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Section 2 - ECM and Sensors - 5.7L PFI 2-1 Marine Electronic Fuel Injection (MEFI) Section 2 Engine Control Module (ECM) and Sensors This section will describe the function of the Engine Control Module (ECM) and the sensors. The section explains how voltages reflect the inputs and outputs of the ECM. The sensors are described how they operate and how to replace them. Contents General Description .........................................Page 2 Computers and Voltage Signals ....................Page 2 Analog Signals .............................................. Page 2 Three-Wire Sensors ................................Page 2 Two-Wire Sensors ..................................Page 2 Digital Signals ...............................................Page 3 Switch Types ..........................................Page 3 Pulse Counters .......................................Page 3 Engine Control Module (ECM) ...................... Page 4 ECM Function .........................................Page 4 Memory ..................................................Page 4 ROM ....................................................... Page 4 RAM ....................................................... Page 4 EEPROM ................................................Page 4 Speed Density System .................................Page 5 Speed .....................................................Page 5 Density ...................................................Page 5 ECM Inputs and Sensor Descriptions ...........Page 5 MEFI Inputs and Outputs .......................Page 6 Engine Coolant Temperature (ECT) Sensor .................................................... Page 7 Manifold Absolute Pressure (MAP) Sensor .................................................... Page 7 Knock Sensor .........................................Page 7 Throttle Position (TP) Sensor .................. Page 8 Ignition Control (IC) Reference ............... Page 8 Discrete Switch Inputs (Optional) ...........Page 8 Diagnosis ...........................................................Page 9 Engine Control Module (ECM) ...................... Page 9 On-Board Service ............................................. Page 9 Engine Control Module (ECM) Replacement ................................................. Page 9 Engine Coolant Temperature (ECT) Sensor ......................................................... Page 10 Manifold Absolute Pressure (MAP) Sensor ......................................................... Page 10 Throttle Position (TP) Sensor ...................... Page 11 Idle Air Control (IAC) Valve .......................... Page 12 Knock Sensor (KS) ...................................... Page 13 Torque Specifications ..................................... Page 13 2003 Marine 2-2 General Description The Marine Electronic Fuel Injection (MEFI) system is equipped with a computer that provides the operator with state-of-the-art control of fuel and spark delivery. Before we discuss the computers on the Marine applications, lets discuss how computers use voltage to send and receive information. Computers and Voltage Signals Voltage is electrical pressure. Voltage does not flow through circuits. Instead, voltage causes current. Current does the real work in electrical circuits. It is current, the flow of electrically charged particles, that energizes solenoids, closes relays and illuminates lamps. Besides causing current flow in circuits, voltage can be used as a signal. Voltage signals can send information by changing levels, changing waveform (shape) or changing the speed at which the signal switches from one level to another. Computers use voltage signals to communicate with one another. The different circuits inside computers also use voltage signals to talk to each other. There are two kinds of voltage signals, analog and digital. Both of these are used in computer systems. It is important to understand the difference between them and the different ways they are used. Analog Signals An analog signal is continuously variable. This means that the signal can be any voltage within a certain range. An analog signal usually gives information about a condition that changes continuously over a certain range. For example, in a marine engine, temperature is usually provided by an analog signal. There are two general types of sensors that produce analog signals, the 3-wire and the 2-wire sensors. Section 2 - ECM and Sensors - 5.7L PFI Three-Wire Sensors Figure 2-1 shows a schematic representation of a 3-wire sensor. All 3-wire sensors have a reference voltage, a ground and a variable wiper. The lead coming off of the wiper will be the signal to the Engine Control Module (ECM). As this wiper position changes, the signal voltage to the ECM also changes. ECM TYPICAL SENSOR VOLTAGE OUT SIGNAL INPUT 4-24-91 MS 11697 Figure 2-1 - Three-Wire Sensors Two-Wire Sensors Figure 2-2 shows a schematic representation of a 2-wire sensor. This sensor is basically a variable resistor in series with a known-fixed resistor within the ECM. By knowing the values of the input voltage and the voltage drop across the known resistor, the value of the variable resistor can be determined. The variable resistors that are commonly used are called thermistors. A thermistors resistance varies with temperature. ECM TYPICAL SENSOR SENSOR SIGNAL 5V SENSOR GROUND 4-24-91 MS 11698 Figure 2-2 - Two-Wire Sensors 2003 Marine Section 2 - ECM and Sensors - 5.7L PFI Digital Signals Digital signals are also variable, but not continuously. They can only be represented by distinct voltages within a range. For example, 1V, 2V or 3V would be allowed, but 1.27V or 2.56V would not. Digital signals are especially useful when the information can only refer to two conditions: YES and NO, ON and OFF or HIGH and LOW. This would be called a digital binary signal. A digital binary signal is limited to two voltage levels. One level is a positive voltage, the other is no voltage (zero volts). As you can see in Figure 2-3, a digital binary signal is a square wave. The ECM uses digital signals in a code that contains only ones and zeros. The high voltage of the digital signal represents a one (1), and no voltage represents a zero (0). Each zero and each one is called a bit of information, or just a bit. Eight bits together are called a word. A word, therefore, contains some combination of eight binary code bits. Binary code is used inside the ECM and between a computer and any electronic device that understands the code. By stringing together thousands of bits, computers can communicate and store an infinite varieties of information. To a computer that understands binary, 11001011 might mean that it should turn an output device ON at slow speed. Although the ECM uses 8-bit digital codes internally and when talking to another computer, each bit can have a meaning. 2-3 Switch Types Switched inputs (also known as discretes) to the ECM can cause one bit to change, resulting in information being communicated to the ECM. Switched inputs can come in two types: pull-up and pull-down types. Both types will be discussed. With pull-up type switch, the ECM will sense a voltage when the switch is CLOSED. With pull-down type switch, the ECM will sense a voltage when the switch is OPEN. Pulse Counters For the ECM to determine frequency information from a switched input, the ECM must measure the time between the voltage pulses. As a number of pulses are recorded in a set amount of time, the ECM can calculate the frequency. The meaning of the frequency number can have any number of meanings to the ECM. An example of a pulse counter type of input is the distributor reference pulse input. The ECM can count a train of pulses, a given number of pulses per engine revolution. In this way, the ECM can determine the RPM of the engine. DIGITAL BINARY SIGNAL V O L T A G E TIME 4-18-91 MS 11696 Figure 2-3 - Digital Voltage Signal 2003 Marine 2-4 Section 2 - ECM and Sensors - 5.7L PFI Engine Control Module (ECM) The Engine Control Module (ECM), located on the engine, is the control center of the fuel injection system. It controls the following: Fuel metering system. Ignition timing. Idle speed. On-board diagnostics for engine functions. It constantly looks at the information from various sensors, and controls the systems that affect engine performance. The ECM also performs the diagnostic function of the system. It can recognize operational problems, alert the driver through the MIL (Malfunction Indicator Lamp) and store diagnostic trouble codes which identify the problem areas to aid the technician in making repairs. Refer to General Information section for more information on using the diagnostic function of the ECM. ECM Function The ECM supplies either 5 or 12 volts to power various sensors or switches. This is done through resistances in the ECM which are so high in value that a test light will not light when connected to the circuit. In some cases, even an ordinary shop voltmeter will not give an accurate reading because its resistance is too low. Therefore, a digital voltmeter with at least 10 megohms input impedance is required to ensure accurate voltage readings. Tool J 39978 meets this requirement. The ECM controls output circuits such as the injectors, IAC, relays, etc. by controlling the ground or power feed circuit. Memory There are three types of memory storage within the ECM. They are ROM, RAM and EEPROM. ROM Read Only Memory (ROM) is a permanent memory that is physically soldered to the circuit boards within the ECM. The ROM contains the overall control programs. Once the ROM is programmed, it cannot be changed. The ROM memory is non-erasable, and does not need power to be retained. RAM Random Access Memory (RAM) is the microprocessor scratch pad. The processor can write into, or read from this memory as needed. This memory is erasable and needs a constant supply of voltage to be retained. If the voltage is lost, the memory is lost. EEPROM The Electronically Erasable Programmable Read Only Memory (EEPROM) is a permanent memory that is physically soldered within the ECM. The EEPROM contains program and calibration information that the ECM needs to control engine operation. The EEPROM is not replaceable. If the ECM is replaced, the new ECM will need to be programmed by the OEM with the calibration information that is specific to each marine application. J1 Figure 2-4 - Engine Control Module (ECM) 2003 Marine J2 MEFI3004 Section 2 - ECM and Sensors - 5.7L PFI Speed Density System The Marine Electronic Fuel Injection (MEFI) system is a speed and air density system. The system is based on speed density fuel management. Sensors provide the ECM with the basic information for the fuel management portion of its operation. Signals to the ECM establish the engine speed and air density factors. 2-5 ECM Inputs and Sensor Descriptions Figure 2-5 lists the data sensors, switches and other inputs used by the ECM to control its various systems. Although we will not cover them all in great detail, there will be a brief description of each. Speed The engine speed signal comes from the Ignition Control (IC) module to the ECM on the IC reference high circuit. The ECM uses this information to determine the speed or RPM factor for fuel and spark management. Density One particular sensor contributes to the density factor, the Manifold Absolute Pressure (MAP) sensor. The MAP sensor is a 3-wire sensor that monitors the changes in intake manifold pressure which results from changes in engine loads. These pressure changes are supplied to the ECM in the form of electrical signals. As intake manifold pressure increases, the vacuum decreases. The air density in the intake manifold also increases, and additional fuel is needed. The MAP sensor sends this pressure information to the ECM, and the ECM increases the amount of fuel injected, by increasing the injector pulse width. As manifold pressure decreases, the vacuum increases, and the amount of fuel is decreased. These two inputs, MAP and RPM, are the major determinants of the air/fuel mixture delivered by the fuel injection system. The remaining sensors and switches provide electrical inputs to the ECM, which are used for modification of the air/fuel mixture, as well as for other ECM control functions, such as idle control. 2003 Marine 2-6 Section 2 - ECM and Sensors - 5.7L PFI MEFI INPUTS AND OUTPUTS (TYPICAL) INPUTS OUTPUTS BATTERY 12V E L E C T R O N I C IGNITION 12V DISTRIBUTOR REFERENCE(RPM) THROTTLE POSITION (TP) SENSOR MANIFOLD ABSOLUTE PRESSURE(MAP) ENGINE COOLANT TEMPERATURE (ECT) SENSOR INTAKE AIR TEMPERATURE (IAT) KNOCK SENSOR 1 KNOCK SENSOR 2 C O N T R O L DIAGNOSTIC ENABLE VESSEL SPEED SENSOR (OPTIONAL) FUEL PRESSURE SENSOR (OPTIONAL) OIL LEVEL (OPTIONAL) OIL PRESSURE (OPTIONAL) FUEL INJECTORS IGNITION CONTROL (IC) FUEL PUMP RELAY IDLE AIR CONTROL (IAC) DRIVER INFORMATION LAMPS/BUZZERS (OPTIONAL) SERIAL DATA (ECM COMMUNICATION) V- REFERENCE (5 VOLT OUTPUT TO SENSORS) MALFUNCTION INDICATOR LAMP (MIL) EMERGENCY STOP (OPTIONAL) RPM CHANGE STATE (OPTIONAL) SHIFT INTERRUPT/LOAD ANTICIPATE 1 (OPTIONAL) LOAD ANTICIPATE 2 (OPTIONAL) GENERAL WARNING 1 (OPTIONAL) M O D U L E GENERAL WARNING 2 (OPTIONAL) 5-96 MS 11699 Figure 2-5 - ECM Inputs and Outputs (Typical) 2003 Marine Section 2 - ECM and Sensors - 5.7L PFI Engine Coolant Temperature (ECT) Sensor The engine coolant temperature (ECT) sensor is a thermistor (a resistor which changes value based on temperature) mounted in the engine coolant stream. Low coolant temperature produces a high resistance (100,000 ohms at 40°C/-40°F) while high temperature causes low resistance (70 ohms at 130°C/266°F). The ECM supplies a 5 volt signal to the ECT sensor through a resistor in the ECM and measures the voltage. The voltage will be high when the engine is cold, and low when the engine is hot. By measuring the voltage, the ECM calculates the engine coolant temperature. Engine coolant temperature affects most systems the ECM controls. A hard fault in the engine coolant sensor circuit should set DTC 14 or DTC 15; an intermittent fault may or may not set a DTC. The DTC Diagnostic Aids also contains a chart to check for sensor resistance values relative to temperature. 2-7 The ECM supplies a 5 volt reference voltage to the MAP sensor. As the manifold pressure changes, the electrical resistance of the MAP sensor also changes. By monitoring the sensor output voltage, the ECM knows the manifold pressure. A higher pressure, low vacuum (high voltage) requires more fuel. A lower pressure, high vacuum (low voltage) requires less fuel. The ECM uses the MAP sensor to control fuel delivery and ignition timing. A failure in the MAP sensor circuit should set a DTC 33 or DTC 34. 3 1 I 22312 2 Figure 2-7 - Manifold Absolute Pressure (MAP) Sensor Knock Sensor The knock sensor is mounted in the engine block. The location depends on engine application. 1 HARNESS CONNECTOR 2 LOCKING TAB 3 SENSOR 8-24-94 RS 22189 Figure 2-6 - Engine Coolant Temperature (ECT) Sensor Manifold Absolute Pressure (MAP) Sensor The Manifold Absolute Pressure (MAP) sensor (Figure 2-7) is a pressure transducer that measures the changes in the intake manifold pressure. The pressure changes as a result of engine load and speed change, and the MAP sensor converts this into a voltage output. A closed throttle on engine coastdown would produce a relatively low MAP output voltage, while a wide open throttle would produce a high MAP output voltage. This high output voltage is produced because the pressure inside the manifold is almost the same as outside the manifold, so you measure almost 100% of outside air pressure. MAP is the opposite of what you would measure on a vacuum gauge. When manifold pressure is high, vacuum is low, causing a high MAP output voltage. The MAP sensor is also used to measure barometric pressure under certain conditions, which allows the ECM to automatically adjust for different altitudes. 8-24-94 RS 22183 Figure 2-8 - Knock Sensor (Typical) An ECM is used in conjunction with a knock sensor in order to control detonation. The knock module circuitry is internal in the ECM. When knock is present, a small AC voltage is produced by the knock sensor and transmitted to the ECM. An AC voltage monitor inside the ECM will detect the knock and start retarding spark timing. 2003 Marine 2-8 Section 2 - ECM and Sensors - 5.7L PFI Throttle Position (TP) Sensor The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle body. By monitoring the voltage on the signal line, the ECM calculates throttle position. As the throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a closed throttle position, the output of the TP sensor is low. As the throttle valve opens, the output increases so that at Wide Open Throttle (WOT), the output voltage should be above 4 volts. The ECM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the ECM thinks the throttle is moving. A hard failure in the TP sensor circuit should set either a DTC 21 or DTC 22. Once a DTC is set, the ECM will use a calibratible default value for throttle position and some engine performance will return. 1 2 1 THROTTLE POSITION (TP) SENSOR 2 TP SENSOR ATTACHING SCREW RS 22191 Figure 2-9 - Throttle Position (TP) Sensor (Typical) C B CONTROL MODULE A 2 1 1 THROTTLE POSITION (TP) SENSOR 2 THROTTLE VALVE RS 22192 Figure 2-10 - Throttle Position (TP) Sensor (Typical) 2003 Marine Ignition Control (IC) Reference The Ignition Control (IC) reference (RPM signal) is supplied to the ECM by way of the IC reference line from the ignition module. This pulse counter type input creates the timing signal for the pulsing of the fuel injectors, as well as the IC functions. This signal is used for a number of control and testing functions within the ECM. Discrete Switch Inputs (Optional) Several discrete switch inputs are utilized by the MEFI system to identify abnormal conditions that may affect engine operation. Pull-up and pull-down type switches are currently used in conjunction with the ECM to detect critical conditions to engine operation. If a switch changes states from its normal at rest position, that is, normally closed to open, or normally open to closed, the ECM senses a change in voltage and responds by entering RPM reduction mode. This engine protection feature allows the operator normal engine operations up to OEM specifications (approx. 2000 RPM), but disables half the fuel injectors until the engine drops below 1200 RPM. Then normal engine operation is restored until the RPM limit is exceeded. This feature allows the operator a safe maneuvering speed while removing the possibility of high RPM engine operation until the problem is corrected. Switches that may be used with the MEFI system to detect critical engine operation parameters are: N/O Oil level N/O Oil pressure N/O Emergency stop General Warning 1 N/O N/O General Warning 2 N/O Shift Interrupt/Load Anticipate 1 N/O Load Anticipate 2 Section 2 - ECM and Sensors - 5.7L PFI 2-9 Diagnosis On-Board Service Engine Control Module (ECM) Engine Control Module (ECM) To read and clear diagnostic trouble codes, use a scan tool or Marine Diagnostic Trouble Code (MDTC) tool. Important: Use of a scan tool is recommended to clear diagnostic trouble codes from the ECM memory. Diagnostic trouble codes can also be cleared by using the MDTC tool, TA 06075. Since the ECM can have a failure which may affect more than one circuit, following the diagnostic procedures will determine which circuit has a problem and where it is. If a diagnostic table indicates that the ECM connections or ECM is the cause of a problem and the ECM is replaced, but does not correct the problem, one of the following may be the reason: There is a problem with the ECM terminal connections. The diagnostic table will say ECM connections or ECM. The terminals may have to be removed from the connector in order to check them properly. EEPROM program is not correct for the application. Incorrect components may cause a malfunction and may or may not set a DTC. The problem is intermittent. This means that the problem is not present at the time the system is being checked. In this case, refer to the Symptoms portion of the manual and make a careful physical inspection of all portions of the system involved. Shorted relay coil or harness. Relays are turned ON and OFF by the ECM using internal electronic switches called drivers. A shorted relay coil or harness will not damage the ECM but will cause the relay to be inoperative. Figure 2-11 Notice: When replacing the ECM, the ignition must be OFF and disconnect the battery before disconnecting or reconnecting the ECM J1 and J2 connectors to prevent internal damage to the ECM. Notice: To prevent possible electrostatic discharge damage to the ECM, do not touch the connector pins. The ECM is an electrical component. Do Not soak in any liquid cleaner or solvent, as damage may result. Remove or Disconnect 1. Negative battery cable. 2. J1 and J2 connectors from ECM. 3. Four ECM mounting screws. 4. ECM from mounting bracket. Important Make sure the new ECM has the same part number and service number as the old ECM, to insure proper engine performance. Install or Connect 1. New ECM to mounting bracket. 2. Three ECM mounting screws. Torque to 10-14 Nm (88124 lb.in.). 3. J1 and J2 connectors to ECM. 4. Negative battery cable. J1 J2 MEFI3004 Figure 2-11 - Engine Control Module (ECM) 2003 Marine 2 - 10 Section 2 - ECM and Sensors - 5.7L PFI Engine Coolant Temperature (ECT) Sensor Figure 2-12 Notice: Care must be taken when handling the ECT sensor. Damage to the sensor will affect proper operation of the MEFI system. Remove or Disconnect 1. Negative battery cable. 2. ECT electrical connector. 3. ECT sensor. Important Coat ECT sensor threads with teflon tape sealant prior to installation. Install or Connect 1. ECT sensor. Torque to 12 Nm (108 lb.in.). 2. ECT electrical connector. 3. Negative battery cable. Important The MAP sensor is an electrical component. Do Not soak in any liquid cleaner or solvent, as damage may result. Install or Connect 1. New seal on MAP sensor. 2. MAP sensor. 3. MAP sensor attaching screws. Torque to 5-7 Nm (4462 lb.in.). 4. MAP sensor electrical connector. 5. Negative battery cable. 2 1 3 3 1 1 MAP SENSOR SEAL T FR 2 MAP SENSOR 3 MAP SENSOR ATTACHING SCREWS 2 Figure 2-13 - MAP Sensor Mounting Location 1 ENGINE COOLANT TEMERATURE (ECT) SENSOR 2 INTAKE MANIFOLD P 22326 P 22326 Figure 2-12 - Engine Coolant Temperature (ECT) Sensor Manifold Absolute Pressure (MAP) Sensor Figures 2-13 and 2-14 Remove or Disconnect 1. Negative battery cable. 2. MAP sensor electrical connector. 3. MAP sensor attaching screws. 4. MAP sensor with seal. I 22312 Figure 2-14 - Manifold Absolute Pressure (MAP) Sensor 2003 Marine Section 2 - ECM and Sensors - 5.7L PFI 2 - 11 Throttle Position (TP) Sensor Figures 2-15 and 2-16 Remove or Disconnect 1. TP sensor electrical connector. 2. TP sensor attaching screws. 3. TP sensor and seal. 1 2 Important The TP sensor is an electrical component. Do Not soak in any liquid cleaner or solvent, as damage may result. If replacing TP sensor, install new screws that are supplied with the TP sensor service package. Install or Connect 1. With throttle valve in the normal closed position (idle), install TP sensor on throttle body assembly, making sure TP sensor pickup lever lines up with the tang on the throttle actuator lever. 2. TP sensor attaching screws. Torque to 2 Nm (18 lb.in.). 3. TP sensor electrical connector. 1 THROTTLE POSITION (TP) SENSOR 2 TP SENSOR ATTACHING SCREW RS 22191 Figure 2-15 - Throttle Position (TP) Sensor (Typical) 2 3 1 4 7 1 THROTTLE BODY ASSEMBLY 5 2 IAC VALVE SEAL 3 IAC VALVE ATTACHING SCREW 4 IAC VALVE 5 TP SENSOR 6 TP SENSOR ATTACHING SCREW 6 7 TP SENSOR SEAL P 22328 Figure 2-16 - Throttle Body Assembly 2003 Marine 2 - 12 Section 2 - ECM and Sensors - 5.7L PFI Idle Air Control (IAC) Valve ➤ Figures 2-17 and 2-18 ➤ ➤ Clean and Inspect Clean IAC valve O-ring sealing surface, pintle valve seat and air passage. Use carburetor cleaner to remove carbon deposits. Do Not use a cleaner that contains methyl ethyl ketone, an extremely strong solvent, and not necessary for this type of deposit. Shiny spots on the pintle or seat are normal, and do not indicate misalignment or a bent pintle shaft. B 2 ➤ Remove or Disconnect 1. Flame arrestor. 2. IAC electrical connector. 3. IAC valve attaching screws. 4. IAC valve O-ring and discard. Notice: On IAC valves that have been in service, Do Not push or pull on the IAC valve pintle. The force required to move the pintle may damage the threads on the worm drive. Also, Do Not soak IAC valve in any liquid cleaner or solvent, as damage may result. A 1 1 O-RING - IAC VALVE 2 IAC VALVE ATTACHING SCREW A DISTANCE OF PINTLE EXTENSION Figure 2-17 - Flange Mounted Type IAC Valve 1 2 A Important If installing a new IAC valve, be sure to replace with an identical part number. IAC valve pintle shape and diameter are designed for the specific application. Measure (If installing a new IAC valve) Figure 2-17 Distance between tip of IAC valve pintle and mounting surface. If greater than 28 mm, use finger pressure to slowly retract the pintle. The force required to retract the pintle of a new valve will not cause damage to the valve. Install or Connect 1. New O-ring on IAC valve and lubricate. Notice: New IAC valves have been preset at the factory and should not require any adjustment. 2. IAC valve to throttle body using attaching screws. Torque to 3.2 Nm (28 lb.in.). 3. IAC valve electrical connector. 4. Reset IAC valve pintle position: Turn ignition OFF for 10 seconds. Start and run engine for 5 seconds. Ignition OFF for 10 seconds. Restart engine and check for proper idle. 2003 Marine 8-24-94 RS 22181 B DIAMETER OF PINTLE 4 B 3 1 IDLE AIR CONTROL (IAC) VALVE 2 THROTTLE BODY ASSEMBLY 3 THROTTLE VALVE 4 IAC VALVE PINTLE A ELECTRICAL INPUT SIGNAL B AIR INLET 8-25-94 RS 22193 Figure 2-18 - IAC Valve Air Flow Diagram (Typical) Section 2 - ECM and Sensors - 5.7L PFI 2 - 13 Knock Sensor (KS) Figures 2-19 and 2-20 2 Remove or Disconnect 1. Negative battery cable. 2. Knock sensor electrical connector. 3. Knock sensor from engine block. Important If installing a new knock sensor, be sure to replace with an identical part number. When installing knock sensor, be sure to install in the same location removed from. If installing knock sensor in water jacket, use teflon sealer #1052040 or equivalent. FRT 1 1 KNOCK SENSOR 2 ENGINE BLOCK RS 22182 Figure 2-19 - Knock Sensor Location Install or Connect 1. Knock sensor into engine block. Be sure threads are clean. Torque to 15-22 Nm (11-16 lb.ft.). 2. Knock sensor electrical connector. 3. Negative battery cable. 8-24-94 RS 22183 Figure 2-8 - Knock Sensor (Typical) Torque Specifications Fastener Tightening Specifications Application ECM Mounting Screws ECT Sensor MAP Sensor Attaching Screws TP Sensor Attaching Screws IAC Valve Attaching Screws Knock Sensor Nm 10-14 12 5-7 2 3.2 15-22 Lb Ft Lb In 88-124 108 44-62 18 28 11-16 2003 Marine
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