Basic Engine, 2.0L: Diagnosis Saab 9-5 II

Purge Solenoid Valve Leak Test

If the evaporative emission (EVAP) purge solenoid valve does not seal properly fuel vapors could enter the engine at an undesired time, causing driveability concerns. The ECM tests for this by commanding the EVAP purge solenoid valve OFF and the canister vent solenoid valve ON which seals the system. With the engine running, the ECM then monitors the fuel tank pressure sensor for an increase in vacuum. The ECM will log a fault if a vacuum develops in the tank under these test conditions.

Large Leak Test

This diagnostic creates a vacuum condition in the EVAP system. When the enabling criteria have been fulfilled the control module commands the normally open EVAP canister vent solenoid valve closed and the EVAP purge solenoid valve open, creating a vacuum in the EVAP system. The ECM then monitors the fuel tank pressure sensor voltage to verify that the system is able to reach a predetermined level of vacuum within a set amount of time. Failure to achieve the expected level of vacuum indicates the presence of a large leak in the EVAP system or a restriction in the purge path. The ECM will log a fault if it detects a weaker than expected vacuum level under these test conditions.

Canister Vent Restriction Test

If the evaporative emission (EVAP) vent system is restricted, fuel vapors will not be properly purged from the EVAP canister. The control module tests this by commanding the EVAP purge solenoid valve ON while commanding the EVAP canister vent solenoid valve OFF, and then monitoring the fuel tank pressure sensor for an increase in vacuum. If the vacuum increases more than the expected amount, in a set amount of time, a fault will be logged by the ECM.

Small Leak Test

The engine off natural vacuum diagnostic is the small-leak detection diagnostic for the evaporative emission (EVAP) system. The engine off natural vacuum diagnostic monitors the EVAP system pressure with the ignition OFF. Because of this, it may be normal for the control module to remain active for up to 40 minutes after the ignition is turned OFF. This is important to remember when performing a parasitic draw test on vehicles equipped with engine off natural vacuum.

When the vehicle is driven, the temperature rises in the tank due to heat transfer from the exhaust system. After the vehicle is parked, the temperature in the tank continues to rise for a period of time, then starts to drop. The engine off natural vacuum diagnostic relies on this temperature change, and the corresponding pressure change in a sealed system, to determine if an EVAP system leak is present.

The engine off natural vacuum diagnostic is designed to detect leaks as small as 0.51 mm (0.020 in).

Cylinder Leakage Test

Special Tools

EN-35667-A Cylinder Head Leakdown Tester

For equivalent regional tools, refer to SPECIAL TOOLS (LDK, LHU) .

Note. A leakage test may be performed in order to measure cylinder/combustion chamber leakage. High leakage may indicate one or more of the following conditions

1. Worn or burnt valves
2. Broken valve springs
3. Stuck valve lifters
4. Incorrect valve lash/adjustment
5. Damaged piston
6. Worn piston rings
7. Worn or scored cylinder bore
8. Damaged cylinder head gasket
9. Cracked or damaged cylinder head
10. Cracked or damaged engine block

1. WARNING: Unless directed otherwise, the ignition and start switch must be in the OFF or LOCK position, and all electrical loads must be OFF before servicing any electrical component. Disconnect the negative battery cable to prevent an electrical spark should a tool or equipment come in contact with an exposed electrical terminal. Failure to follow these precautions may result in personal injury and/or damage to the vehicle or its components. For Vehicles equipped with OnStar® (UE1) with Back Up Battery: The Back Up Battery is a redundant power supply to allow limited OnStar® functionality in the event of a main vehicle battery power disruption to the VCIM (OnStar®module). Do not disconnect the main vehicle battery or remove the OnStar® fuse with the ignition key in any position other than OFF. Retained accessory power (RAP) should be allowed to time out or be disabled (simply opening the driver door should disable RAP) before disconnecting power. Disconnecting power to the OnStar® module in any way while the ignition is On or with RAP activated may cause activation of the OnStar® Back-Up Battery (BUB) system and will discharge and permanently damage the back-up battery. Once the Back-Up Battery is activated it will stay on until it has completely discharged. The BUB is not rechargeable and once activated the BUB must be replaced. Disconnect the battery ground negative cable.
2. Remove the spark plugs. Refer to «SPARK PLUG REPLACEMENT»(ref-653646-S38475264822014090100000) .
3. Rotate the crankshaft to place the piston in the cylinder being tested at top dead center (TDC) of the compression stroke.
4. Install the EN-35667-A Tester or equivalent.
5. NOTE: It may be necessary to hold the crankshaft balancer bolt to prevent the engine from rotating. Apply shop air pressure to the EN-35667-A Tester and adjust according to the manufacturers instructions.
6. Record the cylinder leakage value. Cylinder leakage that exceeds 25 percent is considered excessive and may require component service. In excessive leakage situations, inspect for the following conditions: Air leakage sounds at the throttle body or air inlet hose that may indicate a worn or burnt intake valve or a broken valve spring. Air leakage sounds at the exhaust system tailpipe that may indicate a worn or burnt exhaust valve or a broken valve spring. Air leakage sounds from the crankcase, oil level indicator tube, or oil fill tube that may indicate worn piston rings, a damaged piston, a worn or scored cylinder bore, a damaged engine block or a damaged cylinder head. Air bubbles in the cooling system may indicate a damaged cylinder head or a damaged cylinder head gasket.
7. Perform the «LEAKAGE TEST»(ref-653636-S02686425402014090100000) on the remaining cylinders and record the values.

Oil Consumption Diagnosis

Excessive oil consumption, not due to leaks, is the use of 0.9 L (1 qt) or greater of engine oil within 3 200 kilometers (2, 000 miles). The causes of excessive oil consumption include the following conditions

1. External oil leaks Tighten bolts and/or replace gaskets and oil seals as necessary.
2. Incorrect oil level or improper reading of oil level indicator With the vehicle on a level surface, allow adequate drain down time and inspect for the correct oil level.
3. Improper oil viscosity Use recommended SAE viscosity for the prevailing temperatures.
4. Continuous high speed driving and/or severe usage
5. Crankcase ventilation system restrictions or malfunctioning components
6. Valve guides and/or valve stem oil seals worn, or the seal omitted Ream guides and install oversize service valves and/or new valve stem oil seals.
7. Piston rings broken, improperly installed, worn, or not seated properly Allow adequate time for rings to seat. Replace broken or worn rings, as necessary.
8. Piston improperly installed or mis-fitted

Oil Pressure Diagnosis and Testing

1. With the vehicle on a level surface, allow adequate drain down time of 2-3 minutes and measure for a low oil level.
2. Add the recommended grade engine oil and fill the crankcase until the oil level measures full on the oil level indicator.
3. Run the engine, and verify low, or no oil pressure on the vehicle gauge or light.
4. Listen for a noisy valve train or a knocking noise.
5. Inspect for the following conditions: Correct oil filter with anti-drain back feature and O-ring on the cylinder block side of the filter Oil diluted by moisture or unburned fuel mixtures Improper oil viscosity for the expected temperature Incorrect or malfunctioning oil pressure sender Incorrect or malfunctioning oil pressure gauge Plugged oil filter Malfunctioning oil bypass valve
6. Remove the oil pressure sender or another engine block oil gallery plug.
7. Install an oil pressure gauge and measure the engine oil pressure.
8. Compare the readings to the specifications. Refer to «ENGINE MECHANICAL SPECIFICATIONS (LDK, LHU)»(ref-653636-S28533554622014090100000) .
9. If the engine oil pressure is below specifications, inspect the engine for 1 or more of the following conditions: Correct oil filter with anti-drain back feature and O-ring on the cylinder block side of the filter Oil pump worn or dirty Refer to «OIL PUMP DISASSEMBLE»(ref-653637-S22472627512014090100000) . Oil pump-to-engine front cover bolts loose Refer to «ENGINE FRONT COVER AND OIL PUMP INSTALLATION»(ref-653636-S09798043692014090100000) . Oil pump screen loose, plugged, or damaged Oil pump screen O-ring seal missing or damaged Malfunctioning oil pump pressure regulator valve Excessive bearing clearance Refer to «CRANKSHAFT AND BEARING CLEANING AND INSPECTION»(ref-653637-S26202294412014090100000) . Cracked, porous or restricted oil galleries Oil gallery plugs missing or incorrectly installed Refer to «Cylinder Block Cleaning and Check (LDK, LHU)»(ref-653636-S29751507642014090100000) . Broken lash adjusters

Oil Leak Diagnosis

Diagnostic Aids

1. A chirping or squeal noise may be intermittent due to moisture on the drive belts or the pulleys. It may be necessary to spray a small amount of water on the drive belts in order to duplicate the customers concern. If spraying water on the drive belt duplicates the symptom, cleaning the belt pulleys may be the probable solution.
2. If the noise is intermittent, verify the accessory drive components by varying their loads making sure they are operated to their maximum capacity. An overcharged A/C system, power steering system with a pinched hose or wrong fluid, or a generator failing are suggested items to inspect.
3. A chirping, squeal or whine noise may be caused by a loose or improper installation of a body or suspension component. Other items of the vehicle may also cause the noise.
4. The drive belts will not cause a whine noise.

The accessory drive components can have an affect on engine vibration. Vibration from the engine operating may cause a body component or another part of the vehicle to make rumbling noise. Vibration can be caused by, but not limited to the A/C system over charged, the power steering system restricted or the incorrect fluid, or an extra load on the generator. To help identify an intermittent or an improper condition, vary the loads on the accessory drive components.

The drive belt may have a rumbling condition that can not be seen or felt. Sometimes replacing the drive belt may be the only repair for the symptom.

If replacing the drive belt, completing the diagnostic table, and the noise is only heard when the drive belts are installed, there might be an accessory drive component with a failure. Varying the load on the different accessory drive components may aid in identifying which component is causing the rumbling noise.

If the drive belt repeatedly falls off the drive belt pulleys, this is because of pulley misalignment.

An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall off the pulleys. Verify the accessory drive components operate properly.

If the drive belt is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt.

Excessive wear on a drive belt is usually caused by an incorrect installation or the wrong drive belt for the application.

Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt to make a noise or to fall off.

Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt fall off.

Strategy Based Diagnostics

1. Perform the «DIAGNOSTIC SYSTEM CHECK - VEHICLE»(ref-653639-S05362277832014090100000) before using the symptom tables, if applicable.
2. Review the system operation in order to familiarize yourself with the system functions. Refer to «DISASSEMBLED VIEWS (LDK, LHU)»(ref-653636-S26024371632014090100000) , «ENGINE COMPONENT DESCRIPTION»(ref-653636-S09487426792014090100000) and «LUBRICATION DESCRIPTION»(ref-653636-S29886292042014090100000) .

All diagnosis on a vehicle should follow a logical process. Strategy based diagnostics is a uniform approach for repairing all systems. The diagnostic flow may always be used in order to resolve a system condition. The diagnostic flow is the place to start when repairs are necessary.

Visual/Physical Inspection

1. Inspect for aftermarket devices which could affect the operation of the engine.
2. Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom.
3. Inspect for the correct oil level, proper oil viscosity, and correct filter application.
4. Verify the exact operating conditions under which the concern exists. Note factors such as engine RPM, ambient temperature, engine temperature, amount of engine warm-up time, and other specifics.
5. Compare the engine sounds, if applicable, to a known good engine and make sure you are not trying to correct a normal condition.

Symptom List

Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom

1. «BASE ENGINE MISFIRE WITHOUT INTERNAL ENGINE NOISES (LDK, LHU)»(ref-653636-S34291574262014090100000)
2. «BASE ENGINE MISFIRE WITH ABNORMAL INTERNAL LOWER ENGINE NOISES (LDK, LHU)»(ref-653636-S21955914472014090100000)
3. «BASE ENGINE MISFIRE WITH ABNORMAL VALVE TRAIN NOISE (LDK, LHU)»(ref-653636-S33572856772014090100000)
4. «BASE ENGINE MISFIRE WITH COOLANT CONSUMPTION (LDK, LHU)»(ref-653636-S22477799132014090100000)
5. «BASE ENGINE MISFIRE WITH EXCESSIVE OIL CONSUMPTION (LDK, LHU)»(ref-653636-S18004425082014090100000)
6. «ENGINE NOISE ON START-UP, BUT ONLY LASTING A FEW SECONDS (LDK, LHU)»(ref-653636-S33620110162014090100000)
7. «UPPER ENGINE NOISE, REGARDLESS OF ENGINE SPEED (LDK, LHU)»(ref-653636-S07440348992014090100000)
8. «LOWER ENGINE NOISE, REGARDLESS OF ENGINE SPEED (LDK, LHU)»(ref-653636-S09782280502014090100000)
9. «ENGINE NOISE UNDER LOAD (LDK, LHU)»(ref-653636-S30616401442014090100000)
10. «ENGINE WILL NOT CRANK - CRANKSHAFT WILL NOT ROTATE (LDK, LHU)»(ref-653636-S32017124272014090100000)
11. «COOLANT IN COMBUSTION CHAMBER (LDK, LHU)»(ref-653636-S33201275712014090100000)
12. «COOLANT IN ENGINE OIL (LDK, LHU)»(ref-653636-S34962800142014090100000)
13. «TURBOCHARGER WHINE NOISE (LDK, LHU)»(ref-653636-S22540650252014090100000)
14. «TURBOCHARGER HISSING NOISE (LDK, LHU)»(ref-653636-S26366808272014090100000)
15. «TURBOCHARGER OIL LEAK FROM COMPRESSOR SEAL (LDK. LHU)»(ref-653636-S28816043922014090100000)
16. «TURBOCHARGER OIL LEAK FROM TURBINE SEAL (LDK, LHU)»(ref-653636-S24081365322014090100000)
17. «TURBOCHARGER LACK OF OIL SUPPLY (LDK. LHU)»(ref-653636-S28586745702014090100000)
18. «ENGINE COMPRESSION TEST»(ref-653636-S37835684712014090100000)
19. «CYLINDER LEAKAGE TEST»(ref-653636-S02686425402014090100000)
20. «OIL CONSUMPTION DIAGNOSIS»(ref-653636-S19300714112014090100000)
21. «OIL PRESSURE DIAGNOSIS AND TESTING»(ref-653636-S31479897842014090100000)
22. «OIL LEAK DIAGNOSIS»(ref-653636-S39556486642014090100000)
23. «CRANKCASE VENTILATION SYSTEM INSPECTION/DIAGNOSIS (WITH TURBOCHARGER)»(ref-653636-S21207400532014090100000)
24. «DRIVE BELT CHIRPING, SQUEAL, AND WHINE DIAGNOSIS»(ref-653636-S12571819022014090100000)
25. «DRIVE BELT RUMBLING AND VIBRATION DIAGNOSIS»(ref-653636-S28126565652014090100000)
26. «DRIVE BELT FALLS OFF AND EXCESSIVE WEAR DIAGNOSIS»(ref-653636-S41783313742014090100000)
27. «DRIVE BELT TENSIONER DIAGNOSIS»(ref-653636-S30358843922014090100000)

Engine Compression Test

1. Charge the battery if the battery is not fully charged.
2. Disable the ignition system.
3. Disable the fuel injection system.
4. Remove the spark plugs.
5. Turn the ignition to the ON position.
6. Depress the accelerator pedal to position the throttle plate wide open.
7. Start with the compression gauge at zero and crank the engine through 4 compression strokes, 4 puffs.
8. Measure the compression for each cylinder. Record the readings.
9. If a cylinder has low compression, inject approximately 15 ml (1 tablespoon) of engine oil into the combustion chamber through the spark plug hole. Measure the compression again and record the reading.
10. The minimum compression in any 1 cylinder should not be less than 70 percent of the highest cylinder. No cylinder should read less than 690 kPa (100 psi). For example, if the highest pressure in any 1 cylinder is 1 035 kPa (150 psi), the lowest allowable pressure for any other cylinder would be 725 kPa (105 psi). (1 035 x 70% = 725) (150 x 70% = 105). Normal - Compression builds up quickly and evenly to the specified compression for each cylinder. Piston Rings Leaking - Compression is low on the first stroke. Compression builds up with the following strokes, but does not reach normal. Compression improves considerably when you add oil. Valves Leaking - Compression is low on the first stroke. Compression usually does not build up on the following strokes. Compression does not improve much when you add oil. If 2 adjacent cylinders have lower than normal compression, and injecting oil into the cylinders does not increase the compression, the cause may be a head gasket leaking between the cylinders.

Crankcase Ventilation System Inspection/Diagnosis (With Turbocharger)

Special Tools

J 23951 Valve Manometer

1. Verify clean air cleaner.
2. Verify oil fill cap is in place.
3. Verify oil level indicator is installed.
4. Remove the oil level indicator. Install a manometer J 23951, or equivalent, into the oil level indicator tube.
5. Start the engine.
6. The vacuum of the column of water at idle should be from 3-4 1/2 inches column height.
7. If vacuum is higher inspect and verify the clean air hose from cam cover to air inlet is not blocked or kinked, and the check valve on the clean air hose is open when vacuum from the engine is applied.
8. The hose from valve cover to the turbo is also for the positive crankcase ventilation (PCV) and is used for PCV flow under normal operation and only PCV flow during turbo boost conditions. If the hose is plugged, this will raise vacuum. Diagnosis can be done by removing the turbo side of the hose and start the engine for a few seconds. This should create a large air leak and erratic idle showing there is air flow. If the hose is blocked manually, vacuum will increase.
9. If vacuum is in normal range, block or pinch off the clean air hose. The clean air hose is the hose between the cam cover and air intake system. Vacuum should increase to approximately 5 inches on the manometer. If held too long, damage could result to the sealing system.
10. If vacuum does not increase, the orifice with check valve in the center of the intake manifold face could be plugged.
11. If there is zero vacuum or pressure, verify compression of the engine.
12. If compression is normal, check for a blocked orifice with check valve at the intake manifold clean orifice.

Drive Belt Tensioner Diagnosis

Engine Block Cleaning and Inspection

Special Tools

1. EN-7872 Magnetic Base Dial Indicator
2. EN-8087 Cylinder Bore Gauge

For equivalent regional tools, refer to SPECIAL TOOLS (LDK, LHU) .

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Scheme 10

1. Clean the sealing material from the gasket mating surfaces with a suitable tool (1).
2. Clean the engine block and lower crankcase in a cleaning tank with solvent appropriate for aluminum.
3. Flush the engine block with clean water or steam.
4. Clean the oil passages.
5. Clean the blind holes.
6. Spray the cylinder bores and the machined surfaces with engine oil.
7. Inspect the threaded holes. Clean the threaded holes with a rifle brush. If necessary, drill out the holes and install thread inserts. Refer to «THREAD REPAIR SPECIFICATIONS (LDK, LHU)»(ref-653636-S08350482532014090100000) .
8. NOTE: Do not attempt to machine the lower crankcase to engine block surfaces. Use a straight edge (1) and a feeler gauge (2) to check the deck surface for flatness. Carefully machine minor irregularities. Replace the block if more than 0.254 mm (0.010 in) must be removed.
9. Inspect the oil pan rail for nicks. Inspect the front cover attaching area for nicks. Use a flat mill file to remove any nicks.
10. Clean the sealing material from the gasket mating surfaces on the lower crankcase engine block side with a suitable tool (1).
11. Clean the sealing material from the gasket mating surfaces on the lower crankcase oil pan side with a suitable tool (1).
12. Inspect the mating surfaces of the transmission face.
13. WARNING: A broken flywheel may result if the transmission case mating surface is not flat. Use the following procedure in order to measure the engine block flange runout at the mounting bolt hole bosses: 13.1. Temporarily install the crankshaft and upper bearings. Measure the crankshaft flange run-out using the EN-7872 dial indicator (1) 13.2. Hold the gauge plate flat against the crankshaft flange. 13.3. Place the dial indicator stem on the transmission mounting bolt hole boss. Set the indicator to 0. 13.4. Record the readings obtained from all of the bolt hole bosses. The measurements should not vary more than 0.203 mm (0.008 in). 13.5. Recheck the crankshaft flange runout if the readings vary more than 0.203 mm (0.008 in). 13.6. Remove the crankshaft and bearings.
14. Install the bed plate and bolts. Tighten the bed plate bolts to specification.
15. Inspect the crankshaft main bearing bores. Use the EN-8087 gauge (1) to measure the bearing bore concentricity and alignment. Refer to «ENGINE MECHANICAL SPECIFICATIONS (LDK, LHU)»(ref-653636-S28533554622014090100000) .
16. Replace the engine block and bed plate if the crankshaft bearing bores are out of specification.
17. Remove the bed plate.
18. Inspect the cylinder bores using the EN-8087 gauge (1). Inspect for the following items: Wear Taper Runout Ridging
19. If the cylinder bores are out of specification, install a NEW cylinder bore sleeve. Refer to «Cylinder Liner Removal»(ref-653636-S23333430362014090100000) or «Cylinder Liner Installation»(ref-653636-S06133580972014090100000) .

Fuel Rail and Injector Cleaning and Inspection (LDK, LHU)

Special Tools

EN-48266 Injector Seal Installer and Sizer

For equivalent regional tools, refer to SPECIAL TOOLS (LDK, LHU) .

Scheme 11

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Scheme 18

1. Unplug the electrical connections from the fuel injectors (1).
2. NOTE: DO NOT tilt or twist the injector during removal. Remove the injectors from the fuel rail by pulling straight out along the fuel injector axis.
3. Remove and discard the fuel injector hold-down clamp (3).
4. Remove and discard the fuel injector O-ring (2) and plastic spacer (1).
5. Remove and discard the fuel injector seal (1).
6. NOTE: Do not soak or submerge the fuel rail or injectors in solvent. Clean the exterior of the fuel rail (2) and injectors in solvent.
7. Refer to «FASTENER CAUTION»(ref-653635-S22306564902014090100000) . Inspect the high pressure fuel sensor (1) for damage. 7.1. If replacing, dry the fuel pressure sensor bore in the fuel rail with a lint free cloth. 7.2. The bore should be free of fuel, debris, and burrs. 7.3. Lubricate the fuel pressure sensor bore, in the fuel rail, with clean engine oil. 7.4. Lubricate the threads and sealing area on the fuel pressure sensor with clean engine oil. 7.5. Install the fuel pressure sensor hand tight. 7.6. Remove the fuel pressure sensor and re-lubricate the bore, threads, and sealing area. 7.7. Re-install the fuel pressure sensor. Tighten the high pressure fuel sensor to 33 Nm (25 lb ft) .
8. Inspect the fuel rail and components for the following conditions: Damage, debris, or restrictions to the fuel rail Damage, debris, or restrictions to the fuel ports in the fuel rail Damage to the mounting area for the fuel rail Damage to the fuel rail mounting bolts Damage to the threads on the fuel rail fuel feed fitting
9. Inspect the fuel injectors for the following conditions: Damage to the fuel injector connector (7) Damage to the fuel injector harness connector Damage to the fuel injector tip (1) Damage to the tolerance ring (2) Damage to the wave guide (3), if equipped
10. Replace the fuel rail or injector if any damage is found. Do not attempt to repair a fuel rail or injector.
11. Lubricate the NEW O-ring (5) with 5W30 engine oil.
12. Install a NEW O-ring and plastic spacer (4) on the injector. The plastic spacer has a top (6) and a bottom. The top, O-ring sealing area, is wider.
13. NOTE: Do not use any type of lubricant when installing the NEW seal (1) on the fuel injector tip. Install EN-48266 installer (2) onto the fuel injector tip. Install a NEW seal (1) over EN-48266 installer on the injector. The seal must be installed/slid into the recessed area (3) of the fuel injector. Compress the seal with your fingers before resizing the seal using the EN-48266 sizer.
14. Using the EN-48266 sizer (4), resize the seal.
15. Install a NEW fuel injector hold-down clamp (2) on the fuel injector (1).
16. Repeat the fuel injector cleaning and inspection process for all 4 fuel injectors.
17. NOTE: DO NOT tilt or twist the injector during installation. Install the fuel injectors (1) by pushing the injectors straight into the fuel rail along the fuel injector axis.
18. Connect the electrical connection to the fuel rail for each injector.

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Scheme 20

1. Clean the intake manifold mating surfaces (1).
2. Inspect the intake manifold (2) for damage.
3. Inspect the intake manifold for cracks near metallic inserts.
4. Inspect the crankcase ventilation passages in the intake manifold face for blockage.
5. Refer to «SAFETY GLASSES WARNING»(ref-653635-S22428822072014090100000) . Clean the crankcase ventilation passages (1) with compressed air, if necessary. Use a maximum of 172 kPa (25 psi) of air pressure.
6. Replace the intake manifold, as necessary.

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1. NOTE: Do not reuse the exhaust manifold-to-cylinder head gaskets. Upon installation of the exhaust manifold, install a NEW gasket. An improperly installed gasket or leaking exhaust system may affect on-board diagnostics (OBD) II system performance. Clean the exhaust manifold in solvent.
2. Refer to «SAFETY GLASSES WARNING»(ref-653635-S22428822072014090100000) . Dry the exhaust manifold (1) with compressed air.
3. Inspect the heat shield for damage.
4. NOTE: Do not replace the exhaust manifold if cracks are found on the manifold outlet flange partition wall (1). Replacement should only be performed if external leaks are present. Internal heat cracks are allowed. Do not replace the exhaust manifold for this condition.
5. Use a straight edge (2) and a feeler gauge (1) and measure the exhaust manifold mounting face for warpage. An exhaust manifold face with warpage in excess of 0.25 mm (0.0100 in) may cause an exhaust leak and may affect OBD II system performance. Exhaust manifolds not within specifications must be replaced.

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Scheme 28

1. Remove the engine oil level sensor retainer ring (2).
2. Remove the oil level indicator plate bolts.
3. Remove the engine oil level sensor assembly (1).
4. Clean the oil pan (1) mating surface.
5. Remove the oil pan baffle bolts.
6. NOTE: Do not remove the pickup screen. It is press-fit into the oil pan. Remove the oil pan baffle (1).
7. Clean the oil pan (2). Remove all the sludge and the oil deposits.
8. Inspect the engine oil drain plug threads.
9. Inspect the oil pan for cracking near the pan rail and the transmission mounting points.
10. Inspect the oil pan for cracking resulting from impact or flying road debris.
11. Inspect the oil pan baffle and pickup screen.
12. Install the oil pan baffle.
13. Refer to «FASTENER CAUTION»(ref-653635-S22306564902014090100000) . Install the antislosh plate bolts and tighten to 14 Nm (10 lb ft) .
14. Clean and inspect the oil level sensor (1). Ensure that the float (2) moves freely within the sensor and the oil holes are clear of debris and not obstructed.
15. Install the engine oil level sensor assembly (1) into the oil pan with the oil level indicator plate bolts. Tighten the bolts to 10 Nm (89 lb in) .
16. Install the engine oil level sensor connector and secure with a retaining ring (2).