Inspection/Test
| Action
|
DEFINITION: Engine power variation under steady throttle or cruise. Feels like
the vehicle speeds up and slows down with no change in the accelerator pedal.
|
Preliminary
|
| • | Ensure that the driver understands the transmission torque converter clutch
(TCC), and the A/C compressor operation as explained in the owners manual. Inform
the customer how TCC and the A/C clutch operates. |
|
Sensor/System
|
Notice: Contamination of the oxygen sensor can result from the use of an inappropriate
RTV sealant (not oxygen sensor safe) or excessive engine coolant or oil consumption.
Remove the HO2S and visually inspect the portion of the sensor exposed to
the exhaust stream in order to check for contamination. If contaminated, the
portion of the sensor exposed to the exhaust stream will have a white powdery
coating. Silicon contamination causes a high but false HO2S signal voltage
(rich exhaust indication). The control module will then reduce the amount
of fuel delivered to the engine, causing a severe driveability problem. Eliminate
the source of contamination before replacing the oxygen sensor.
| • | Monitor the heated oxygen sensors (HO2S). The heated oxygen sensors should respond
quickly to different throttle positions. If not, inspect the HO2S for silicon or
other contaminants from fuel or use of improper RTV sealant. The sensors may have
a white powdery coating. Silicon contamination causes a high but false HO2S signal
voltage, rich exhaust indication. The powertrain control module (PCM) reduces the
amount of fuel delivered to the engine, causing a severe driveability problem. |
| • | Inspect MAF sensor and related wiring. |
| • | Inspect the air intake ducts for being collapsed, damaged areas, looseness,
improper installation, or leaking especially between the mass air flow (MAF) sensor
and the throttle body. |
| • | Monitor the 24X crank sensor and CMP sensor signal present parameters
on the scan tool. If both are not responding, test the sensor feed circuit. Both
sensors use a separate feed circuit but are internally connected to power. Test all
CKP sensor A and CMP sensor circuits for intermittents. Refer to
Testing for Intermittent Conditions and Poor Connections
in Wiring
Systems. |
| • | Monitor the 3X crank sensor parameter on the scan tool. If the 3X crank
sensor parameter is not responding, inspect the CKP sensor B and circuits
for intermittents. Inspect the ignition control (IC) circuit, IC timing control
circuit, low resolution engine speed signal circuit and the low reference circuit
for intermittents. If these circuits become open, or shorted may not set a DTC immediately,
but are capable of causing driveability complaints. Refer to
Testing for Intermittent Conditions and Poor Connections
in Wiring Systems. |
|
Fuel System
|
| • | Ensure that each injector harness is connected to the correct injector/cylinder. |
| • | Inspect any items which may cause an engine to run rich, long term fuel
trim is significantly in the negative range. Refer to Diagnostic Aids for
DTC P0172
. |
| • | Inspect any items that may cause an engine to run lean, long term fuel
trim is significantly in the positive range. Refer to Diagnostic Aids for
DTC P0171
. |
|
Ignition System
|
| • | Inspect for proper ignition voltage output using the following steps: |
| 1. | Attach the J 26792
Spark Tester to engine ground. |
| 2. | Connect the spark plug end of the spark plug wire to the J 26792
. Connect the other end of the spark plug wire
to the coil being tested. |
| 3. | Connect the spark plug end of the companion spark plug wire to ground. |
The companion spark plug wire is the wire attached to the corresponding
coil tower.
| 4. | Crank the engine while observing the J 26792
. A spark should be observed. |
| 5. | Repeat the above steps for each coil. |
| • | If spark is not present at the coils, inspect for the following conditions: |
| - | Coils--Cracks, carbon tracking/arcing, or a resistance value outside
the specified range. |
Coil Resistance
5,000-8,000 ohms | - | Spark plug wires--signs of arcing, cross firing, cracks, carbon
tracking, plug boot damage, pinched, improper routing, or a resistance value
outside the specified range. |
Spark Plug Wire Resistance
3,000 ohms per foot
(9,842 ohms per meter).
| | Important: : Spraying the secondary ignition wires
with a light mist of water may help locate an intermittent problem. Ignition voltage
arcs to ground when a secondary component is faulty.
|
| - | Defective ignition module |
| - | Ignition system wiring--Loose ignition module feed or ground connection,
or damaged system wiring. |
| • | Remove spark plugs and inspect for the following conditions: |
| - | Burned or damaged electrodes |
| - | Improper heat range or reach |
| • | If spark plugs are gas or oil fouled, the cause of the fouling must be
determined before replacing the spark plugs. Refer to
Spark Plug Inspection
. |
|
Additional
|
| • | Inspect the exhaust system for possible restriction: |
| - | Inspect the exhaust system for damaged or collapsed pipes. |
| - | Inspect the muffler for heat distress or possible internal failure. |
| - | Test for possible catalytic converter restrictions by testing the exhaust
system back pressure. |
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