Ignition System - Service Information: Other Dodge Durango III

SPARK PLUGS

Scheme 13

The firing order for the 3.6L engine is 1 - 2 - 3 - 4 - 5 - 6.

Scheme 14

The firing order for the 5.7L V-8 is 1-8-4-3-6-5-7-2.

IGNITION COIL RESISTANCE - 3.6L

IGNITION COIL RESISTANCE - 5.7L

IGNITION TIMING

Ignition timing is not adjustable on any of the available engines.

Scheme 15

Scheme 16

1. Disconnect and isolate the negative battery cable.
2. Remove the cowl extension silencer (1). Refer to «SILENCER, COWL EXTENSION, REMOVAL»(ref-465921-S28830981762012042300000) .
3. Disconnect the ignition capacitor electrical connector (1).
4. Remove the mounting bolt (3) and the ignition capacitor (2).

5.7L

1. Using compressed air, blow out any dirt or contaminants from around the top of the spark plug. NOTE: Use dielectric grease on each of the spark plug boots before installing the coil.
2. Position the ignition coil(s) (1) into the valve cover and push onto the spark plug(s).
3. Install the ignition coil retaining bolts (2) and tighten to 7 N.m (62 in. lbs.).
4. Connect the electrical connector (1) to the ignition coil(s).

PCM OUTPUT

The ASD relay supplies battery voltage (12+ volts) to the fuel injectors and ignition coil(s). With certain emissions packages it also supplies 12-volts to the oxygen sensor heating elements.

The ground circuit for the coil within the ASD relay is controlled by the Powertrain Control Module (PCM). The PCM operates the ASD relay by switching its ground circuit on and off.

The ASD relay will be shut-down, meaning the 12-volt power supply to the ASD relay will be de-activated by the PCM if

1. The ignition key is left in the ON position. This is if the engine has not been running for approximately 1.8 seconds.
2. There is a crankshaft position sensor signal to the PCM that is lower than pre-determined values.

ASD SENSE - PCM INPUT

A 12 volt signal at this input indicates to the PCM that the ASD has been activated. The relay is used to connect the oxygen sensor heater element, ignition coil and fuel injectors to 12 volt + power supply.

This input is used only to sense that the ASD relay is energized. If the Powertrain Control Module (PCM) does not see 12 volts at this input when the ASD should be activated, it will set a Diagnostic Trouble Code (DTC).

The CMP sensor is used in conjunction with the crankshaft position sensor to differentiate between fuel injection and spark events. It is also used to synchronize the fuel injectors with their respective cylinders. The sensor generates electrical pulses. These pulses (signals) are sent to the Powertrain Control Module (PCM). The PCM will then determine crankshaft position from both the camshaft position sensor and crankshaft position sensor.

The tonewheel is located at the front of the camshaft. As the tonewheel rotates, notches pass through the sync signal generator.

When the cam gear is rotating, the sensor will detect the notches. Input voltage from the sensor to the PCM will then switch from a low (approximately 0.3 volts) to a high (approximately 5 volts). When the sensor detects a notch has passed, the input voltage switches back low to approximately 0.3 volts.

3.6L

The Camshaft Position (CMP) sensors are located at the rear of the cylinder head covers and are bolted to the cylinder head.

Scheme 17

1. Disconnect and isolate the negative battery cable.
2. If removing the LH CMP sensor, first remove the air inlet hose and upper intake manifold (2). Refer to «MANIFOLD, INTAKE, REMOVAL»(ref-465933-S24442072442012042300000) or «MANIFOLD, INTAKE, REMOVAL, 5.7L»(ref-465934-S15296552422012042300000) . NOTE: The RH CMP sensor is shown in illustration, the LH CMP sensor is similar. If removing both RH and LH CMP sensors, mark the sensors so they can be installed in their original locations.
3. Disconnect the electrical connector (1) from the CMP sensor.
4. Loosen the sensor mounting bolt (2).
5. Pull the sensor and mounting bolt from the cylinder head cover.
6. The O-ring seal (1) can be reused if not damaged.

Scheme 18

The Camshaft Position Sensor (CMP) (1) is located on the right side of the timing cover (2) near the engine thermostat housing.

Scheme 19

1. Disconnect the air cleaner and resonator assembly. Refer to «BODY, AIR CLEANER, REMOVAL»(ref-465933-S00984640022012042300000) or «BODY, AIR CLEANER, REMOVAL, 5.7L»(ref-465934-S30952154692012042300000) .
2. Disconnect the electrical connector (4) at the CMP sensor (1).
3. Remove the CMP sensor retaining bolt (3).
4. Using a slight rocking motion, carefully remove the CMP sensor (2) from the timing cover (1).
5. Check the condition of CMP sensor O-ring, replace as necessary.

Scheme 20

Scheme 21

Scheme 22

1. Clean out the camshaft position (CMP) sensor mounting bolt hole (2) in cylinder head.
2. The CMP sensor seal (1) can be reused if not damaged.
3. If required, install a new CMP sensor seal (2) in the cylinder head cover: Lubricate the CMP sensor seal inner and outer diameters with clean engine oil. Place the CMP sensor seal (2) on the Cam Sensor/Spark Plug Tube Seal Installer (special tool #10256, Installer, Cam Installer, Cam Sensor/ Spark Plug Tube Seal) (1). Push the seal into the cylinder head cover until the base of the seal is seated. Remove the tool. NOTE: A properly installed CMP sensor seal (1) will have a 1.5 - 2.0 mm (0.06 - 0.08 in.) gap (2) between the cylinder head cover and the seal upper flange.
4. The sensor mounting bolt O-ring (1) can be reused if not damaged.
5. Apply a small amount of engine oil to the sensor mounting bolt O-ring (1). NOTE: The RH CMP sensor is shown in illustration, the LH CMP sensor is similar. If both RH and LH CMP sensors where removed, install them into their original locations.
6. Install the CMP sensor to the cylinder head. Tighten the mounting bolt (2) to 9 N.m (80 in. lbs.).
7. Connect the electrical connector (1) to the sensor.
8. Following installation of the LH CMP sensor, install the upper intake manifold (1) and air inlet hose. Refer to «MANIFOLD, INTAKE, INSTALLATION»(ref-465933-S35388430622012042300000) or «MANIFOLD, INTAKE, INSTALLATION, 5.7L»(ref-465934-S40332744012012042300000) .
9. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).

Note. The Cam/Crank Variation Relearn procedure must be performed using the scan tool anytime there has been a repair/replacement made to a powertrain system, for example: flywheel, valvetrain, camshaft and/or crankshaft sensors or components.

1. Clean out the machined hole in the timing cover.
2. Install the CMP sensor (2) into the timing cover with a slight rocking motion. Do not the twist sensor into position as damage to O-ring may result. CAUTION: Before tightening the CMP sensor retaining bolt, be sure the sensor is completely flush to the timing cover. If the sensor is not flush, damage to the sensor mounting tang may result.
3. Install the retaining bolt (3) and tighten to 12 N.m (9 ft. lbs.).
4. Connect the electrical connector (4) to the CMP sensor (1).
5. Install the air cleaner and resonator assembly. Refer to «BODY, AIR CLEANER, INSTALLATION»(ref-465933-S30773472812012042300000) or «BODY, AIR CLEANER, INSTALLATION, 5.7L»(ref-465934-S26716388022012042300000) .

Scheme 23

Note. The forward sensor (1) is known to the powertrain control module (PCM) as knock sensor 1. The rear sensor (3) is known to the PCM as knock sensor 2.

The 3.6L engine uses two knock sensors (1, 3) and are bolted to the cylinder block under the intake manifold.

Scheme 24

The 5.7L engine uses two knock sensors (1) and are bolted to each side of the cylinder block (outside) under each exhaust manifold (3).

Note. The forward sensor (1) is known to the powertrain control module (PCM) as knock sensor 1. The rear sensor (3) is known to the PCM as knock sensor 2.

1. Perform the fuel pressure release procedure. Refer to «FUEL DELIVERY, GAS, STANDARD PROCEDURE»(ref-465971-S02093746452012042300000) .
2. Disconnect and isolate the negative battery cable.
3. Drain the cooling system. Refer to «STANDARD PROCEDURE»(ref-465940-S34230748332012042300000) .
4. Remove the air cleaner housing assembly, upper and lower intake manifolds and the oil filter housing. Refer to «HOUSING, OIL FILTER, REMOVAL»(ref-465933-S39434204872012042300000) .
5. Remove the electrical connector (4). NOTE: There may be a foam strip on the bolt threads. This foam is used only to retain the bolts to the sensors for plant assembly. It is not used as a sealant. Do not apply any adhesive, sealant or thread locking compound to these bolts.
6. Remove the mounting bolt (2) and knock sensor 1 (1) or knock sensor 2 (3).

Two knock sensors (1) are used. Each sensor is bolted to the outside of the cylinder block below the exhaust manifold(s) (3).

1. Raise and support the vehicle.
2. Disconnect the knock sensor electrical connector(s) (5).
3. Remove the knock sensor retaining bolt(s) (2). NOTE: Note the foam strip on bolt threads. This foam strip is used only to retain the bolts to the sensors for plant assembly. It is not used as a sealant. Do not apply any adhesive, sealant or thread locking compound to these bolts.
4. Remove the knock sensor(s) (1) from the cylinder block.

Note. The forward sensor (1) is known to the powertrain control module (PCM) as knock sensor 1. The rear sensor (3) is known to the PCM as knock sensor 2.

1. Thoroughly clean the knock sensor mounting holes. NOTE: Over or under tightening the sensor mounting bolts will affect knock sensor performance, possibly causing improper spark control. Always use the specified torque when installing the knock sensors. The torque specification for the knock sensor bolt is less than the typical 8 mm bolt. NOTE: There may be a foam strip on the bolt threads. This foam is used only to retain the bolts to the sensors for plant assembly. It is not used as a sealant. Do not apply any adhesive, sealant or thread locking compound to these bolts.
2. Install knock sensor 1 (1) or knock sensor 2 (3) with mounting bolt (2). Tighten the mounting bolt to 22 N.m (16 ft. lbs.).
3. Connect the electrical connector (4).
4. Install the oil filter housing, upper and lower intake manifolds and air cleaner housing assembly. Refer to «HOUSING, OIL FILTER, INSTALLATION»(ref-465933-S25165698582012042300000) .
5. If removed, install the oil filter and fill the engine crankcase with the proper oil to the correct level. Refer to «LUBRICATION»(ref-465933-S00156300242012042300000) or «LUBRICATION»(ref-465934-S35129064232012042300000) .
6. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
7. Fill the cooling system. Refer to «STANDARD PROCEDURE»(ref-465940-S34230748332012042300000) .
8. Operate the engine until it reaches normal operating temperature. Check cooling system for correct fluid level. Refer to «STANDARD PROCEDURE»(ref-465940-S34230748332012042300000) .

1. Thoroughly clean the knock sensor(s) mounting hole.
2. Install the knock sensor(s) (1) into the cylinder block. NOTE: Over or under tightening the sensor mounting bolts will affect knock sensors performance, possibly causing improper spark control. Always use the specified torque when installing the knock sensors. The torque for the knock sensor bolt is relatively light for an 8 mm bolt (2). NOTE: Note foam strip on bolt threads. This foam is used only to retain the bolts to sensors for plant assembly. It is not used as a sealant. Do not apply any adhesive, sealant or thread locking compound to these bolts.
3. Position the knock sensor(s) (1), install the retaining bolt(s) (2) and tighten to 20 N.m (15 ft. lbs.).
4. Install the electrical connector(s) (5).

Scheme 25

The 3.6L engine is equipped with Variable Valve Timing (VVT). This system adjusts the timing of all four camshafts independently using solenoids and oil control valves to direct oil pressure into the camshaft phaser assemblies. The camshaft phaser assembly advances and/or retards camshaft timing to improve engine performance, mid-range torque, idle quality, fuel economy, and reduce emissions. The four VVT solenoids are located on the front of the cylinder head covers. The pintle should move freely within the solenoid body. Do not attempt to disassemble the solenoids, they are not serviceable. The solenoids are identical but should be installed in the same location as removed.

Scheme 26

Camshaft phaser position is adjusted using regulated oil pressure through an Oil Control Valve (OCV) (3). To begin Phaser movement, the Powertrain Control Module (PCM) applies a pulse-width modulated voltage signal to the VVT solenoid (1) to extend or retract the solenoid pintle (4). The pintle pushes against an internal spool valve (2) within the OCV moving the valve forwards and backwards to direct oil flow. The position of the spool inside the OCV determines which ports and chambers inside the phaser are being fed, either to advance the timing of the phaser sprocket relative to the camshaft, retard it, or hold a desired position. Refer to ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL CONTROL VALVE, OPERATION .

The Camshaft Position (CMP) sensor monitors the position of the camshaft with respect to the crankshaft and provides feedback to the PCM.

Scheme 27

Scheme 28

1. Disconnect and isolate the negative battery cable.
2. Disconnect the electrical connector (2) from the Inlet Air Temperature (IAT) sensor.
3. Loosen the clamp (1) at the throttle body.
4. Loosen the clamp (4) at the air cleaner body.
5. Remove the air inlet hose (3). NOTE: Mark the variable valve timing solenoid connectors (1) with a paint pen or equivalent so that they may be reinstalled in their original locations.
6. Mark the intake variable valve timing solenoid (4) and the exhaust variable valve timing solenoid (2) with a paint pen or equivalent so that they may be reinstalled in their original locations.
7. Disconnect the electrical connector (1) from the variable valve timing solenoid.
8. Remove the variable valve timing solenoid mounting bolts (3).
9. Pull the variable valve timing solenoid from the cylinder head cover.
10. The seal (1) can be reused if not damaged.

Scheme 29

1. Disconnect and isolate the negative battery cable. NOTE: Mark the variable valve timing solenoid connectors (1) with a paint pen or equivalent so that they may be reinstalled in their original locations.
2. Mark the intake variable valve timing solenoid (2) and the exhaust variable valve timing solenoid (4) with a paint pen or equivalent so that they may be reinstalled in their original locations.
3. Disconnect the electrical connector (1) from the variable valve timing solenoid.
4. Remove the variable valve timing solenoid mounting bolts (3).
5. Pull the variable valve timing solenoid from the cylinder head cover.
6. The seal (1) can be reused if not damaged.

LEFT VVT SOLENOID(S)

1. Install the variable valve timing solenoid seals (1). The seals can be reused if not damaged.
2. Refer to the markings made at disassembly and install the intake variable valve timing solenoid (4) and the exhaust variable valve timing solenoid (2) in their original locations.
3. Install the variable valve timing solenoid mounting bolts (3) and tighten to 4 N.m (35 in. lbs.).
4. Connect the electrical connector (1) to the variable valve timing solenoid.
5. Install the air inlet hose (3) to the air cleaner body and the throttle body. Tighten the clamps (1) and (4) to 4 N.m (35 in. lbs.).
6. Connect the electrical connector (2) to the Inlet Air Temperature (IAT) sensor.
7. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).

Note. The Cam/Crank Variation Relearn procedure must be performed using the scan tool anytime there has been a repair/replacement made to a powertrain system, for example: flywheel, valvetrain, camshaft and/or crankshaft sensors or components.

RIGHT VVT SOLENOID(S)

1. Install the variable valve timing solenoid seals (1). The seals can be reused if not damaged.
2. Refer to the markings made at disassembly and install the intake variable valve timing solenoid (2) and the exhaust variable valve timing solenoid (4) in their original locations.
3. Install the variable valve timing solenoid mounting bolts (3) and tighten to 4 N.m (35 in. lbs.).
4. Connect the electrical connector (1) to the variable valve timing solenoid.
5. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).

Note. The Cam/Crank Variation Relearn procedure must be performed using the scan tool anytime there has been a repair/replacement made to a powertrain system, for example: flywheel, valvetrain, camshaft and/or crankshaft sensors or components.

Note. The LH ignition coils are shown in illustration, the RH ignition coils are similar.

Scheme 30

1. Remove the ignition coil (2). Refer to «COIL, IGNITION, REMOVAL»(ref-465970-S23319521922012042300000) .
2. Prior to removing the spark plug, spray compressed air into the cylinder head opening. This will help prevent foreign material from entering combustion chamber. CAUTION: The spark plug tubes (1) are a thin wall design. Avoid damaging the spark plug tubes. Damage to the spark plug tube can result in oil leaks.
3. Remove the spark plug from the cylinder head using a quality thin wall socket with a rubber or foam insert.
4. Inspect the spark plug condition.

1. Remove the necessary air filter tubing and air intake components at the top of the engine and at the throttle body.
2. Prior to removing the ignition coil, spray compressed air around coil base at the cylinder head.
3. Remove the ignition coil (1).
4. Prior to removing the spark plug, spray compressed air into the cylinder head opening.
5. Remove the spark plug from the cylinder head using a quality socket with a rubber or foam insert.
6. Inspect spark plug condition.

Scheme 31

1. Check and adjust the spark plug gap with a gap gauging tool (1). Refer to «SPECIFICATIONS»(ref-465970-S20540068232012042300000) . CAUTION: Special care should be taken when installing spark plugs into the cylinder head spark plug wells. Be sure the plugs do not drop into the plug wells as electrodes can be damaged. CAUTION: The spark plug tubes (1) are a thin wall design. Avoid damaging the spark plug tubes. Damage to the spark plug tube can result in oil leaks.
2. Start the spark plug into the cylinder head by hand to avoid cross threading. CAUTION: Spark plug torque is critical and must not exceed the specified value. Overtightening stretches the spark plug shell reducing its heat transfer capability resulting in possible catastrophic engine failure.
3. Tighten the spark plugs to 17.5 N.m (13 ft. lbs.). NOTE: The LH ignition coils are shown in illustration, the RH ignition coils are similar.
4. Install the ignition coil (2). Refer to «COIL, IGNITION, INSTALLATION»(ref-465970-S34325091672012042300000) .

Scheme 32

1. To aid in the coil installation, apply silicone based grease such as Mopar® Dielectric Grease into the spark plug end of the ignition coil rubber boots. Also apply this grease to the tops of spark plugs.
2. Check and adjust the spark plug gap with a gap gauging tool (1). See «SPECIFICATIONS»(ref-465970-S20540068232012042300000) for plug gap.
3. Start the spark plug into the cylinder head by hand to avoid cross threading. Special care should be taken when installing spark plugs into the cylinder head spark plug wells. Be sure the plugs do not drop into the plug wells as electrodes can be damaged. NOTE: Always tighten spark plugs to the specified torque. Certain engines use torque sensitive spark plugs. It is a good practice to always tighten spark plugs to a specific torque. Over tightening can cause distortion resulting in a change in the spark plug gap, or a cracked porcelain insulator. Refer to «SPECIFICATIONS»(ref-465970-S20540068232012042300000) .
4. Install the ignition coil (1). Refer to «COIL, IGNITION, INSTALLATION»(ref-465970-S34325091672012042300000) .
5. Install necessary air filter tubing and air intake components to the top of the engine and to the throttle body.

Scheme 33

This vehicle is equipped with a Wireless Ignition Node (WIN) (1). The WIN, along with the FOB with Integrated Key (FOBIK) are the primary components of the keyless ignition system. The only visible component of the WIN is the ignition switch (5) located on the face of the instrument panel just to the inboard side of the steering column. The remainder of the WIN including its mounting provisions and electrical connections are concealed within the instrument panel.

The WIN housing is constructed of molded black plastic and includes four integral mounting bosses (4), which are secured to the instrument panel structure with screws. Two connector receptacles are integral to the back of the switch housing. One (3) connects the WIN to the vehicle electrical system through a dedicated takeout and connector of the instrument panel wire harness. The other (2) is a dedicated connector for the coaxial cable input from the optional remote start system external antenna module.

In addition to replacing a conventional keyed ignition switch, the WIN is an integrated electronic receiver that serves as the base station in the vehicle. It communicates with other electronic modules in the vehicle over the Controller Area Network (CAN) data bus.

The WIN interfaces with the Remote Keyless Entry (RKE) FOBIK and the Tire Pressure Monitor (TPM) sensors (if equipped) using Radio Frequency (RF) communication, with the Sentry Key Immobilizer System (SKIS) transponder within the FOBIK using Low Frequency (LF) RF communication. It also communicates with the TPM trigger transponders (if equipped) and electronic shaft lock module (if equipped) using a Local Interface Network (LIN) data bus connection.

The WIN provides a switched 12-volt source through an isolated switch for the electronic shaft lock module required for certain export market vehicles and contains a key removal inhibit solenoid, an electronic Brake Transmission Shift Interlock (BTSI) solenoid, a key-in warning contact and it serves as the real time vehicle clock by transmitting the clock information to other electronic modules over the CAN data bus.

The WIN cannot be adjusted or repaired, but is flash update capable. If ineffective or damaged the entire WIN must be replaced. Refer to RECEIVER, WIRELESS IGNITION NODE, REMOVAL .