Ignition Control Dodge Pickup R1500

DESCRIPTION

The ignition system is controlled by the Powertrain Control Module (PCM) on all engines.

3.7L V-6 ENGINE

The 3.7L V-6 engine uses a separate ignition coil for each cylinder. The one-piece coil bolts directly to the cylinder head. Rubber boots seal the secondary terminal ends of the coils to the top of all 6 spark plugs. A separate electrical connector is used for each coil.

Because of coil design, spark plug cables (secondary cables) are not used. A distributor is not used with the 3.7L engine.

Two knock sensors (one for each cylinder bank) are used to help control spark knock.

The Auto Shutdown (ASD) relay provides battery voltage to each ignition coil.

The ignition system consists of

1. 6 Spark Plugs
2. 6 Separate Ignition Coils
3. 2 Knock Sensors
4. Powertrain Control Module (PCM)
5. Also to be considered part of the ignition system are certain inputs from the Crankshaft Position, Camshaft Position, Throttle Position, 2 knock and MAP Sensors

4.7L V-8 ENGINE

The 4.7L V-8 engine uses a separate ignition coil for each cylinder. The one-piece coil bolts directly to the cylinder head. Rubber boots seal the secondary terminal ends of the coils to the top of all 8 spark plugs. A separate electrical connector is used for each coil.

Because of coil design, spark plug cables (secondary cables) are not used. A distributor is not used with the 4.7L engine.

Two knock sensors (one for each cylinder bank) are used to help control spark knock.

The Auto Shutdown (ASD) relay provides battery voltage to each ignition coil.

The ignition system consists of

1. 8 Spark Plugs
2. 8 Separate Ignition Coils
3. 2 Knock Sensors
4. Powertrain Control Module (PCM)
5. Also to be considered part of the ignition system are certain inputs from the Crankshaft Position, Camshaft Position, Throttle Position, 2 knock and MAP Sensor

5.7L V-8 ENGINE

For additional information, also refer to Ignition Coil Description and Operation .

The 5.7L V-8 engine is equipped with 16 spark plugs. Two plugs are used for each cylinder. The 5.7L is also equipped with 8 separate and independent ignition coils. The one-piece coil bolts directly to the cylinder head cover and attaches the coils secondary output terminal directly to a spark plug using a rubber boot seal. Each coil is also equipped with a second output terminal. This second terminal connects a conventional spark plug cable directly to a spark plug on the opposite cylinder bank. A separate primary electrical connector is used for each coil.

Eight conventional spark plug cables are used with the 5.7L. These cables connect a coil on one cylinder bank, directly to a spark plug on the opposite cylinder bank. The cables are placed and routed in a special plastic loom to keep them separated. This loom is clipped to the intake manifold. To prevent a missmatch of cables, a corresponding spark plug / coil number is displayed on each plug cable: 1/6, 2/3, 4/7 and 5/8. These numbers can also be found on the top of the intake manifold to the right of the throttle body (Scheme 1)

Two knock sensors (one for each cylinder bank) are used to help control spark knock.

The 5.7L engine will not use a conventional distributor.

The ignition system consists of

Scheme 1

1. 16 Spark Plugs (2 per cylinder)
2. 8 Separate, Dual-Secondary Output, Ignition Coils
3. 2 Knock Sensors
4. 8 Secondary Ignition Cables
5. Powertrain Control Module (PCM)
6. Also to be considered part of the ignition system are certain inputs from the Crankshaft Position, Camshaft Position, Throttle Position, 2 knock and MAP Sensors

TORQUE

TORQUE SPECIFICATIONS

ENGINE FIRING ORDER - 3.7L V-6

1-6-5-4-3-2

Scheme 2

FIRING ORDER/CABLE ROUTING - 5.7L V-8 ENGINE

Eight conventional spark plug cables are used with the 5.7L. These cables connect a coil on one cylinder bank, directly to a spark plug on the opposite cylinder bank. The cables are placed and routed in a special plastic loom to keep them separated. This loom is clipped to the intake manifold. To prevent a miss-match of cables, a corresponding spark plug / coil number is displayed on each plug cable: 1/6, 2/3, 4/7 and 5/8. These numbers can also be found on the top of the intake manifold to the right of the throttle body (Scheme 3)

Scheme 3

8.3L - FIRING ORDER

1-10-9-4-3-6-5-8-7-2

Scheme 4

Scheme 5

SPARK PLUG CABLE RESISTANCE

SPARK PLUG CABLE RESISTANCE (EXCEPT 8.3L)

SPARK PLUG CABLE RESISTANCE (8.3L)

SPARK PLUGS

SPARK PLUGS

IGNITION COIL RESISTANCE - 3.7L V-6

IGNITION COIL RESISTANCE - 3.7L V-6

IGNITION COIL RESISTANCE - 4.7L V-8

IGNITION COIL RESISTANCE - 4.7L V-8

IGNITION COIL RESISTANCE - 5.7L V-8

IGNITION COIL RESISTANCE - 5.7L V-8

IGNITION COIL RESISTANCE - 8.3L

IGNITION COIL RESISTANCE - 8.3L

IGNITION TIMING

Ignition timing is not adjustable on any engine.

DESCRIPTION - PCM OUTPUT

The 5-pin, 12-volt, Automatic Shutdown (ASD) relay is located in the Power Distribution Center (PDC). Refer to label on PDC cover for relay location.

OPERATION - 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

Scheme 6

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.

OPERATION - 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).

DIAGNOSIS AND TESTING - ASD AND FUEL PUMP RELAYS

The following description of operation and tests apply only to the Automatic Shutdown (ASD) and fuel pump relays. The terminals on the bottom of each relay are numbered. Two different types of relays may be used, (Scheme 6) or (Scheme 7)

Scheme 7

1. Terminal number 30 is connected to battery voltage. For both the ASD and fuel pump relays, terminal 30 is connected to battery voltage at all times.
2. The PCM grounds the coil side of the relay through terminal number 85.
3. Terminal number 86 supplies voltage to the coil side of the relay. ASD & FUEL PUMP RELAY TERMINALS LEGEND NUMBER IDENTIFICATION 30 COMMON FEED 85 COIL GROUND 86 COIL BATTERY 87 NORMALLY OPEN 87A NORMALLY CLOSED
4. When the PCM de-energizes the ASD and fuel pump relays, terminal number 87A connects to terminal 30. This is the Off position. In the off position, voltage is not supplied to the rest of the circuit. Terminal 87A is the center terminal on the relay.
5. When the PCM energizes the ASD and fuel pump relays, terminal 87 connects to terminal 30. This is the On position. Terminal 87 supplies voltage to the rest of the circuit.

The following procedure applies to the ASD and fuel pump relays.

1. Remove relay from connector before testing.
2. With the relay removed from the vehicle, use in ohmmeter to check the resistance between terminals 85 and 86. The resistance should be 75 ohms +/- 5 ohms.
3. Connect the ohmmeter between terminals 30 and 87A. The ohmmeter should show continuity between terminals 30 and 87A.
4. Connect the ohmmeter between terminals 87 and 30. The ohmmeter should not show continuity at this time.
5. Connect one end of a jumper wire (16 gauge or smaller) to relay terminal 85. Connect the other end of the jumper wire to the ground side of a 12 volt power source.
6. Connect one end of another jumper wire (16 gauge or smaller) to the power side of the 12 volt power source. Do not attach the other end of the jumper wire to the relay at this time. WARNING: DO NOT ALLOW OHMMETER TO CONTACT TERMINALS 85 OR 86 DURING THIS TEST. DAMAGE TO OHMMETER MAY RESULT.
7. Attach the other end of the jumper wire to relay terminal 86. This activates the relay. The ohmmeter should now show continuity between relay terminals 87 and 30. The ohmmeter should not show continuity between relay terminals 87A and 30.
8. Disconnect jumper wires.
9. Replace the relay if it did not pass the continuity and resistance tests. If the relay passed the tests, it operates properly. Check the remainder of the ASD and fuel pump relay circuits. Refer to appropriate SYSTEM WIRING DIAGRAMS article.

REMOVAL

The ASD relay is located in the Power Distribution Center (PDC) (Scheme 8) Refer to label on PDC cover for relay location.

Scheme 8

1. Remove PDC cover.
2. Remove relay from PDC.
3. Check condition of relay terminals and PDC connector terminals for damage or corrosion. Repair if necessary before installing relay.
4. Check for pin height (pin height should be the same for all terminals within the PDC connector). Repair if necessary before installing relay.

INSTALLATION

The ASD relay is located in the Power Distribution Center (PDC) (Scheme 8) Refer to label on PDC cover for relay location.

1. Install relay to PDC.
2. Install cover to PDC.

3.7L V-6

The Camshaft Position Sensor (CMP) on the 3.7L 6-cylinder engine is bolted to the right-front side of the right cylinder head.

4.7L V-8

The Camshaft Position Sensor (CMP) on the 4.7L V-8 engine is bolted to the right-front side of the right cylinder head.

5.7L V-8

The Camshaft Position Sensor (CMP) on the 5.7L V-8 engine is located below the generator on the timing chain / case cover on the right/front side of engine.

5.9L Diesel

The Camshaft Position Sensor (CMP) on the 5.9L diesel engine is located below the fuel injection pump. It is bolted to the back of the timing gear cover.

The Camshaft Position Sensor (CMP) sensor on the 3.7L V-6 engine contains a hall effect device referred to as a sync signal generator. A rotating target wheel (tonewheel) for the CMP is located at the front of the camshaft for the right cylinder head (Scheme 9) This sync signal generator detects notches located on a tonewheel. As the tonewheel rotates, the notches pass through the sync signal generator. The signal from the CMP sensor is used in conjunction with the Crankshaft Position Sensor (CKP) to differentiate between fuel injection and spark events. It is also used to synchronize the fuel injectors with their respective cylinders.

Scheme 9

When the leading edge of the tonewheel notch enters the tip of the CMP, the interruption of magnetic field causes the voltage to switch high, resulting in a sync signal of approximately 5 volts.

When the trailing edge of the tonewheel notch leaves then tip of the CMP, the change of the magnetic field causes the sync signal voltage to switch low to 0 volts.

The CMP sensor on the 4.7L engine contains a hall effect device called a sync signal generator to generate a fuel sync signal. This sync signal generator detects notches located on a tonewheel. The tonewheel is located at the front of the camshaft for the right cylinder head (Scheme 10) As the tonewheel rotates the notches pass through the sync signal generator. The pattern of the notches (viewed counter-clockwise from front of engine) is: 1 notch, 2 notches, 3 notches, 3 notches, 2 notches 1 notch, 3 notches and 1 notch. The signal from 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.

Scheme 10

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 (Scheme 11) As the tonewheel rotates, notches (Scheme 8) 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.

Scheme 11

The Camshaft Position Sensor (CMP) contains a hall effect device. A rotating target wheel (tonewheel) for the CMP is located on the front timing gear. This hall effect device detects notches located on the tone-wheel. As the tonewheel rotates, the notches pass the tip of the CMP.

When the leading edge of the tonewheel notch passes the tip of the CMP, the following occurs: The interruption of magnetic field causes the voltage to switch high resulting in a signal of approximately 5 volts.

When the trailing edge of the tonewheel notch passes the tip of the CMP, the following occurs: The change of the magnetic field causes the signal voltage to switch low to 0 volts.

The CMP (Scheme 12) provides a signal to the Engine Control Module (ECM) at all times when the engine is running. The ECM uses the CMP information primarily on engine start-up. Once the engine is running, the ECM uses the CMP as a backup sensor for engine speed. The Crankshaft Position Sensor (CKP) is the primary engine speed indicator for the engine after the engine is running.

Scheme 12

8.3L

The Camshaft Position Sensor is located above the water pump and under the throttle body (Scheme 13)

Scheme 13

The camshaft position sensor provides cylinder identification to the Powertrain Control Module (PCM) (Scheme 14) The sensor generates pulses. The PCM determines crankshaft position from the camshaft position sensor and crankshaft position sensor inputs. The PCM uses the input to determine fuel injection synchronization and to determine which ignition coil to energize.

Scheme 14

The camshaft position sensor detects when a step down in the camshaft sprocket passes beneath it (Scheme 15) When the sensor detects the step down, the input voltage from the sensor to the PCM switches from low (0.3 volts) to high (5 volts). As the step up returns to the sensor, the input voltage switches back to low (0.3 volts). The paper spacer is not used on 8.3L motors. Don't use at all. It plugs up the oil pickup screen.

Scheme 15

The Camshaft Position Sensor (CMP) on the 3.7L V-6 engine is bolted to the front/top of the right cylinder head (Scheme 16)

Scheme 16

1. Disconnect electrical connector at CMP sensor.
2. Remove sensor mounting bolt (Scheme 16)
3. Carefully twist sensor from cylinder head.
4. Check condition of sensor o-ring.

The Camshaft Position Sensor (CMP) on the 4.7L V-8 engine is bolted to the front/top of the right cylinder head (Scheme 17)

Scheme 17

1. Raise and support vehicle.
2. Disconnect electrical connector at CMP sensor (Scheme 17)
3. Remove sensor mounting bolt (Scheme 17)
4. Carefully twist sensor from cylinder head.
5. Check condition of sensor o-ring.

The Camshaft Position Sensor (CMP) on the 5.7L V-8 engine is located on right side of timing chain cover below generator (Scheme 18)

Scheme 18

Scheme 19

1. Disconnect electrical connector at CMP sensor.
2. Remove sensor mounting bolt (Scheme 19)
3. Carefully twist sensor from cylinder head.
4. Check condition of sensor o-ring.

The Camshaft Position Sensor (CMP) on the 5.9L diesel engine is located below the fuel injection pump. It is bolted to the back of the timing gear cover (Scheme 20)

Scheme 20

1. Disconnect electrical connector at CMP sensor (Scheme 20)
2. Remove sensor mounting bolt.
3. Carefully twist sensor from timing gear cover.
4. Check condition of sensor o-ring.

8.3L - REPLACING WITH NEW SENSOR

The camshaft position sensor is located on the timing chain case above the water pump and under the throttle body (Scheme 13)

If a new replacement camshaft position sensor is to be installed, use this procedure.

1. Disconnect the sensor wiring harness connector from sensor.
2. Remove the sensor mounting bolt.
3. Carefully pry the sensor from the timing chain case/cover in a rocking action with two small screwdrivers.
4. Remove the sensor from vehicle.

8.3 L - REPLACING OLD SENSOR WITH ORIGINAL

The camshaft position sensor is located on the timing chain case above the water pump and under the throttle body (Scheme 13)

If the original camshaft position sensor is to be removed and installed, such as when servicing the timing chain, timing gears or timing chain cover, use this procedure.

Scheme 21

1. Disconnect the sensor harness connector from the sensor.
2. Scribe the sensor for location depth.
3. Remove the sensor mounting bolt.
4. Carefully pry the sensor from the timing chain case/cover in a rocking action with two small screwdrivers.
5. Remove the sensor from vehicle.
6. Check condition of sensor o-ring (Scheme 21)

The Camshaft Position Sensor (CMP) on the 3.7L V-6 engine is bolted to the front/top of the right cylinder head (Scheme 16)

1. Clean out machined hole in cylinder head.
2. Apply a small amount of engine oil to sensor o-ring.
3. Install sensor into cylinder head with a slight rocking and twisting action. CAUTION: Before tightening sensor mounting bolt, be sure sensor is completely flush to cylinder head. If sensor is not flush, damage to sensor mounting tang may result.
4. Install mounting bolt and tighten. Refer to «TORQUE»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__torque) .
5. Connect electrical connector to sensor.

The Camshaft Position Sensor (CMP) on the 4.7L V-8 engine is bolted to the front/top of the right cylinder head (Scheme 17)

1. Clean out machined hole in cylinder head.
2. Apply a small amount of engine oil to sensor o-ring.
3. Install sensor into cylinder head with a slight rocking action. Do not twist sensor into position as damage to o-ring may result. CAUTION: Before tightening sensor mounting bolt, be sure sensor is completely flush to cylinder head. If sensor is not flush, damage to sensor mounting tang may result.
4. Install mounting bolt and tighten. Refer to «TORQUE»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__torque) .
5. Connect electrical connector to sensor.

The Camshaft Position Sensor (CMP) on the 5.7L V-8 engine is bolted to the right /front side of the timing chain cover (Scheme 18) or (Scheme 19)

1. Clean out machined hole in cylinder head.
2. Apply a small amount of engine oil to sensor o-ring.
3. Install sensor into cylinder head with a slight rocking action. Do not twist sensor into position as damage to o-ring may result. CAUTION: Before tightening sensor mounting bolt, be sure sensor is completely flush to timing chain cover. If sensor is not flush, damage to sensor mounting tang may result.
4. Install mounting bolt and tighten. Refer to «TORQUE»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__torque) .
5. Connect electrical connector to sensor.

The CMP is located on the back of the timing gear cover (Scheme 20)

1. Clean out machined hole in back of timing gear cover.
2. Apply a small amount of engine oil to sensor o-ring.
3. Install sensor into timing gear cover with a slight rocking action. Do not twist sensor into position as damage to o-ring may result. CAUTION: Before tightening sensor mounting bolt, be sure sensor is completely flush to back of timing chain cover. If sensor is not flush, damage to sensor mounting tang may result.
4. Install mounting bolt and tighten. Refer to «TORQUE»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__torque) .
5. Connect electrical connector to sensor.

8.3L - INSTALLATION - WITH NEW SENSOR

The camshaft position sensor is located on the timing chain case above the water pump and under the throttle body (Scheme 13)

1. Apply a small amount of engine oil to the sensor o-ring. A low (step down) and high (step up) area are machined into the camshaft drive gear. The sensor is positioned in the timing gear cover so that a small air gap exists between the face of sensor and the high machined area of cam gear. Before the sensor is installed, the cam gear may have to be rotated. This is to allow the high machined area (step up) on the gear to be directly in front of the sensor mounting hole opening on the timing gear cover. Do not install sensor with gear positioned at low area. When the engine is started, the sensor will be broken.
2. Using a 1/2 in wide metal ruler, measure the distance from the cam gear to the face of the sensor mounting hole opening on the timing gear cover.
3. If the dimension is approximately 1-15/32 inches or less, it is OK to install sensor.
4. If the dimension is approximately 1-5/8 inches or more, the cam gear will have to be rotated.
5. Attach a socket to the vibration damper mounting bolt and rotate engine until the 1-15/32 inch dimension is attained.
6. Install the sensor into the timing case/cover with a slight rocking action. Do not twist the sensor into position as damage to the o-ring may result. Push the sensor all the way into the cover until the rib material on the sensor contacts the camshaft gear.
7. Install the mounting bolt and tighten to 10.7 N.m (95 in. lbs.) torque.
8. Connect sensor wiring harness to engine harness. When the engine is started, the rib material will be sheared off the face of sensor. This will automatically set sensor air gap.

8.3L - REPLACING OLD SENSOR WITH ORIGINAL

The camshaft position sensor is located on the timing chain case above the water pump and under the throttle body (Scheme 13)

When installing a used camshaft position sensor, the sensor depth must be adjusted to prevent contact with the camshaft gear (sprocket).

Scheme 22

Scheme 23

1. Apply a small amount of engine oil to the sensor o-ring. A low and high area are machined into the camshaft drive gear (Scheme 22) The sensor is positioned in the timing gear cover so that a small air gap exists between the face of sensor and the high machined area of cam gear. Before the sensor is installed, the cam gear may have to be rotated. This is to allow the high machined area on the gear to be directly in front of the sensor mounting hole opening on the timing gear cover. Do not install sensor with gear positioned at low area (Scheme 23) When the engine is started, the sensor will be broken.
2. Using a 1/2 in. wide metal ruler, measure the distance from the cam gear to the face of the sensor mounting hole opening on the timing gear cover.
3. If the dimension is approximately 1-15/32 inches or less, it is OK to install sensor.
4. If the dimension is approximately 1-5/8 inches or more, the cam gear will have to be rotated.
5. Attach a socket to the vibration damper mounting bolt and rotate engine until the 1-15/32 inch dimension is attained.
6. Install the sensor into the timing case/cover with a slight rocking action until the sensor is aligned to scribe line. The paper spacer can be used if reinstalling a used sensor.
7. Install sensor mounting bolt and tighten to 10.7 N.m (95 in. lbs.) torque.
8. Connect engine wiring harness to sensor.

The 3.7L V-6 engine uses 6 dedicated, and individually fired coil for each spark plug (Scheme 24) Each coil is mounted directly into the cylinder head and onto the top of each spark plug (Scheme 25)

Scheme 24

Scheme 25

The 4.7L V-8 engine uses 8 dedicated, and individually fired coil (Scheme 24) for each spark plug. Each coil is mounted directly to the top of each spark plug (Scheme 26)

Scheme 26

The 5.7L V-8 engine uses 8 dedicated, and individually fired coil (Scheme 27) for each pair of spark plugs.

Each coil is mounted directly to the top of each spark plug (Scheme 28) Each coil is bolted to the valve cover.

Scheme 27

Scheme 28

Battery voltage is supplied to the 6 individual ignition coils from the ASD relay. The Powertrain Control Module (PCM) opens and closes each ignition coil ground circuit at a determined time for ignition coil operation.

Base ignition timing is not adjustable. By controlling the coil ground circuit, the PCM is able to set the base timing and adjust the ignition timing advance. This is done to meet changing engine operating conditions.

The ignition coil is not oil filled. The windings are embedded in an epoxy compound. This provides heat and vibration resistance that allows the ignition coil to be mounted on the engine.

Because of coil design, spark plug cables (secondary cables) are not used with the 3.7L V-6 engine.

Battery voltage is supplied to the 8 individual ignition coils from the ASD relay. The Powertrain Control Module (PCM) opens and closes each ignition coil ground circuit at a determined time for ignition coil operation.

Base ignition timing is not adjustable. By controlling the coil ground circuit, the PCM is able to set the base timing and adjust the ignition timing advance. This is done to meet changing engine, operating conditions.

The ignition coil is not oil filled. The windings are embedded in an epoxy compound. This provides heat and vibration resistance that allows the ignition coil to be mounted on the engine.

Because of coil design, spark plug cables (secondary cables) are not used with the 4.7L V-8 engine.

The ignition system is controlled by the Powertrain Control Module (PCM) on all engines.

A "wasted spark" system is used on the 5.7L engine combining paired, or dual-firing coils, and 2 spark plugs per cylinder. The coils and spark plugs are connected with paired, secondary high-voltage cables.

Each cylinder is equipped with 1 dual-output coil. Meaning one coil mounts directly over one of the dual spark plugs for 1 high-voltage output. A second high-voltage output is supplied directly from the same coil (using a plug cable) to one of the dual spark plugs on a corresponding (paired) cylinder on the opposite cylinder bank.

Each coil fires 2 spark plugs simultaneously on each of the cylinder banks (one cylinder on compression stroke and one cylinder on exhaust stroke). EXAMPLE : When the #1 cylinder is on compression stroke and ready for spark, the #1 coil will fire one of the dual spark plugs on the #1 cylinder (directly below the coil). The other dual spark plug on the #1 cylinder will be fired by the #6 coil. At the same time, the #1 coil will fire a "wasted spark" to one of the dual spark plugs at the #6 cylinder as coil #6 also fires a "wasted spark" to one of the dual spark plugs at the #6 cylinder.

The firing order is paired at cylinders 1/6, 2/3, 4/7, 5/8. Basic cylinder firing order is 1-8-4-3-6-5-7-2.

Battery voltage is supplied to all of the ignition coils positive terminals from the ASD relay. If the PCM does not see a signal from the crankshaft and camshaft sensors (indicating the ignition key is ON but the engine is not running), it will shut down the ASD circuit.

Base ignition timing is not adjustable on the 5.7L V-8 engine. By controlling the coil ground circuits, the PCM is able to set the base timing and adjust the ignition timing advance. This is done to meet changing engine operating conditions.

The PCM adjusts ignition timing based on inputs it receives from

1. The engine coolant temperature sensor
2. The crankshaft position sensor (engine speed)
3. The camshaft position sensor (crankshaft position)
4. The manifold absolute pressure (MAP) sensor
5. The throttle position sensor
6. Transmission gear selection

An individual ignition coil is used for each spark plug (Scheme 24) The coil fits into machined holes in the cylinder head. A mounting stud/nut secures each coil to the top of the intake manifold (Scheme 25) The bottom of the coil is equipped with a rubber boot to seal the spark plug to the coil. Inside each rubber boot is a spring. The spring is used for a mechanical contact between the coil and the top of the spark plug. These rubber boots and springs are a permanent part of the coil and are not serviced separately. An o-ring (Scheme 24) is used to seal the coil at the opening into the cylinder head.

1. Depending on which coil is being removed, the throttle body air intake tube or intake box may need to be removed to gain access to coil.
2. Disconnect electrical connector from coil by pushing downward on release lock on top of connector and pull connector from coil.
3. Clean area at base of coil with compressed air before removal.
4. Remove coil mounting nut from mounting stud (Scheme 25)
5. Carefully pull up coil from cylinder head opening with a slight twisting action.
6. Remove coil from vehicle.

An individual ignition coil is used for each spark plug (Scheme 24) The coil fits into machined holes in the cylinder head. A mounting stud/nut secures each coil to the top of the intake manifold (Scheme 26) The bottom of the coil is equipped with a rubber boot to seal the spark plug to the coil. Inside each rubber boot is a spring. The spring is used for a mechanical contact between the coil and the top of the spark plug. These rubber boots and springs are a permanent part of the coil and are not serviced separately. An o-ring (Scheme 24) is used to seal the coil at the opening into the cylinder head.

1. Depending on which coil is being removed, the throttle body air intake tube or intake box may need to be removed to gain access to coil.
2. Disconnect electrical connector (Scheme 26) from coil by pushing downward on release lock on top of connector and pull connector from coil.
3. Clean area at base of coil with compressed air before removal.
4. Remove coil mounting nut from mounting stud (Scheme 26)
5. Carefully pull up coil from cylinder head opening with a slight twisting action.
6. Remove coil from vehicle.

Before removing or disconnecting any spark plug cables, note their original position. Remove cables one-at-a-time. To prevent ignition crossfire, spark plug cables MUST be placed in cable tray (routing loom) into their original position.

An individual ignition coil (Scheme 27) is used at each cylinder. The coil mounts to the top of the valve cover with 2 bolts (Scheme 28) The bottom of the coil is equipped with a rubber boot to seal the spark plug to the coil. Inside each rubber boot is a spring. The spring is used for a mechanical contact between the coil and the top of the spark plug.

1. Depending on which coil is being removed, the throttle body air intake tube or intake box may need to be removed to gain access to coil.
2. Unlock electrical connector (Scheme 28) by moving slide lock first. Press on release lock (Scheme 28) while pulling electrical connector from coil.
3. Disconnect secondary high-voltage cable from coil with a twisting action.
4. Clean area at base of coil with compressed air before removal.
5. Remove 2 mounting bolts (note that mounting bolts are retained to coil).
6. Carefully pull up coil from cylinder head opening with a slight twisting action.
7. Remove coil from vehicle.
8. Before installing spark plug cables to either the spark plugs or coils, or before installing a coil to a spark plug, apply dielectric grease to inside of boots.

Scheme 29

Scheme 30

Scheme 31

1. Release the fuel pressure, refer to «STANDARD PROCEDURE - FUEL SYSTEM PRESSURE RELEASE»(/dodge/pickup-r1500/1997-2012/remont/fuel-system/#fuel-delivery-gas-engine__standard-procedure-fuel-system-pressure).
2. Disconnect the negative battery cable.
3. Remove the air cleaner assembly, refer to «AIR INTAKE SYSTEM»(/dodge/pickup-r1500/1997-2012/remont/mechanical/#83l-engine-overhaul-srt-10) for more information.
4. Remove the Intake Manifold, refer to «INTAKE MANIFOLD»(/dodge/pickup-r1500/1997-2012/remont/mechanical/#83l-engine-overhaul-srt-10) for more information.
5. Unlock and disconnect the electrical connector at the ignition coils (Scheme 29) and (Scheme 30)
6. Twist and remove the ignition cables from the ignition coil.
7. Remove the 4 bolts (Scheme 31)
8. Remove ignition coil.

1. Using compressed air, blow out any dirt or contaminants from around top of spark plug.
2. Check condition of coil o-ring and replace as necessary. To aid in coil installation, apply silicone to coil o-ring.
3. Position ignition coil into cylinder head opening and push onto spark plug. Do this while guiding coil base over mounting stud.
4. Install coil mounting stud nut. Refer to «TORQUE»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__torque) .
5. Connect electrical connector to coil by snapping into position.
6. If necessary, install throttle body air tube.

1. Using compressed air, blow out any dirt or contaminants from around top of spark plug.
2. Check condition of coil o-ring and replace as necessary. To aid in oil installation, apply silicone to coil o-ring.
3. Position ignition coil into cylinder head opening and push onto spark plug. Do this while guiding coil base over mounting stud.
4. Install coil mounting stud nut. Refer to «TORQUE»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__torque) .
5. Connect electrical connector to coil by snapping into position.
6. If necessary, install throttle body air tube.

1. Using compressed air, blow out any dirt or contaminants from around top of spark plug.
2. Before installing spark plug cables to either the spark plugs or coils; or before installing a coil to a spark plug, apply dielectric grease to inside of boots.
3. Position ignition coil into cylinder head opening and push onto spark plug. Twist coil into position
4. Install 2 coil mounting bolts. Refer to «TORQUE»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__torque) .
5. Connect electrical connector to coil by snapping into position
6. Install cable to coil. To prevent ignition crossfire, spark plug cables MUST be placed in cable tray (routing loom) into their original position. Refer to «REMOVAL»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control) for a graphic.
7. If necessary, install throttle body air tube.

8.3L-SRT-10

The system uses two epoxy filled coil packs mounted on engine block post (Scheme 32) under the intake manifold. The rear coil pack, contains 3 separate coils and fires cylinders 1, 2, 3, 4, 6, and 7. The front coil pack, contains 2 individual coils and fires cylinders 5, 8, 9, and 10.

Scheme 32

1. Install coil packs. Tighten mounting screws to 11 N.m (95 in. lbs.) torque.
2. Install ignition cables to ignition coil.
3. Connect and lock the electrical connector at the ignition coils (Scheme 29) and (Scheme 30)
4. Install Intake Manifold, refer to «INTAKE MANIFOLD»(/dodge/pickup-r1500/1997-2012/remont/mechanical/#83l-engine-overhaul-srt-10) for more information.
5. Install Air Cleaner Assembly, refer to «AIR INTAKE SYSTEM»(/dodge/pickup-r1500/1997-2012/remont/mechanical/#83l-engine-overhaul-srt-10) for more information.
6. Connect the negative battery cable.
7. Use the DRBIII® Scan Tool ASD Fuel System Test to pressurize the fuel system. Check for leaks.

The sensors are used only with 3.7L V-6, 4.7L V-8 and 5.7L V-8 engines. On 3.7L V-6 and 4.7L V-8 engines, the 2 knock sensors are bolted into the cylinder block under the intake manifold.

On 5.7L V-8 engines, 2 knock sensors are also used. These are bolted into each side of the cylinder block (outside) under the exhaust manifold.

3.7L V-6 / 4.7L V-8 / 5.7L V-8 Engines Only

Two knock sensors are used; one for each cylinder bank. When the knock sensor detects a knock in one of the cylinders on the corresponding bank, it sends an input signal to the Powertrain Control Module (PCM). In response, the PCM retards ignition timing for all cylinders by a scheduled amount.

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 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. It is not a selective cylinder retard.

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

Knock retard uses its own short term and long term memory program.

Long term memory stores previous detonation information in its battery-backed RAM. The maximum authority that long term memory has over timing retard can be calibrated.

Short term memory is allowed to retard timing up to a preset amount under all operating conditions (as long as rpm is above the minimum rpm) except at Wide Open Throttle (WOT). The PCM, using short term memory, can respond quickly to retard timing when engine knock is detected. Short term memory is lost any time the ignition key is turned off.

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.

3.7L V-6/4.7L V-8

The 2 knock sensors are bolted into the cylinder block under the intake manifold (Scheme 33) or (Scheme 34)

Note. The left sensor is identified by an identification tag (LEFT). It is also identified by a larger bolt head. The Powertrain Control Module (PCM) must have and know the correct sensor left/right positions. Do not mix the sensor locations.

Scheme 33

Scheme 34

1. Disconnect knock sensor dual pigtail harness from engine wiring harness. This connection is made near rear of engine.
2. Remove intake manifold. Refer to «INTAKE MANIFOLD»(/dodge/pickup-r1500/1997-2012/remont/mechanical/#37l-engine-overhaul) (3.7L) or «MANIFOLD-INTAKE»(/dodge/pickup-r1500/1997-2012/remont/mechanical/#47l-engine-overhaul) (4.7L).
3. Remove sensor mounting bolts (Scheme 33), or (Scheme 34) 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.
4. Remove sensors from engine.

5.7L V8

Two sensors are used. Each sensor is bolted into the outside of cylinder block below the exhaust manifold (Scheme 35)

Scheme 35

1. Raise vehicle.
2. Disconnect knock sensor electrical connector.
3. Remove sensor mounting bolt (Scheme 35) 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.
4. Remove sensor from engine.

Note. The left sensor is identified by an identification tag (LEFT). It is also identified by a larger bolt head. The Powertrain Control Module (PCM) must have and know the correct sensor left/right positions. Do not mix the sensor locations.

1. Thoroughly clean knock sensor mounting holes.
2. Install sensors into cylinder block. 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 for the knock senor bolt is relatively light for an 8mm bolt. 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. Install and tighten mounting bolts. Refer to «TORQUE»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__torque) .
4. Install intake manifold. Refer to «INTAKE MANIFOLD»(/dodge/pickup-r1500/1997-2012/remont/mechanical/#37l-engine-overhaul) (3.7L) or «MANIFOLD-INTAKE»(/dodge/pickup-r1500/1997-2012/remont/mechanical/#47l-engine-overhaul) (4.7L).
5. Connect knock sensor wiring harness to engine harness at rear of intake manifold.

1. Thoroughly clean knock sensor mounting hole.
2. Install sensor into cylinder block. 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 for the knock sensor bolt is relatively light for an 8mm bolt. 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. Install and tighten mounting bolt. Refer to «TORQUE»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__torque) .
4. Install electrical connector to sensor.

Resistor type spark plugs are used on all engines. Sixteen spark plugs (2 per cylinder) are used with 5.7L V-8 engines.

DIAGNOSIS AND TESTING - SPARK PLUG CONDITIONS

To prevent possible pre-ignition and/or mechanical engine damage, the correct type/heat range/number spark plug must be used.

Always use the recommended torque when tightening spark plugs. Incorrect torque can distort the spark plug and change plug gap. It can also pull the plug threads and do possible damage to both the spark plug and the cylinder head.

Remove the spark plugs and examine them for burned electrodes and fouled, cracked or broken porcelain insulators. Keep plugs arranged in the order in which they were removed from the engine. A single plug displaying an abnormal condition indicates that a problem exists in the corresponding cylinder. Replace spark plugs at the intervals recommended in the owner's manual .

Spark plugs that have low mileage may be cleaned and reused if not otherwise defective, carbon or oil fouled.

Spark plug resistance values range from 6,000 to 20,000 ohms (when checked with at least a 1000 volt spark plug tester). Do not use an ohmmeter to check the resistance values of the spark plugs. Inaccurate readings will result.

NORMAL OPERATING

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 (Scheme 36) 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 can usually be cleaned, have the electrodes filed, have the gap set and then be installed.

Scheme 36

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. 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 (Scheme 36) 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 and reinstalling the fouled plugs.

OIL OR ASH ENCRUSTED

If one or more spark plugs are oil or oil ash encrusted (Scheme 37), evaluate engine condition for the cause of oil entry into that; particular combustion chamber.

Scheme 37

ELECTRODE GAP BRIDGING

Electrode gap bridging may be traced to loose deposits in the combustion chamber. These deposits 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 (Scheme 38) This short circuits the electrodes. Spark plugs with electrode gap bridging can be cleaned using standard procedures.

Scheme 38

SCAVENGER DEPOSITS

Fuel scavenger deposits may be either white or yellow (Scheme 39) 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 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 standard procedures.

Scheme 39

CHIPPED ELECTRODE INSULATOR

A chipped electrode insulator usually results from bending the center electrode while adjusting the spark plug electrode gap. Under certain conditions, severe detonation can also separate the insulator from the center electrode (Scheme 40) Spark plugs with this condition must be replaced.

Scheme 40

PREIGNITION DAMAGE

Preignition damage is usually caused by excessive combustion chamber temperature. The center electrode dissolves first and the ground electrode dissolves somewhat latter (Scheme 41) 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 electrodes porcelain insulator.)

Scheme 41

SPARK PLUG OVERHEATING

Overheating is indicated by a white or gray center electrode insulator that also appears blistered (Scheme 42) The increase in electrode gap will be considerably in excess of 0.001 inch per 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.

Scheme 42

Each individual spark plug is located under each ignition coil. Each individual ignition coil must be removed to gain access to each spark plug. Refer to Ignition Coil REMOVAL / INSTALLATION .

1. Remove necessary air filter tubing at throttle body.
2. Prior to removing ignition coil, spray compressed air around coil base at cylinder head.
3. Prior to removing spark plug, spray compressed air into cylinder head opening. This will help prevent foreign material from entering combustion chamber.
4. Remove spark plug from cylinder head using a quality socket with a rubber or foam insert. Also check condition of ignition coil o-ring and replace as necessary.
5. Inspect spark plug condition. Refer to «DIAGNOSTICS AND TESTING - SPARK PLUG CONDITIONS»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__diagnosis-and-testing-spark-plug) .

Each individual spark plug is located under each ignition coil. Each individual ignition coil must be removed to gain access to each spark plug. Refer to Ignition Coil REMOVAL / INSTALLATION .

1. Remove necessary air filter tubing at throttle body.
2. Prior to removing ignition coil, spray compressed air around coil base at cylinder head.
3. Prior to removing spark plug, spray compressed air into cylinder head opening. This will help prevent foreign material from entering combustion chamber.
4. Remove spark plug from cylinder head using a quality socket with a rubber or foam insert. Also check condition of ignition coil o-ring and replace as necessary.
5. Inspect spark plug condition. Refer to «DIAGNOSTICS AND TESTING - SPARK PLUG CONDITIONS»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__diagnosis-and-testing-spark-plug) .

Eight of the 16 spark plugs are located under an ignition coil; the other 8 are not. If spark plug being removed is under coil, coil must be removed to gain access to spark plug. Refer to Ignition Coil REMOVAL / INSTALLATION and observe all CAUTIONS and WARNINGS.

Before removing or disconnecting any spark plug cables, note their original position. Remove cables one-at-a-time. To prevent ignition crossfire, spark plug cables MUST be placed in cable tray (routing loom) into their original position. Refer to SPARK PLUG CABLE REMOVAL for a graphic.

Before installing spark plug cables to either the spark plugs or coils, apply dielectric grease to inside of boots.

1. Remove necessary air filter tubing at throttle body
2. Prior to removing ignition coil (if coil removal is necessary), spray compressed air around coil base at cylinder head cover.
3. Prior to removing spark plug, spray compressed air into cylinder head opening. This will help prevent foreign material from entering combustion chamber.
4. Remove spark plug from cylinder head using a quality socket with a rubber or foam insert.
5. Inspect spark plug condition. Refer to «DIAGNOSTICS AND TESTING - SPARK PLUG CONDITIONS»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__diagnosis-and-testing-spark-plug) .

CLEANING AND ADJUSTMENT

The plugs may be cleaned using commercially available spark plug cleaning equipment. After cleaning, file center electrode flat with a small point file or jewelers file before adjusting gap.

Adjust spark plug gap with a gap gauging tool (Scheme 43)

Scheme 43

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.

Always tighten spark plugs to the specified torque. Over tightening can cause distortion resulting in a change in the spark plug gap or a cracked porcelain insulator.

1. Start the spark plug into the cylinder head by hand to avoid cross threading.
2. Tighten spark plugs. Refer to «TORQUE»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__torque) .
3. Before installing ignition coil(s), check condition of coil o-ring and replace as necessary. To aid in coil installation, apply silicone to coil o-ring.
4. Install ignition coil(s). Refer to Ignition Coil «REMOVAL»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control) / «INSTALLATION»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control)

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.

Always tighten spark plugs to the specified torque. Over tightening can cause distortion resulting in a change in the spark plug gap or a cracked porcelain insulator.

1. Start the spark plug into the cylinder head by hand to avoid cross threading.
2. Tighten spark plugs. Refer to «TORQUE»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__torque) .
3. Before installing ignition coil(s), check condition of coil o-ring and replace as necessary. To aid in coil installation, apply silicone to coil o-ring.
4. Install ignition coil(s). Refer to Ignition Coil «REMOVAL»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control) / «INSTALLATION»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control) .

1. 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.
2. Start the spark plug into cylinder head by hand to avoid cross threading aluminum threads. To aid in installation, attach a piece of rubber hose, or an old spark plug boot to spark plug.
3. The 5.7L V-8 is equipped with torque critical design spark plugs. Do not exceed 15 ft. lbs. torque. Tighten spark plugs. Refer to «TORQUE»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control__torque) .
4. Before installing spark plug cables to either the spark plugs or coils, apply dielectric grease to inside of boots.
5. To prevent ignition crossfire, spark plug cables MUST be placed in cable tray (routing loom) into their original position. Refer to SPARK PLUG CABLE «REMOVAL»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control) for a graphic.
6. Install ignition coil(s) to necessary spark plugs. Refer to Ignition Coil «INSTALLATION»(/dodge/pickup-r1500/1997-2012/remont/ignition-system/#ignition-control) .
7. Install spark plug cables to remaining spark plugs. Remember to apply dielectric grease to inside of boots.

One coil capacitor is used. It is located in the right-rear section of the engine compartment.

OPERATION

The coil capacitor(s) help dampen the amount of conducted electrical noise to the camshaft position sensor, crankshaft position sensor, and throttle position sensor. This noise is generated on the 12V supply wire to the ignition coils and fuel injectors.

The coil capacitor is located in the right-rear section of the engine compartment. It is attached with a mounting stud and nut.

Scheme 44

1. Disconnect electrical connector at capacitor (Scheme 44)
2. Remove mounting nut and remove ground strap.
3. Remove capacitor.

1. Position capacitor to mounting stud.
2. Position ground strap to mounting stud.
3. Tighten nut to 7 N.m (60 in. lbs.) torque.
4. Connect electrical connector to coil capacitor.

Spark plug cables are sometimes referred to as secondary ignition wires, or secondary ignition cables. Plug cables are used only on the 5.7L V-8 engine.

The spark plug cables transfer electrical current from the ignition coil(s) and/or distributor, to 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.

Plug cables are used only on the 5.7L V-8 engine.

Spark plug cables on the 5.7L engine are paired on cylinders 1/6, 2/3, 4/7 and 5/8. Before removing or disconnecting any spark plug cables, note their original position (Scheme 45) Remove cables one-at-a-time. To prevent ignition crossfire, spark plug cables MUST be placed in cable tray (routing loom) into their original position. The cable retention clips (Scheme 45) must also be securly locked.

Before installing spark plug cables to either the spark plugs or coils, apply dielectric grease to inside of boots.

If cable tray removal is necessary, release the 4 tray-to-manifold retention clips (Scheme 45)

Scheme 45

Failure to route the cables properly could cause the radio to reproduce ignition noise, cross ignition of the spark plugs or short circuit the cables to ground.

1. Release the fuel pressure, refer to «STANDARD PROCEDURE - FUEL SYSTEM PRESSURE RELEASE»(/dodge/pickup-r1500/1997-2012/remont/fuel-system/#fuel-delivery-gas-engine__standard-procedure-fuel-system-pressure) .
2. Disconnect the negative battery cable.
3. Remove the air cleaner assembly, refer to «AIR INTAKE SYSTEM»(/dodge/pickup-r1500/1997-2012/remont/mechanical/#83l-engine-overhaul-srt-10) for more information.
4. Remove the Intake Manifold, refer to «INTAKE MANIFOLD»(/dodge/pickup-r1500/1997-2012/remont/mechanical/#83l-engine-overhaul-srt-10) for more information.
5. Use the following procedure when removing the high tension cable from the spark plug. Grasp the terminal as close as possible to the spark plug. Rotate the cover boot 1/2 turn slightly and pull straight up in a steady motion. Do not use pliers and do not pull the cable at an angle. Doing so will damage the insulation, cable terminal or the spark plug insulator. Wipe spark plug insulator clean before reinstalling cable.
6. Remove spark plug cable from coil first.
7. 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.

Install cables into the proper engine cylinder firing order sequence.

When replacing the spark plug and coil cables, route the cables correctly and secure them in the proper retainers. Failure to route the cables properly may cause the radio to reproduce ignition noise. It could also cause cross-ignition of the plugs, or, may short-circuit the cables to ground.

When installing new cables, make sure a positive connection is made. A snap should be felt when a good connection is made.

Refer to SPARK PLUG CABLE REMOVAL for information.

Failure to route the cables properly (Scheme 46) could cause the radio to reproduce ignition noise, cross ignition of the spark plugs or short circuit the cables to ground.

Scheme 46

The system uses two epoxy filled coil packs mounted on engine block post in the valley under the intake manifold. The rear coil pack, contains 3 separate coils and fires cylinders 1, 2, 3, 4, 6, and 7. The front coil pack, contains 2 individual coils and fires cylinders 5, 8, 9, and 10.

Note. When replacing the spark plug and coil cables, route the cables correctly and secure them in the proper retainers. Failure to route the cables properly may cause the radio to reproduce ignition noise. It could also cause cross-ignition of the plugs, or, may short-circuit the cables to ground.

Scheme 47

Scheme 48

Scheme 49

1. Install wire separator clip on double ended stud on rear of engine block first. This is the wire separator clip closest to the ignition coil insulator boots.
2. Connector coil insulator boots over respective ignition coil side post. Take care to match cylinder number on ignition coil with cylinder number on ignition cables. Also, make sure to hear the audible click while making the connection to the coil post.
3. Sequentially install wires into separators clips mounted on double ended studs mounted on the outer side of valve cover (Scheme 47) and (Scheme 48) and (Scheme 49) Start from the rear and work forward to the front of the engine.
4. After installing all wires into separator clips, install spark plug insulator boots over respective spark plugs sequentially from back of engine towards the front of engine. Make sure to hear the audible click during installation of spark plug boots.
5. Install Intake Manifold, refer to «INTAKE MANIFOLD»(/dodge/pickup-r1500/1997-2012/remont/mechanical/#83l-engine-overhaul-srt-10) for more information.
6. Install Air Cleaner Assembly, refer to «AIR INTAKE SYSTEM»(/dodge/pickup-r1500/1997-2012/remont/mechanical/#83l-engine-overhaul-srt-10) for more information.
7. Connect the negative battery cable.
8. Use the DRBIII® Scan Tool ASD Fuel System Test to pressurize the fuel system. Check for leaks.

A remote push-button switch to engage the starter solenoid is used only on SRT models equipped with a V-10 engine.

Two screws are used to retain the push-button starter switch (Scheme 50) to the back of the instrument panel.

Scheme 50

1. Remove plastic panel below push-button switch
2. Remove electrical connector from back of switch.
3. Remove two switch retaining screws.
4. Remove switch from instrument panel.

Scheme 51

1. Position switch (Scheme 51) into instrument panel opening.
2. Install and tighten two switch retaining screws.
3. Install electrical connector to back of switch.
4. Install plastic panel below push-button switch.

See also:
• STANDARD PROCEDURE - FUEL SYSTEM PRESSURE RELEASE
• AIR INTAKE SYSTEM
• INTAKE MANIFOLD
• MANIFOLD-INTAKE
• Description
• TORQUE
• DIAGNOSTICS AND TESTING - SPARK PLUG CONDITIONS