Ignition System: Description and Operation
IGNITION CONTROLTwo different ignition Systems are used One type of system is used on both the 3.7L V 6 and the 4.7L V-8 engine. The other is used on the 5.9L V-8 engine.
The 5.9L ignition system will use a conventional distributor and remotely mounted coil. The 3.7L V-6 and 4.7L V-8 engines will not use a distributor. The 3.7L /4.7L is also equipped with separate and independent ignition coils.
3.7L V-6
The ignition system is controlled by the Powertrain Control Module (PCM) on all engines.
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 Powertrain Control Module (PCM) provides a ground contact (circuit) for energizing each coil. When the PCM breaks the contact, the energy in the coil primary transfers to the secondary causing a spark. The PCM will de-energize the ASD relay if it does not receive inputs from either the crankshaft or camshaft position sensors.
4.7L V-8
The ignition system is controlled by the Powertrain Control Module (PCM) on all engines.
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.
The Auto Shutdown (ASD) relay provides battery voltage to each ignition coil. The Powertrain Control Module (PCM) provides a ground contact (circuit) for energizing each coil. When the PCM breaks the contact, the energy in the coil primary transfers to the secondary causing a spark. The PCM will de-energize the ASD relay if it does not receive inputs from either the crankshaft or camshaft position sensors.
5.9L V-8
The ignition system is controlled by the Powertrain Control Module (PCM) on all engines.
The ignition system consists of:
- 8 Spark Plugs
- 1 Ignition Coil
- Secondary Ignition Cables
- Distributor (contains rotor and camshaft position sensor)
- Powertrain Control Module (PCM)
- Also to be considered part of the ignition system are certain inputs from the Crankshaft Position, Camshaft Position, Throttle Position and MAP Sensors.
AUTOMATIC SHUT DOWN RELAY
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.
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:
- the ignition key is left in the ON position. This is if the engine has not been running for approximately 1.8 seconds.
- there is a crankshaft position sensor signal to the PCM that is lower than pre-determined values.
ASD Sense - PCM Input
A 12 volt signal at this input indicates to the PCM that the ASD has been activated. The relay is used to connect the oxygen sensor heater element, ignition coil and fuel injectors to 12 volt + power supply.
This input is used only to sense that the ASD relay is energized. If the Powertrain Control Module (PCM) does not see 12 volts at this input when the ASD should be activated, it will set a Diagnostic Trouble Code (DTC).
CAMSHAFT POSITION SENSOR
3.7L
The Camshaft Position Sensor (CMP) on the 3.7L 6-cylinder engine is bolted to the right-front side of the right cylinder head.
Fig. 4 CMP Operation - 3.7L:
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. 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.
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.
4.7L
The Camshaft Position Sensor (CMP) on the 4.7L V-8 engine is bolted to the right-front side of the right cylinder head.
Fig. 5 CMP And Tonewheel Operation - 4.7L:
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 tone- wheel is located at the front of the camshaft for the right cylinder head. 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.
5.9L
The Camshaft Position Sensor (CMP) on the 5.9L V-8 engine is located inside the distributor.
Fig. 6 CMP / Pulse Ring - 5.9L:
The CMP sensor on the 5.9L V-8 engine contains a hall effect device called a sync signal generator to generate a fuel sync signal. This sync signal generator detects a rotating pulse ring (shutter) on the distributor shaft. The pulse ring rotates 180 degrees through the sync signal generator. Its signal is used in conjunction with the Crankshaft Position (CKP) sensor to differentiate between fuel injection and spark events. It is also used to synchronize the fuel injectors with their respective cylinders.
When the leading edge of the pulse ring (shutter) enters the sync signal generator, the following occurs:
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 pulse ring (shutter) leaves the sync signal generator, the following occurs:
The change of the magnetic field causes the sync signal voltage to switch low to 0 volts.
Fig. 10 Distributor And Camshaft Position Sensor - 5.9L:
DISTRIBUTOR
All these engines are equipped with a camshaft driven mechanical distributor containing a shaft driven distributor rotor. All distributors are equipped with an internal camshaft position (fuel sync) sensor.
The distributor does not have built in centrifugal or vacuum assisted advance. Base ignition timing and all timing advance is controlled by the Powertrain Control Module (PCM). Because ignition timing is controlled by the PCM, base ignition timing is not adjustable.
The distributor is held to the engine in the conventional method using a holddown clamp and bolt.
Although the distributor can be rotated, it will have no effect on ignition timing.
All distributors contain an internal oil seal that prevents oil from entering the distributor housing. The seal is not serviceable.
IGNITION COIL
Fig. 17 Ignition Coil - 3.7L / 4.7L:
Fig. 18 Ignition Coil Location - 3.7L:
3.7L
The 3.7L V-6 engine uses 6 dedicated, and individually fired coil for each spark plug. Each coil is mounted directly into the cylinder head and onto the top of each spark plug.
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 engine.
Fig. 19 Ignition Coil Location - 4.7L:
4.7L
The 4.7L V-8 engine uses 8 dedicated, and individually fired coil for each spark plug. Each coil is mounted directly to the top of each spark plug.
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 engine.
Fig. 20 Ignition Coil Location - 5.9L:
5.9L
A single ignition coil is used. The coil is not oil filled. The coil windings are embedded in an epoxy compound. This provides heat and vibration resistance that allows the coil to be mounted on the engine.
A single ignition coil is used. The Powertrain Control Module (PCM) opens and closes the ignition coil ground circuit for ignition coil operation.
Battery voltage is supplied to the ignition coil positive terminal 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 any engine. 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.
KNOCK SENSOR
The 2 knock sensors are bolted into the cylinder block under the intake manifold. The sensors are used only with the 3.7L engine.
Two knock sensors are used on the 3.7L V-6 engine; 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.
SPARK PLUG
Resistor type spark plugs are used.
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.
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 Lubrication and Maintenance
Spark plugs that have low mileage may be cleaned and reused if not otherwise defective, carbon or oil fouled. Also refer to Spark Plug Conditions.
CAUTION: Never use a motorized wire wheel brush to clean the spark plugs. Metallic deposits will remain on the spark plug insulator and will cause plug misfire.
IGNITION COIL CAPACITOR
One coil capacitor is used. It is located in the right- rear section of the engine compartment.
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.
SPARK PLUG CABLE
Spark plug cables are sometimes referred to as secondary ignition wires, or secondary ignition cables.
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.