trigger the Ignition Coils. The PCM is mounted in the engine compartment within the Control Module Box.

SPECIFICATIONS - SPARK PLUGS

SPECIFICATIONS - TORQUE

TORQUE SPECIFICATIONS

Scheme 2

The Camshaft Position Sensor is a hall effect type sensor (3 wire). The Camshaft Position Sensor is mounted on the front of the right cylinder head.

OPERATION - CAMSHAFT POSITION SENSOR

The Camshaft Position Sensor provides cylinder identification to the Powertrain Control Module (PCM). The sensor generates pulses. The PCM determines engine position from the Camshaft Position Sensor and Crankshaft Position Sensor inputs. The PCM uses the sensor inputs to determine ignition coil timing, and manage fuel injection synchronization.

The Camshaft Position Sensor is a hall effect type sensor. The Camshaft Position Sensor is used to determine when cylinder #1 is on the compression stroke.

Scheme 3

1. Disconnect the negative battery cable.
2. Disconnect the camshaft position sensor harness connector (1).
3. Remove the retaining bolt (2).
4. Remove the camshaft position sensor from the cylinder head.

Scheme 4

Note. Lubricate the camshaft position sensor O-ring with engine oil.

1. Inspect the camshaft position sensor O-ring (1) for damage.
2. Lubricate the camshaft position sensor O-ring as necessary.
3. Position the camshaft position sensor on the cylinder head.
4. Install the retaining bolt (2). Tighten the retaining bolt to 8 N.m (71 in. lbs.).
5. Connect the camshaft position sensor harness connector (1).
6. Connect the negative battery cable.

Scheme 5

The Ignition Coils are mounted on the cylinder head covers. They are connected to the spark plugs via short spark plug cables. The coils are a dual coil type construction. Utilizing two separate coils in one coil pack.

Scheme 6

The Ignition Coils are powered by Fuse 11 in the Underhood Accessory Fuse Block. The Powertrain Control Module (PCM) controls the current flow through the primary side of the coils by toggling the control circuits. The secondary voltage is generated when the primary current flow stops, and the magnetic field created by the current flow in the primary windings collapses. The collapsing magnetic field induces a voltage into the secondary windings and creates a high voltage surge that is sent to the spark plug wire.

Scheme 7

Each cylinder has a double coil set, and its own dedicated spark plug wire. The coils are controlled by the PCM. The coils can be fired simultaneously or in phases. The coils are phase-shift triggered, firing plugs A-B, then B-A, then A-B etc. The offset between the plug firing varies from 0° to 10°. Timing can be retarded by as much as 14.5°.

Scheme 8

Scheme 9

Scheme 10

1. Disconnect the negative battery cable (2).
2. Remove the air cleaner inlet tubes (2).
3. Remove the engine cover (1). Grasp both corners of the engine cover, and pull up firmly.
4. Disconnect the ignition coil wire harness connector (1).
5. Disconnect the spark plug cables (4) from the spark plugs.
6. Remove the ignition coil retaining bolt (2).
7. Remove the ignition coil (3) from the cylinder head cover.

Scheme 11

1. Position the ignition coil (3) on the cylinder head cover.
2. Install the ignition coil retaining bolt (2). Tighten the bolt to 8 N.m (71 in. lbs.).
3. Connect the ignition coil wire harness connector (1) to the coil pack. NOTE: When installing the spark plug cables, route the cables correctly. Failure to route the cables properly can cause improper spark plug phase-shift.
4. Install the spark plug cables to the appropriate coil tower (A & B) (coil side).
5. Install the spark plug cables to the appropriate spark plug location (G & K) (plug side). NOTE: Refer to the reference pad cast into the cylinder head cover to identify proper spark plug/spark plug cable orientation. NOTE: When installing spark plug cables, insure a positive connection is made. A snap should be felt when a good connection is made between the spark plug cable and the spark plug.
6. Insure a firm connection is made from the spark plug cables (2) to the spark plugs.
7. Install the engine cover (1). Align the engine cover retaining clips to the rubber mounts, and push down firmly to connect engine cover to rubber mounts. NOTE: To ease the installation of the engine cover, apply a small amount of lubricant to the engine cover rubber mounts.
8. Connect the negative battery cable.

Scheme 12

The 3.2L engine is equipped with two knock sensors. The knock sensors bolt onto the cylinder block below the intake manifold in the engine valley. They are designed to detect engine vibration that is caused by detonation.

OPERATION - KNOCK SENSOR

Two knock sensors are used on the 3.2L V-6. Highly sensitive knock sensors can distinguish knocking conditions in individual cylinders and retard the ignition timing on the cylinders that are knocking. This anti-knock control prevents damage to the engine and allows operation on lower grade fuel, but only in emergencies. Premium grade fuel is required under normal operating conditions to ensure full power and economy. When the knock sensor detects a knock in one of the cylinders, the sensor sends an input signal to the Powertrain Control Module (PCM). In response, the PCM retards ignition timing for the affected cylinder.

The voltage signal produced by the knock sensor increases with the amplitude of vibration. The PCM receives the knock sensor voltage signal as an input. If the signal rises above a predetermined level, the PCM will store that value in memory and retard ignition timing to reduce engine knock. If the knock sensor voltage exceeds a preset value, the PCM retards ignition timing for all cylinders.

Knock sensors contain a piezoelectric material which constantly vibrates and sends an input voltage (signal) to the PCM while the engine operates. As the intensity of the crystal's vibration increases, the knock sensor output voltage also increases.

The PCM ignores knock sensor input during engine idle conditions. Once the engine speed exceeds a specified value, knock retard is allowed.

Note. Over tightening or under tightening the knock sensor mounting bolts will affect knock sensor performance, possibly causing improper spark control. Always use the specified torque when installing the knock sensors.

Scheme 13

1. Remove the intake manifold from the engine. Refer to «REMOVAL»(ref-306563-S10108868292008121700000) .
2. Disconnect the wire harness connectors at the knock sensors (1).
3. Remove the retaining bolts.
4. Remove the knock sensors from the engine block.

INSTALLATION - KNOCK SENSOR

Note. The knock sensor bolt torque is higher than other sensors. If the proper torque is not applied to the knock sensor, driveability can be affected.

1. Position the knock sensors (1) on the engine block.
2. Install the knock sensor retaining bolts. Tighten the bolts to 20 N.m (15 ft. lbs.).
3. Connect the wire harness connectors.
4. Install the intake manifold. Refer to «INSTALLATION»(ref-306563-S16711987872008121700000) .

Scheme 14

The engine uses platinum tip resistor spark plugs. Platinum-tip spark plugs allow 100,000-mile (161,000-km) replacement intervals in normal service. They have resistance values of 6,000 to 20,000 ohms when checked with at least a 1000 volt tester. For spark plug identification and specifications, see SPECIFICATIONS .

Do not use an ohmmeter to check the resistance of the spark plugs. This will give an inaccurate reading.

Scheme 15

Spark plugs using either a single or double platinum tips have a recommended service life of 100,000 miles for normal driving conditions per schedule A in the service information. The spark plugs have a recommended service life of 75,000 miles for severe driving conditions. A thin platinum pad is welded to both or just the center electrode (2) end(s). Extreme care must be used to prevent spark plug cross threading, incorrect gapping, and ceramic insulator damage during plug removal and installation.

OPERATION - SPARK PLUGS

The engine uses platinum tip resistor spark plugs. Platinum tip spark plugs allow 100,000-mile (161,000-km) replacement intervals in normal service. They have resistance values of 6,000 to 20,000 ohms when checked with at least a 1000 volt tester.

For spark plug identification and specifications, see SPECIFICATIONS .

Do not use an ohmmeter to check the resistance of the spark plugs. This will give an inaccurate reading.

Spark plugs using either a single or double platinum tips have a recommended service life of 100,000 miles for normal driving conditions per schedule A in this service information . The spark plugs have a recommended service life of 75,000 miles for severe driving conditions. A thin platinum pad is welded to the center electrode (2) ends. Extreme care must be used to prevent spark plug cross threading, incorrect gapping, and ceramic insulator damage during plug removal and installation.

Remove the spark plugs and examine them for burned electrodes and fouled, cracked or broken porcelain insulators. Keep the spark plugs arranged in the order in which they were removed from the engine. An isolated spark plug displaying an abnormal condition indicates that a problem exists in the corresponding cylinder.

Spark plugs that have low mileage may be cleaned and reused if not otherwise defective. Adjust the gap between the electrodes to 1.00 mm (.039 in.).

Always tighten spark plugs to the specified torque. Over tightening can cause distortion resulting in a change in the spark plug gap or damage to the cylinder head. Tighten the spark plugs to 28 N.m (21 ft. lbs.).

Scheme 16

The few deposits present on the spark plug will probably be light tan or slightly gray in color. This is evident with most grades of commercial gasoline. There will not be evidence of electrode burning. Gap growth will not average more than approximately 0.025 mm (.001 in) per 3200 km (2000 miles) of operation. Spark plugs that have normal wear (1) can usually be cleaned, have the gap set and then be installed.

Some fuel refiners in several areas of the United States have introduced a manganese additive (MMT) for unleaded fuel. During combustion, fuel with MMT causes the entire tip of the spark plug to be coated with a rust colored deposit (2). This rust color can be misdiagnosed as being caused by coolant in the combustion chamber. Spark plug performance may be affected by MMT deposits.

COLD FOULING/CARBON FOULING

Cold fouling is sometimes referred to as carbon fouling. The deposits that cause cold fouling are basically carbon. A dry, black deposit on one or two plugs in a set may be caused by sticking valves or defective spark plug cables. Cold (carbon) fouling of the entire set of spark plugs may be caused by a clogged air cleaner element or repeated short operating times (short trips).

WET FOULING OR GAS FOULING

A spark plug coated with excessive wet fuel or oil is wet fouled. In older engines, worn piston rings, leaking valve guide seals or excessive cylinder wear can cause wet fouling. In new or recently overhauled engines, wet fouling may occur before break-in (normal oil control) is achieved. This condition can usually be resolved by cleaning with solvent and reinstalling the plugs.

Scheme 17

If one or more spark plugs are oil or oil ash encrusted, evaluate engine condition for the cause of oil entry into that particular combustion chamber.

Scheme 18

Electrode gap bridging may be traced to loose deposits in the combustion chamber. These deposits (2) accumulate on the spark plugs during continuous stop-and-go driving. When the engine is suddenly subjected to a high torque load, deposits partially liquefy and bridge the gap between electrodes (3). This short circuits the electrodes. Spark plugs with electrode gap bridging (1) should be replaced.

Scheme 19

Fuel scavenger deposits may be either white or yellow. They may appear to be harmful, but this is a normal condition caused by chemical additives in certain fuels. These additives are designed to change the chemical nature of deposits and decrease spark plug misfire tendencies. Notice that accumulation on the ground electrode (1) and shell area may be heavy, but the deposits are easily removed. Spark plugs with scavenger deposits can be considered normal in condition and can be cleaned using solvent.

Scheme 20

A chipped electrode insulator (3) usually results from bending the center electrode (2) while adjusting the spark plug electrode gap. Under certain conditions, severe detonation can also separate the insulator from the center electrode. Spark plugs with this condition must be replaced.

Scheme 21

Preignition damage is usually caused by excessive combustion chamber temperature. The center electrode (2) dissolves first and the ground electrode (1) dissolves somewhat later. Insulators appear relatively deposit free. Determine if the spark plug has the correct heat range rating for the engine. Determine if ignition timing is over advanced or if other operating conditions are causing engine overheating. (The heat range rating refers to the operating temperature of a particular type spark plug. Spark plugs are designed to operate within specific temperature ranges. This depends upon the thickness and length of the center electrode's porcelain insulator.)

Scheme 22

Overheating is indicated by a white or gray center electrode insulator that also appears blistered. The increase in electrode gap will be considerably in excess of the normal 0.025 mm (.001 in.) per 3200 km (2000 miles) of operation. This suggests that a plug with a cooler heat range rating should be used. Over advanced ignition timing, detonation and cooling system malfunctions can also cause spark plug overheating (1).

Scheme 23

Scheme 24

1. Twist and pull the metal clad spark plug cable boots (2) to remove them from the spark plugs. NOTE: Avoid allowing debris to fall into the spark plug holes during replacement.
2. Clean the cylinder head spark plug recesses (2) using low pressure compressed air. CAUTION: Do not use power tools to replace spark plugs. Damage to the cylinder head can result.
3. Use a rubber insulated spark plug socket and a hand ratchet to remove the spark plugs (1).
4. Remove the spark plugs (1) from the engine.

Scheme 25

1. Using a spark plug gap gauge (1), gap the spark plugs to 1.00 mm (.039 in.) before installation.
2. Start the spark plugs into the cylinder head by hand to avoid cross threading.
3. Tighten the spark plugs to 28 N.m (21 ft. lbs.). NOTE: When installing the spark plug cables, route the cables correctly. Failure to route the cables properly can cause improper spark plug phase-shift.
4. Install the spark plug cables to the appropriate spark plug location (G & K) (plug side). NOTE: Refer to the reference pad cast into the cylinder head cover to identify proper spark plug/spark plug cable orientation. NOTE: When installing spark plug cables, insure a positive connection is made. A snap should be felt when a good connection is made between the spark plug cable and the spark plug.
5. Insure a firm connection is made from the spark plug cables (2) to the spark plugs.

Scheme 26

Spark Plug cables, often referred to as secondary ignition wires, transfer electrical current from the electronic Ignition Coils to the individual spark plugs at each cylinder. The resistive spark plug cables are of nonmetallic construction. The cables provide suppression of radio frequency emissions from the ignition system.

Check the spark plug cable connections for good contact at the coil, and spark plugs. Terminals should be fully seated. The insulators should be in good condition and should fit tightly on the coil, and spark plugs. Spark plug cables with insulators that are cracked or torn must be replaced.

Clean Spark Plug cables with a cloth moistened with a non-flammable solvent. Wipe the cables dry. Check for brittle or cracked insulation. The spark plug cables and spark plug boots are made from high temperature materials.

SPARK PLUG CABLE

Always remove the spark plug cable by grasping the top of the spark plug insulator, turning the boot 1/2 turn and pulling straight up in a steady motion.

Failure to route the cables properly could cause improper phase-shifting of the spark plugs. Install spark plug insulators over spark plugs. Ensure the top of the spark plug insulator covers the upper end of the spark plug tube, then connect the other end to coil pack.

REMOVAL - SPARK PLUG CABLES

1. Remove the spark plug cable boot from the ignition coil (1).
2. Turn and pull the spark plug cable metal clad boot (2) from the spark plug.

INSTALLATION - SPARK PLUG CABLES

Note. When installing the spark plug cables, route the cables correctly. Failure to route the cables properly can cause improper spark plug phase-shift.

1. Install the spark plug cables to the appropriate coil tower (A & B) (coil side).
2. Install the spark plug cables to the appropriate spark plug location (G & K) (plug side). NOTE: Refer to the reference pad cast into the cylinder head cover to identify proper spark plug/spark plug cable orientation. NOTE: When installing spark plug cables, insure a positive connection is made. A snap should be felt when a good connection is made between the spark plug cable and the spark plug.
3. Insure a firm connection is made from the spark plug cables (2) to the spark plugs.

See also:
• SPECIFICATIONS