Fuel Injection System - Multi-Point Chrysler LeBaron II

COMPONENT TESTING

Note. Specific component testing information not available. Refer to any tests performed during REMOVAL & INSTALLATION or OVERHAUL procedures

DESCRIPTION

The Chrysler Multi-Point Electronic Fuel Injection system is an electronically controlled system which combines electronic fuel injection and electronic spark advance systems with a turbocharged intake system. The main sub-systems consist of: Air Induction, Fuel Delivery, Fuel Control, Emission Control, Logic Module, Power Module and Data Sensors.

The air induction system includes air cleaner, throttle body, throttle position sensor (TPS), automatic idle speed (AIS) motor and turbocharger assembly.

The fuel delivery system provides fuel from the fuel pump to the fuel control system. It also returns excess fuel to the fuel tank. The system consists of an in-tank electric fuel pump, fuel filter, 2 check valves and return line. Power is provided to operate the fuel pump through an automatic shut-down (ASD) relay from the power module.

The fuel control system handles the actual delivery of fuel into the engine. The fuel pressure regulator maintains a constant fuel pressure of 53 psi (3.7 kg/cm 2 ). In addition to the regulator, the system consists of the fuel rail and 4 fuel injectors.

Multi-Point Electronic Fuel Injection Components. Scheme 6

Emission systems controls, although directly operated by the logic module, are not unique to the multi-point EFI engine. These controls include EGR, aspirated air system, evaporative emission control and crankcase ventilation.

The logic module is a digital microprocessor computer. This module is the "brain" of the system. All calculations and control functions are performed by the logic module. The power module is a small computer that contains necessary circuitry to power the ignition coil and fuel injectors. This module supplies most of the operating current for the system.

Data sensors consist of various sensors and switches which provide the logic module with engine operating information. The computer analyzes this information and corrects air/fuel ratio, ignition timing, and emission control as needed to maintain efficient engine operation.

AIR INDUCTION

Air is drawn through the air cleaner and forced through the throttle body by the turbocharger. Wastegate is controlled by the logic module and can increase turbo boost to high levels for brief periods of time. The amount of air entering the engine is controlled by a cable operated throttle valve in the throttle body.

The throttle body houses the throttle position sensor (TPS) and automatic idle speed (AIS) motor. The TPS is an electrical resistor which is connected to the throttle valve. The TPS transmits a signal to the logic module in relation to throttle valve angle. From this signal, the module calculates fuel injector "ON" time to provide adequate air/fuel mixture.

The AIS motor controls the flow of air through the throttle body during engine idle. The motor opens and closes an air by-pass on the back of the throttle body to increase or decrease idle speed as engine load varies. The logic module monitors the AIS motor and issues a change command to the injectors to increase or decrease the amount of fuel injected.

FUEL DELIVERY

Fuel is drawn through a filter sock on one end of the fuel pump and is forced out the opposite end. Two check valves are used. One of the valves relieves internal fuel pump pressure and regulates maximum fuel pressure output.

The other check valve is located near pump outlet. It restricts fuel flow in either direction when pump is not running. Fuel not used by the engine is returned to the tank by a fuel return line.

Power to the fuel pump is supplied through the ASD relay of the power module. When the power module receives a signal from the distributor during engine cranking, the module grounds the ASD motor, closing the contacts of the ASD. When the contacts are closed, power is applied to the fuel pump.

Whenever the distributor signal is lost, the module opens the ASD motor, which cuts power supply to fuel pump. This is a safety feature designed to prevent fuel flow should the vehicle be involved in an accident or if the engine stalls.

Exploded View of Air Induction System. Scheme 7

FUEL CONTROL

The fuel control system handles the actual delivery of fuel into the engine. Fuel from the pump enters the fuel rail, passes injectors, and enters fuel pressure regulator.

The regulator maintains a constant fuel pressure in the system of 53 psi (3.7 kg/cm 2 ) by allowing excess fuel to return to the fuel tank. In addition to the regulator, the system consists of the fuel rail and 4 fuel injectors.

Fuel injectors are electrically operated solenoid valves which are powered by the power module and controlled by the logic module. The logic module determines injector pulse width, or "ON" time. The logic module sends this information to the power module which energizes the injectors for the required period of time.

Fuel Control Components. Scheme 8

EMISSION CONTROL

The logic module controls the purge and EGR solenoids. When engine temperature reaches 145°F (61°C), the logic module de-energizes the purge solenoid. When de-energized, ported vacuum flows to canister purge valve and fuel vapors vent to throttle body.

The EGR solenoid is operated in the same manner when engine temperature reaches 70°F (21°C). No EGR occurs during idle or wide open throttle.

LOGIC MODULE

The logic module is a digital microprocessor computer. The module receives input signals from various sensors, switches and components. This information is used by the computer to calculate fuel injector pulse width ("ON" time), spark advance, ignition dwell, idle speed, canister purge and EGR flow.

The module also monitors and tests input signals for accuracy. This monitoring is called "On Board Diagnostics". If a malfunction is found in a major sub-system, the information is stored in the module under a specific fault code for later diagnosis. When a fault is detected, the module energizes the Power Loss Lamp on the instrument panel.

When this lamp is lit on instrument panel, logic module goes into "Limp-In Mode" of operation. In this mode, the logic module is substituting information to allow the vehicle to be driven in for repairs. A significant loss of driveability usually occurs in this mode.

POWER MODULE

The power module contains necessary circuitry to power the ignition coil and fuel injectors. The automatic shutdown (ASD) relay is energized by the power module to activate the fuel pump, ignition coil and power module itself.

This computer also receives distributor signals. If no distributor signal is received by the computer, the ASD relay is not activated and power to the fuel pump and ignition coil is cut. The power module contains a voltage converter which reduces battery voltage to a constant 8 volt output to power the logic module and distributor.

Manifold Absolute Pressure (MAP) Sensor

The MAP sensor is located in the logic module. It monitors manifold vacuum via a vacuum line from the throttle body to the sensor. The sensor supplies the logic module with an electrical signal which keeps the module informed of manifold vacuum conditions and barometric pressure. This information is combined with data supplied by other sensors to determine correct air/fuel ratio.

Oxygen Sensor

The oxygen (O2) sensor is mounted in the exhaust manifold where it is exposed to exhaust gas flow. Its function is to monitor oxygen content of exhaust gases and to supply the logic module with a voltage signal directly proportional to this content.

If the oxygen content of exhaust gases is high (lean air/fuel mixture), the voltage signal to the logic module is low. As oxygen content decreases (mixture becomes richer), signal voltage increases.

In this way, the logic module is kept constantly informed of air/fuel ratio. It can then alter fuel injector "ON" time, in response to these signals, to obtain the best air/fuel ratio under any given operating conditions.

Temperature Sensors

There are 2 temperature sensors used on this system. The charge temperature sensor, mounted in the intake manifold, measures the temperature of incoming air/fuel mixture. The other sensor is used to measure engine coolant temperature. It is mounted in thermostat housing.

Information provided by these 2 sensors to the logic module allows the module to demand slightly richer air/fuel mixtures and higher idle speeds during cold engine operation.

If the coolant temperature sensor should fail, the information supplied by the charge temperature sensor is sufficient to determine engine operating temperature and engine warm-up cycles until the coolant temperature sensor can be replaced.

Throttle Position Sensor

The throttle position sensor (TPS) is an electric resistor which is activated by the movement of the throttle shaft. It is mounted on the throttle body and senses the angle of throttle blade opening.

A voltage signal is produced by the sensor which varies with this angle. This signal is transmitted to the logic module where it is used to adjust air/fuel ratio during acceleration, deceleration, idle, and wide open throttle conditions.

Knock Sensor

The knock sensor (detonation sensor) is mounted on the rear of the valve cover. The knock sensor picks up detonation vibration from the engine and converts it to an electrical signal for use by the power module.

The power module uses this information to inform the logic module that a change in ignition timing is required. The knock sensor allows for engine operation on either "premium" unleaded or "regular" unleaded fuel.

Engine Switches

Several switches provide operating information to the logic module. These include the neutral safety, electric backlight, air conditioning clutch, and brake light switches. When one or more of these switches supplies the logic module with an "ON" signal, the module signals the AIS motor to increase idle speed to a specific RPM.

With air conditioning on and the throttle blade above a specific angle, the wide open throttle cut-out relay prevents the air conditioning clutch from engaging until throttle blade angle is reduced.

PRELIMINARY CHECKS

Most driveability problems in the Chrysler multi-point EFI system result from faulty or poor wiring, or loose and/or leaking hose connections. To avoid unnecessary component testing, a visual check should be performed before beginning trouble shooting procedures to help spot these common faults. A preliminary visual check should include

1. Air ducts to air cleaner, from the air cleaner to turbocharger and from turbocharger to throttle body.
2. All component electrical connections must be clean, tight and unbroken.

Check vacuum lines for secure, leak-free connections in these areas

1. Throttle body.
2. EGR and purge solenoids (located on a common bracket at right rear corner of engine compartment).
3. Vapor canister.
4. PCV valve to turbocharger vacuum port.
5. Back pressure transducer.
6. MAP sensor.

Ensure that the following electrical connectors are securely attached

1. 25-way connectors (2) at logic module.
2. 3-way connector at MAP sensor.
3. 3-way and 1-way connectors at ASD relay.
4. 12-way and 10-way connectors at power module.
5. 4-way connector at EGR and purge solenoids.
6. 2-way connector at speed sensor (located in line with speedometer cable).
7. 2-way connector at charge temperature sensor.
8. 6-way connector at throttle body.
9. 2-way connector at each fuel injector.
10. O2 sensor connector.
11. 2-way connector at coolant temperature sensor.
12. 3-way connector at distributor.
13. 1-way connector at knock sensor (located at rear of valve cover).
14. Harness ground eyelet mounting to intake manifold.

LONG CRANK TIME & ROUGH IDLE AFTER HOT SOAK RESTART

Some 2.2L turbocharged engines with EFI may have a long crank time (3-6 seconds) and rough engine idle after hot soak restart. Engines affected have build dates before 1-452. Engine build date code may be found on left rear surface of valve cover below the throttle cable. Engine build date is the upper set of numbers.

The rough engine idle lasts about 1/2-1 1/2 minutes after 10-20 minute engine-off hot soak period. Condition is preceded by a 15-60 minute drive at highway speeds.

The long crank and rough idle are caused by the fuel injector housing contacting the intake manifold. With fuel rail assembly still installed in intake manifold, hold injector at wiring terminal and rotate it in the intake bore. The injector, once loosened, should rotate freely. If injector is difficult to rotate, injector housing-to-intake manifold can be suspected. Repeat procedure for other injectors. To correct this condition, use the following procedure

1. Remove fuel rail-to-valve cover bracket mounting screw. Loosen, but do not remove, 4 fuel rail-to-intake mounting screws. Remove fuel pressure regulator bracket-to-intake manifold mounting screws.
2. Loosen fuel rail from intake manifold just enough so that fuel injectors will not fall out of their bores in the manifold. Install fuel rail-to-intake manifold spacers (Part No. 4307245) between fuel rail and manifold mounting pads.
3. Tighten fuel rail-to-manifold mounting screws to 200-300 INCH lbs. (23-34 N.m.). Attach pressure regulator to manifold. Tighten attaching screws to 85-125 INCH lbs. (9-14 N.m.).
4. Attach fuel rail-to-valve cover bracket. Tighten mounting screws to 19-29 INCH lbs. (2-3 N.m.). Start vehicle and check for fuel leaks.

ERRATIC IDLE OR ACCELERATION SAG

An erratic idle or acceleration sag condition may exist on some vehicles with 2.2L EFI or turbo engines. Either condition may be caused by grease contamination of the throttle position sensor.

A replacement TPS is available to correct this condition. Use TPS repair package (PN 4179848) for turbo engines, and repair package (PN 4179849) for EFI engines. Before replacing the TPS, diagnose and repair the condition as follows

1. Connect positive voltmeter lead to pin 2 of logic module and negative lead to ground. Turn ignition to "ON" position. Check voltage at closed and open throttle positions. See TPS VOLTAGE SPECIFICATIONS chart for voltage specifications.
2. Connect positive voltmeter lead to pin 21 of logic module. Connect negative voltmeter lead to ground and turn the ignition to the "ON" position.
3. Check voltage at closed and open throttle positions. See TPS VOLTAGE SPECIFICATIONS chart for voltage specifications. If voltage readings are incorrect, go to step 4). If voltage readings are correct, TPS is functioning correctly.
4. Disconnect 6-way throttle body connector. Record connector wire positions for assembly reference. Remove wires from female section of connector and clean connector thoroughly.
5. Install new throttle position sensor onto throttle body. Ensure new "O" ring is properly positioned. Install 6 wires into connector. Fill connector with special grease (supplied in TPS repair package). Connect 6-way connector. Check vehicle operation.

TPS VOLTAGE SPECIFICATIONS

TPS VOLTAGE SPECIFICATIONS

FAULT CODES

The Chrysler multi-point EFI system is equipped with a self-diagnostic capability which stores certain "fault codes" in the logic module when system malfunctions occur. These codes may be recalled to aid in system diagnosis. See ENTERING ON-BOARD DIAGNOSIS under TESTING.

If the problem is repaired or no longer exists, the logic module cancels out the code after 30 ignition on/off cycles. The following list presents these codes and the system malfunctions which they represent.

Code 11

Indicates problem with distributor circuit. Appears if no distributor signal has been sent to logic module since restoration of battery voltage.

Code 12

Indicates memory standby power was recently lost. Appears if the battery feed to the logic module has been disconnected within the last 20-40 engine starts.

Code 13

Indicates a problem with MAP sensor pneumatic system. Appears if sensor vacuum level does not change between cranking and when engine starts.

Code 14

Indicates a problem with MAP sensor electrical system. Appears if MAP sensor signal is outside of .02-4.9 volt range.

Code 15

Indicates a problem with distance (speed) sensor circuit. Appears if sensor indicates less than 2 MPH when the vehicle is moving. Code valid only if sensed while vehicle is moving.

Code 16

Indicates loss of battery voltage sense. Appears if battery voltage drops below 4 or between 7.5-8.5 volts for more than 20 seconds.

Code 17

Indicates a problem in the knock sensor circuit. Appears when there is no knock signal above 5000 RPM for 3 seconds.

Code 21

Indicates a problem with O2 sensor feedback circuit. Appears if there is no O2 sensor signal for more than 22 seconds when in closed loop.

Code 22

Problem with Coolant Temperature Sensor circuit. Appears if sensor voltage is above 4.96 volts when the engine is cold or below .51 volts when engine is warm.

Code 23

Indicates problem with charge temperature circuit. Appears if the charge temperature sensor voltage is above 4.98 or below .06 volts.

Code 24

Indicates a problem with TPS circuit. Appears if the sensor signal is either below .16 volts or above 4.7 volts.

Code 25

Indicates a problem with AIS control circuit. Appears if proper voltage from AIS system is not present. An open harness or motor will not activate this code.

Code 26

Indicates problem in injector 1 circuit. Appears if injectors 1 and 2 do not fire correctly.

Code 27

Indicates problem in injector 2 circuit. Appears if injectors 3 and 4 do not fire correctly.

Code 31

Indicates a problem with Canister Purge Solenoid circuit. Appears if solenoid does not turn on and off when it should.

Code 32

Indicates a problem with Power Loss/Power Limit Lamp circuit. Appears when lamp does not turn on and off when it should.

Code 33

Indicates problem with the A/C Cut-Out Relay. Appears if the relay does not turn on and off as it should.

Code 34

Indicates problem in EGR solenoid circuit. Appears if solenoid does not turn on and off when it should.

Code 35

Indicates problem in the Radiator Fan Relay circuit. Appears if the relay does not turn on and off as it should.

Code 36

Indicates problem in wastegate control circuit. Appears if solenoid does not turn on and off when it should.

Code 37

Indicates a problem in the Barometric Read Only circuit. Appears if solenoid does not turn on and off when it should.

Code 41

Indicates a problem with charging system. Appears if field control fails to switch properly.

Code 42

Indicates a problem in the ASD relay circuit. Appears if control voltage of the relay pull-in coil in the power module is not correct.

Code 43

Indicates a problem in the spark interface circuit. Appears if the spark control interface fails to switch properly.

Code 44

Indicates battery temperature is out of range. Appears if battery temperature sensor signal is below .04 volts or above 4.9 volts.

Code 45

Indicates problem with overboost monitor. Appears when MAP sensor signal exceeds a predetermined amount of boost indication.

Code 46

Indicates problem with battery voltage sensing circuit. Appears if battery sense voltage is less than one volt below the desired control voltage for more than 20 seconds.

Code 47

Indicates problem with battery voltage sensing circuit. Appears if battery sense voltage is less than one volt below the desired control voltage for more than 20 seconds.

Code 51

Indicates oxygen feedback system is lean. Appears if system stays lean for more than 2 minutes.

Code 52

Indicates oxygen feedback system is rich. Appears if system stays rich for more than 2 minutes.

Code 53

Indicates an internal logic module problem. Appears if logic module fails.

Code 54

Indicates problem in distributor synch circuit. Appears if there is no distributor synch signal.

Code 55

This is the "end of message" code. This code will always appear as the final code after all other fault codes have been displayed.

Code 88

This will be the first code displayed. It indicates start of message, and appears on Diagnostic Readout Tool.

SYSTEM DIAGNOSIS

The self-diagnostic capabilities of this system, if properly utilized, can greatly simplify testing. If, at any time, the logic module receives an incorrect signal or no signal from either the coolant temperature sensor, MAP sensor or TPS, the Power Loss Lamp on the instrument panel is illuminated.

This lamp acts as a warning device to inform the operator that a malfunction in the system has occurred and immediate service is required. When certain malfunctions occur, the logic module enters the "Limp-In Mode".

In this mode, the logic module attempts to compensate for the failure of the particular component by substituting information from other sources. Ideally, this will allow the vehicle to be operated until proper repairs can be made.

If the Power Loss Lamp comes on, or if certain driveability or engine performance difficulties exist, the probable source of these difficulties may be determined by entering "On-Board Diagnosis" and recording the fault codes as they are displayed.

Once these codes are known, refer to the Trouble Shooting section to determine the questionable circuit. Then refer to the Component Connector Identification Charts to locate testing points for each circuit. Test circuits and repair or replace as needed.

ENTERING ON-BOARD DIAGNOSIS

1. Attach the Chrysler Diagnostic Readout Tool (C-4805) to diagnostic connector. The connector is located in the engine compartment near the right side strut tower.
2. If this test box is not available, codes may be read by counting the flashes of the Power Loss Lamp on the instrument panel.
3. Start engine (if possible). Move transmission shift lever through all positions, ending in Park. Turn A/C switch on, then off (if equipped).
4. Stop engine and, without starting it again, turn the key on, off, on, off and on. Record fault codes as displayed on Diagnostic Readout, or by counting flashes of the Power Loss Lamp.
5. Codes displayed by the lamp are indicated by a series of flashes. For example, code 23 is displayed as flash, flash, pause, flash, flash, flash. After a slightly longer pause, any other codes stored are displayed in numerical order.
6. The setting of a specific fault code is the result of a particular system failure, NOT a specific component. The existence of a particular code indicates the probable area of the malfunction, not necessarily the failed component itself.

SWITCH TEST

After all codes have been shown and Code 55 has indicated end of message, actuate the following component switches. When these switches are activated and released, the digital display on the Diagnostic Readout Tool must change. If not, check specific switch.

1. Brake pedal.
2. Shift gear selector from Park to Reverse and back to Park.
3. A/C switch (if equipped).

ACTUATOR TEST MODE (ATM)

Note. This test can only be performed with the Diagnostic Readout Tool (C-4805).

1. Put system into Diagnostic Test Mode and wait for code 55 to appear on display screen. Press ATM button on tool to activate display. If a specific ATM test is desired, hold ATM button down until test code appears.
2. The computer will continue to turn the selected circuit on and off for up to 5 minutes or until ATM button is pressed or ignition is turned off. If the ATM button is not pressed, the computer will continue to cycle the selected circuit for 5 minutes and then shut the system off.

ACTUATOR TEST DISPLAY CODES

FUEL SYSTEM PRESSURE TEST

1. Prior to working on fuel system, fuel pressure must be relieved in the following manner. Loosen gas cap to release any in-tank pressure. Remove wiring harness connector from any injector. Ground one terminal of that injector with a jumper wire.
2. Connect a jumper wire to other terminal of injector and touch positive terminal of battery for NO MORE than 10 seconds. Remove jumper wires and service fuel system.
3. To test fuel system pressure, remove fuel supply hose from throttle body. Connect pressure gauges (C-3292 and C-4749) between fuel filter hose and throttle body. Start engine.
4. If gauge reads 51-55 psi (3.6-3.9 kg/cm 2 ), pressure is correct and no further testing is required. Reinstall fuel hose using a new clamp.
5. If fuel pressure is too low, install pressure gauge between fuel filter hose and fuel line. Start engine. If pressure is now correct, replace fuel filter.
6. If no change is observed, gently squeeze return hose. If pressure increases, replace pressure regulator. If no change is observed, problem is either a plugged pump filter sock or defective fuel pump.
7. If fuel pressure is too high, remove fuel return hose from pressure regulator end. Connect another piece of hose and place other end of hose in clean container.
8. Start engine. If pressure is now correct, check for restricted fuel return line. If no change is observed, replace fuel regulator.

Logic Module Pin Identification - Connector 1. Scheme 9

Auto Shutdown Connector Terminal Identification. Scheme 10

Logic Module Pin Identification - Connector 2. Scheme 11

Throttle Body 6-Way Connector Terminal Identification. Scheme 12

Power Module Pin Identification 12-Pin Connector. Scheme 13

MAP Sensor Connector Terminal Identification. Scheme 14

2-Way Speed Sensor Connector Terminal Identification. Scheme 15

Coolant Temperature Sensor Connector Terminal ID. Scheme 16

Distributor Reference Connector Terminal Identification. Scheme 17

EGR/Purge Solenoid Connector Terminal Identification. Scheme 18

Power Module Pin Identification 10-Pin Connector. Scheme 19

Distributor Synch Connector Terminal Identification. Scheme 20

4-Way Wide Open Throttle A/C Relay Connector Terminal ID. Scheme 21

PRECAUTIONS

1. Before removing any fuel system components, system pressure must be relieved.
2. It is not necessary to remove the throttle body from the intake manifold to remove components.
3. If fuel hoses are to be replaced, only hose marked EFI/EFM may be used. DO NOT use aviation style hose clamps.
4. Always reassemble throttle body components with new "O" rings and seals where applicable. NEVER use lubricants on "O" rings or seals. If component assembly is difficult, use water to aid assembly.

Note. To release fuel system pressure, loosen gas cap. Remove wiring harness connector from injector and ground 1 injector terminal. Connect a jumper wire to other terminal and apply battery voltage for NO longer than 10 seconds.

Removal & Installation

1. Disconnect negative battery cable and 6-way throttle body connector. Remove 2 screws mounting throttle position sensor to throttle body. Unclip wiring clip from convoluted tube and remove mounting bracket.
2. Lift throttle position sensor off throttle shaft and remove "O" ring. Pull 3 TPS wires from the convoluted tubing.
3. Look inside the 6-way throttle body connector and lift locking tab with a small screwdriver for each TPS wire blade terminal. Remove each TPS wire blade terminal. Remove each blade from connector. To install, reverse removal procedure. Use new "O" ring.

1. Disconnect battery ground. Remove screws attaching air cleaner to throttle body. Loosen hose clamp and remove air cleaner adapter. Remove accelerator, speed control and transmission kickdown cables and return spring.
2. Remove throttle cable bracket from throttle body. Disconnect 6-way connector. Disconnect vacuum hoses from throttle body. Loosen screws attaching throttle body to intake manifold. Remove throttle body. Reverse removal procedure for installation.

Removal

1. Disconnect battery ground. Disconnect 6-way throttle body connector. Remove 2 screws that mount AIS to adapter. DO NOT remove the clamp on the AIS or damage will result.
2. Remove wiring clips and remove 2 AIS wires from the 6-way throttle body connector. Lift each locking tab with a small screwdriver and remove each blade terminal. Lift AIS from its adapter. Remove "O" rings carefully.

Installation

Install 2 new "O" rings on AIS. Carefully work AIS into its adapter. Install 2 mounting screws. Route AIS wiring to 6-way connector and install each wire blade terminal into the connector. Make sure the wires are inserted in correct locations. Connect wiring clips, 6-way connector and battery cable.

With fuel tank removed from vehicle, use a hammer and a brass punch to carefully tap lock ring counterclockwise and release pump. Remove fuel pump and "O" ring seal from tank. Discard old seal. To install, reverse removal procedure, making sure seal area is clean. Take care not to overtighten pump.

Remove right side kick panel. Remove 2 module mounting screws and wiring connectors. Remove module. To install, reverse removal procedure.

Remove air cleaner duct from power module. Remove battery. Remove 3 module mounting screws. Remove wiring connectors from module. Remove module. To install, reverse removal procedure.

Remove right kick panel. Remove vacuum hose and wiring harness from sensor. Remove sensor mounting screws. Remove sensor.

To install, reverse removal procedure and check that vacuum hose is attached to bulkhead nipple.

SPECIFICATIONS

Note. Specifications not available. Refer to specifications within appropriate REMOVAL & INSTALLATION or TESTING subject in this article.

Chrysler Multi-Point Fuel Injection Wiring Diagram. Scheme 22

See also:
• ENTERING ON-BOARD DIAGNOSIS
• REMOVAL & INSTALLATION
• TESTING