Dodge Daytona ES 1993 - 1993 ENGINE PERFORMANCE Tests W/Codes - 2.2L Turbo

Dodge Daytona ES 1993 - INTRODUCTION SYSTEM DIAGNOSTICS

The self-diagnostic capabilities of this system, if properly utilized, can simplify testing. The Powertrain Control Module (PCM) monitors several different engine control system circuits.

If a problem is sensed with a monitored circuit, PCM memory stores a fault, the CHECK ENGINE light glows and PCM enters limp-in mode. In limp-in mode, PCM compensates for component failure by substituting information from other sources. This allows vehicle operation until repairs can be made.

Test circuits and repair or replace components as required. If problem is repaired or ceases to exist, the PCM cancels fault after 50 ignition on/off cycles.

A specific fault results from a particular system failure. A fault does not condemn a specific component; component is not necessarily the reason for failure. Faults only call out a probable malfunction area.

Dodge Daytona ES 1993 - Hard Failures

Hard failures cause CHECK ENGINE light to glow and remain on until the malfunction is repaired. If light comes on and remains on (light may flash) during vehicle operation, cause of malfunction must be determined using self-diagnostic tests. If a sensor fails, PCM will use a substitute value in its calculations, allowing engine to operate in limp-in mode. In this condition, vehicle will run, but driveability may be poor.

Dodge Daytona ES 1993 - Intermittent Failures

Intermittent failures may cause CHECK ENGINE light to flicker or stay on until the intermittent fault goes away. However, the corresponding fault will be retained in PCM memory. If related fault does not reoccur within a certain time frame, related fault will be erased from PCM memory. Intermittent failures can be caused by a faulty sensor, bad connector or wiring related problems.

Dodge Daytona ES 1993 - MODEL IDENTIFICATION

Dodge Daytona ES 1993 VEHICLE BODY IDENTIFICATION

Model Name	Body Type
Daytona	AG

Dodge Daytona ES 1993 - SELF-DIAGNOSTIC SYSTEM SERVICE PRECAUTIONS

Before proceeding with diagnosis, the following precautions must be followed:

• ALWAYS relieve fuel pressure before disconnecting any fuel injection-related component. DO NOT allow fuel to contact engine or electrical components. See FUEL PRESSURE RELEASE.
• When battery is disconnected, vehicle computer and memory systems may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See COMPUTER RELEARN PROCEDURES article in GENERAL INFORMATION before disconnecting battery.
• Vehicle must have a fully charged battery and functional charging system.
• Probe PCM 60-pin connector from pin side. DO NOT backprobe PCM connector.
• DO NOT cause short circuits when performing electrical tests. This will set additional faults, making diagnosis of original problem more difficult.
• DO NOT use a test light instead of a voltmeter.
• When checking for spark, ensure coil wire is NO more than 1/4" from ground. If coil wire is more than 1/4" from ground, damage to vehicle electronics and/or PCM may result.
• DO NOT prolong testing of fuel injectors or engine may hydrostatically (liquid) lock.
• Always repair lowest fault code number (CHECK ENGINE light) or first fault displayed (DRB-II) first.
• Always perform verification procedure test after repairs are made.
• Always disconnect DRB-II after use.
• Always disconnect DRB-II before charging battery.

Dodge Daytona ES 1993 - VISUAL INSPECTION

Most driveability problems in the engine control system result from faulty wiring, poor electrical connections or leaking air and vacuum hose connections. To avoid unnecessary component testing, perform a visual inspection before beginning self-diagnostic tests.

Dodge Daytona ES 1993 - DIAGNOSTIC PROCEDURE

NOTE:

DO NOT skip any steps in self-diagnostic tests or incorrect diagnosis may result. Ensure self-diagnostic tests apply to engine being tested.

If no faults were found while performing BASIC DIAGNOSTIC PROCEDURES, proceed with self-diagnostics. Always perform a visual inspection before attempting to diagnose engine control system problems. See VISUAL INSPECTION. Enter on-board diagnostics, and retrieve fault code(s) using CHECK ENGINE light or retrieve fault messages using DRB-II. See ENTERING ON-BOARD DIAGNOSTICS. If faults are not present and/or DRB-II (Diagnostic Readout Box-II) is used, proceed to TEST FC-1A. Perform indicated VERIFICATION PROCEDURE test after repairs.

Dodge Daytona ES 1993 - ENTERING ON-BOARD DIAGNOSTICS

NOTE:

Although other scan testers are available, manufacturer recommends using DRB-II (Diagnostic Readout Box II) to diagnose the system. CHECK ENGINE light function can be used but has limited diagnostic capability.

Dodge Daytona ES 1993 - CHECK ENGINE Light Diagnostic Mode

1. Start engine (if possible). Move transmission shift lever through all positions, ending in Park. Turn A/C switch on and then off (if equipped).
2. Turn engine off. Without starting engine again, turn ignition on, off, on, off and on within 5 seconds. Record 2-digit fault codes as displayed by flashing CHECK ENGINE light.
3. For example, fault code 23 is displayed as flash, flash, 4-second pause, flash, flash, flash. After a slightly longer pause, other codes stored are displayed in numerical order.
4. When CHECK ENGINE light begins to flash fault codes, it cannot be stopped. Start over if count is lost. Code 55 indicates end of fault code display.
5. - FAULT CODES/MESSAGE table to translate trouble code number to a DRB-II fault message. Once trouble area is identified, re-fer to TEST FC-1A. Use DRB-II fault messages to find appropriate test.
6. As an example, a 3.0L engine starts and runs but has a driveability problem. CHECK ENGINE light indicates a Code 14. - FAULT CODES/MESSAGES to translate trouble code number to a DRB-II fault message.
7. When DRB-II fault message is obtained, refer to appropriate test number. To clear fault codes, see CLEARING FAULTS.

Dodge Daytona ES 1993 - DRB-II Diagnostic Mode

1. Turn ignition off. Connect DRB-II to engine diagnostic connector. Engine diagnostic connector is located in engine compartment, near PCM.
2. Start engine (if possible). With foot on brake, move transmission shift lever through all positions, ending in PARK. Turn A/C switch on and then off (if equipped).
3. Turn engine off. Without starting engine again, turn ignition on. Enter FUEL/IGN FAULTS menu. Press "2" key selecting READ FAULTS. DRB-II will display fault messages.
4. When DRB-II fault message is obtained, refer to appropriate test number. To clear fault codes, see CLEARING FAULTS.

Dodge Daytona ES 1993 - CLEARING FAULTS

CAUTION:

When battery is disconnected, vehicle computer and memory systems may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See COMPUTER RELEARN PROCEDURES article in GENERAL INFORMATION before disconnecting battery.

1. If DRB-II is not available, go to step 3). If DRB-II is available, press "1" key selecting FUEL/IGNITION. Press "2" key selecting READ FAULTS. Press down arrow key selecting next screen. Press "2" key selecting ERASE.
2. DRB-II will display ERASE FAULTS ARE YOU SURE? (ENTER TO ERASE). Press ENTER key. When DRB-II is finished erasing faults, screen will display FAULTS ERASED.
3. Fault codes may be cleared by disconnecting negative battery cable for at least 15 seconds, allowing PCM to clear faults.

Dodge Daytona ES 1993 - INACTIVE FAULT CONDITION

This procedure applies if you have been sent here from diagnostic charts and have just attempted to simulate the condition that initially set the fault message. The following additional checks may assist in identifying a possible intermittent problem:

• Visually inspect related wiring harness connectors for broken, bent, pushed out or corroded terminals.
• Visually inspect related wiring harnesses for chafed, pierced or partially broken wires.
• Check all pertinent TECH SERVICE BULLETINS (TSBs).

Dodge Daytona ES 1993 - USING DRB-II

NOTE:

Although other scan testers are available, manufacturer recommends using DRB-II (Diagnostic Readout Box II) to diagnose the system.

Ensure DRB-II is connected to engine diagnostic connector located in engine compartment. Ensure correct cartridge is installed in DRB-II for vehicle and system being diagnosed. Menu selections will vary depending on vehicle and system being diagnosed. Follow DRB-II screen prompts to actuate, adjust, monitor, reset, test and diagnose system as necessary.

DRB-II is grounded through engine diagnostic connector, only one volt-ohmmeter test lead is required when using volt-ohmmeter option. DRB-II volt-ohmmeter should only be used when self-diagnostic tests require the use of this option.

If DRB-II has a blank screen or displays RAM TEST FAILURE, CARTRIDGE ERROR, KEY PAD TEST FAILURE or LOW OR HIGH BATTERY, this indicates a DRB-II failure. To diagnose and correct these conditions, see G - BODY TEST W/CODES article in the ENGINE PERFORMANCE Section.

Dodge Daytona ES 1993 - FUEL PRESSURE RELEASE

CAUTION:

When battery is disconnected, vehicle computer and memory systems may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See COMPUTER RELEARN PROCEDURES article in GENERAL INFORMATION before disconnecting battery.

Dodge Daytona ES 1993 - Multi-Point Injection (MPI)

1. Turn ignition off. Disconnect negative battery cable. Slowly open fuel tank cap to release pressure in tank. Remove fuel rail pressure test port cap. Place open end of Fuel Pressure Release Hose (C-4799-A) in approved gasoline container.
2. Connect other end of pressure release hose to test port. As fuel pressure release hose is tightened onto fuel rail pressure test port, fuel pressure will bleed-off into container.

CAUTION:

DO NOT energize only one injector to relieve fuel pressure. Energize 3 different injectors. Energizing only one injector to relieve all fuel pressure may hydrostatically lock engine. DO NOT ground injector for more than 5 seconds.

Dodge Daytona ES 1993 - DTC & FAULT CODES/MESSAGES

NOTE:

DRB-II display may vary depending on vehicle application. Not all fault codes apply to all vehicles. Some fault codes have more than one meaning. When a fault code has more than one meaning, CHECK ENGINE light is unable to distinguish between different failures.

Dodge Daytona ES 1993 - CODES/MESSAGES

NOTE:

For DTC table, see TEST FC-1A under DIAGNOSTIC CHARTS.

Dodge Daytona ES 1993 - Code 11

DRB-II displays NO CRANK REFERENCE SIGNAL AT PCM. Condition is: no distributor or camshaft reference signal picked up during cranking.

Dodge Daytona ES 1993 - Code 13

DRB-II displays SLOW CHANGE IN IDLE MAP SENSOR SIGNAL. Condition is: Manifold Absolute Pressure (MAP) sensor output change slower and/or smaller than expected.

Dodge Daytona ES 1993 - Code 13

DRB-II displays NO CHANGE IN MAP FROM START TO RUN. Condition is: no difference recognized between Manifold Absolute Pressure (MAP) reading and barometric (atmospheric) pressure reading at start-up.

Dodge Daytona ES 1993 - Code 14

DRB-II displays MAP VOLTAGE TOO LOW. Condition is: Manifold Absolute Pressure (MAP) sensor input less than minimum acceptable voltage.

Dodge Daytona ES 1993 - Code 14

DRB-II displays MAP VOLTAGE TOO HIGH. Condition is: Manifold Absolute Pressure (MAP) sensor input more than maximum acceptable voltage.

Dodge Daytona ES 1993 - Code 15

DRB-II displays NO VEHICLE SPEED SENSOR SIGNAL. Condition is: no Vehicle Speed Sensor (VSS) signal detected with road load conditions.

Dodge Daytona ES 1993 - Code 16

DRB-II displays KNOCK SENSOR #1 CIRCUIT or KNOCK SENSOR #2 CIRCUIT. Condition is: open or shorted condition detected in knock sensor circuit.

Dodge Daytona ES 1993 - Code 17

DRB-II displays ENGINE IS COLD TOO LONG. Condition is: coolant temperature stays less than normal operating temperature during vehicle operation.

Dodge Daytona ES 1993 - Code 21

DRB-II displays O2S STAYS AT CENTER. Condition is: no rich or lean signal detected from oxygen sensor input.

Dodge Daytona ES 1993 - Code 21

DRB-II displays O2S SHORTED TO VOLTAGE. Condition is: oxygen sensor input voltage maintained at more than normal operating range.

Dodge Daytona ES 1993 - Code 22

DRB-II displays ECT SENSOR VOLTAGE TOO LOW. Condition is: Engine Coolant Temperature (ECT) sensor input less than minimum acceptable voltage.

Dodge Daytona ES 1993 - Code 22

DRB-II displays ECT SENSOR VOLTAGE TOO HIGH. Condition is: Engine Coolant Temperature (ECT) sensor input more than maximum acceptable voltage.

Dodge Daytona ES 1993 - Code 23

DRB-II displays INTAKE AIR TEMPERATURE SENSOR VOLTAGE LOW. Condition is: Intake Air Temperature (IAT) sensor input less than minimum acceptable voltage.

Dodge Daytona ES 1993 - Code 23

DRB-II displays INTAKE AIR TEMPERATURE SENSOR VOLTAGE HIGH. Condition is: Intake Air Temperature (IAT) sensor input more than maximum acceptable voltage.

Dodge Daytona ES 1993 - Code 24

DRB-II displays THROTTLE POSITION SENSOR VOLTAGE LOW. Condition is: Throttle Position Sensor (TPS) input less than minimum acceptable voltage.

Dodge Daytona ES 1993 - Code 24

DRB-II displays THROTTLE POSITION SENSOR VOLTAGE HIGH. Condition is: Throttle Position Sensor (TPS) input more than maximum acceptable voltage.

Dodge Daytona ES 1993 - Code 25

DRB-II displays IDLE AIR CONTROL MOTOR CIRCUITS. Condition is: open or shorted condition detected in one or more Idle Air Control (IAC) motor circuits.

Dodge Daytona ES 1993 - Code 27

DRB-II displays INJECTOR #1-6 CONTROL CIRCUIT. Condition is: injector output driver does not respond properly to Powertrain Control Module (PCM) control signal.

Dodge Daytona ES 1993 - Code 31

DRB-II displays EVAP PURGE SOLENOID CKT. Condition is: open or shorted condition detected in purge solenoid circuit.

Dodge Daytona ES 1993 - Code 32

DRB-II displays EGR SOLENOID CIRCUIT. Condition is: open or shorted condition detected in Exhaust Gas Recirculation (EGR) transducer solenoid circuit.

Dodge Daytona ES 1993 - Code 32

DRB-II displays EGR SYSTEM FAILURE. Condition is: Powertrain Control Module (PCM) did not detect required air/fuel change during diagnostic test.

Dodge Daytona ES 1993 - Code 33

DRB-II displays A/C CLUTCH RELAY CIRCUIT. Condition is: open or shorted condition detected in A/C clutch relay circuit.

Dodge Daytona ES 1993 - Code 33

DRB-II displays A/C PRESSURE SENSOR HIGH. Condition is: open condition detected in A/C pressure sensor circuit.

Dodge Daytona ES 1993 - Code 33

DRB-II displays A/C PRESSURE SENSOR LOW. Condition is: shorted condition detected in A/C pressure sensor circuit.

Dodge Daytona ES 1993 - Code 34

DRB-II displays SPEED CONTROL SOLENOID CIRCUITS. Condition is: open or shorted condition detected in Speed Control (S/C) vacuum or vent solenoid circuits.

Dodge Daytona ES 1993 - Code 35

DRB-II displays RADIATOR FAN RELAY CIRCUIT. Condition is: open or shorted condition detected in radiator fan relay circuit.

Dodge Daytona ES 1993 - Code 35

DRB-II displays LOW SPEED FAN CTRL RELAY CIRCUIT. Condition is: open or shorted condition detected in low speed radiator fan relay circuit.

Dodge Daytona ES 1993 - Code 35

DRB-II displays HIGH SPEED FAN RELAY CIRCUIT. Condition is: open or shorted condition detected in high speed radiator fan relay circuit.

Dodge Daytona ES 1993 - Code 36

DRB-II displays TC WASTEGATE SOLENOID CIRCUIT. Condition is: open or shorted condition detected in turbocharger wastegate control solenoid circuit.

Dodge Daytona ES 1993 - Code 37

DRB-II displays TORQUE CONVERTER CLUTCH SOLENOID CIRCUIT. Condition is: open or shorted condition detected in Torque Converter Clutch (TCC) solenoid circuit.

Dodge Daytona ES 1993 - Code 41

DRB-II displays GENERATOR FIELD NOT SWITCHING PROPERLY. Condition is: open or shorted condition detected in alternator field circuit.

Dodge Daytona ES 1993 - Code 42

DRB-II displays AUTO SHUTDOWN RELAY CONTROL CIRCUIT. Condition is: open or shorted condition detected in Auto Shutdown (ASD) relay circuit.

Dodge Daytona ES 1993 - Code 43

DRB-II displays IGNITION COIL #1-3 CONTROL CIRCUIT. Condition is: open or shorted condition detected in ignition coil driver circuit.

Dodge Daytona ES 1993 - Code 44

DRB-II displays BATTERY TEMP SENSOR VOLTS OUT OF LIMIT. Condition is: Powertrain Control Module (PCM) failure.

Dodge Daytona ES 1993 - Code 45

DRB-II displays TURBO BOOST LIMIT EXCEEDED. Condition is: turbo boost has exceeded a preset value stored in Powertrain Control Module (PCM).

Dodge Daytona ES 1993 - Code 46

DRB-II displays CHARGING SYSTEM VOLTAGE TOO HIGH. Condition is: battery voltage sense input more than target charging voltage during engine operation.

Dodge Daytona ES 1993 - Code 47

DRB-II displays CHARGING SYSTEM VOLTAGE TOO LOW. Condition is: battery voltage sense input less than target charging voltage during engine operation.

Dodge Daytona ES 1993 - Code 51

DRB-II displays O2S STAYS BELOW CENTER (LEAN). Condition is: oxygen sensor input indicates lean air/fuel ratio during engine operation.

Dodge Daytona ES 1993 - Code 52

DRB-II displays 02S STAYS ABOVE CENTER (RICH). Condition is: oxygen sensor input indicates rich air/fuel ratio during engine operation.

Dodge Daytona ES 1993 - Code 53

DRB-II displays INTERNAL PCM FAILURE. Condition is: Powertrain Control Module (PCM) detects internal failure.

Dodge Daytona ES 1993 - Code 54

DRB-II displays NO CAM SYNC SIGNAL AT PCM. Condition is: open or shorted condition detected in cam sync signal circuit.

Dodge Daytona ES 1993 - Code 55

DRB-II display will be blank. Completion of fault code display by CHECK ENGINE light.

Dodge Daytona ES 1993 - Code 61

DRB-II displays BARO READ SOLENOID CIRCUIT. Condition is: open or shorted condition detected in barometric read solenoid circuit.

Dodge Daytona ES 1993 - Code 62

DRB-II displays PCM FAILURE SRI MILE NOT STORED. Condition is: Powertrain Control Module (PCM) detects internal failure.

Dodge Daytona ES 1993 - Code 63

DRB-II displays PCM FAILURE EEPROM WRITE DENIED. Condition is: unsuccessful attempt to write to an EEPROM location by PCM.

Dodge Daytona ES 1993 - Code 64

DRB-II displays FLEX FUEL SENSOR HIGH. Condition is: methanol concentration sensor input more than maximum acceptable voltage.

Dodge Daytona ES 1993 - Code 64

DRB-II displays FLEX FUEL SENSOR LOW. Condition is: methanol concentration sensor input less than maximum acceptable voltage.

Dodge Daytona ES 1993 - Code 65

DRB-II displays MANIFOLD TUNE VALVE SOLENOID CIRCUIT. Condition is: open or shorted condition detected in Manifold Tuning Valve (MTV) solenoid circuit.

Dodge Daytona ES 1993 - Code 66

DRB-II displays NO CCD MESSAGE FROM TCM. Condition is: Powertrain Control Module (PCM) did not receive messages from transmission control module.

Dodge Daytona ES 1993 - Code 66

DRB-II displays NO CCD MESSAGE FROM BODY CONTROL MODULE. Condition is: Powertrain Control Module (PCM) did not receive messages from body control module.

Dodge Daytona ES 1993 - Code 77

DRB-II displays SPEED CONTROL POWER RELAY CIRCUIT. Condition is: open or shorted condition detected in speed control power relay circuit.

Dodge Daytona ES 1993 - CONNECTOR IDENTIFICATION

Dodge Daytona ES 1993 CONNECTOR IDENTIFICATION DIRECTORY

Connector	See
Auto Shutdown (ASD) Relay	Fig. 1
Barometric Pressure Solenoid	Fig. 2
Camshaft Position Sensor	Fig. 3
Crankshaft Position Sensor	Fig. 4
Distributor Connector (Harness Side)	Fig. 5
Engine Coolant Temperature (ECT) Sensor	Fig. 6
Evaporative Purge Solenoid	Fig. 7
Fuel Pump	Fig. 8
Fuel Pump Relay	Fig. 9
Idle Air Control (IAC) Motor	Fig. 10
Ignition Coil	Fig. 11
Intake Air Temperature (IAT) Sensor	Fig. 12
Knock Sensor	Fig. 13
Manifold Absolute Pressure (MAP) Sensor	Fig. 14
Manifold Tuning Valve (MTV) Solenoid	Fig. 15
Oxygen Sensor	Fig. 16
Radiator Fan Relay	Fig. 17
Torque Converter Clutch Solenoid	Fig. 18
Throttle Position Sensor (TPS)	Fig. 19
Wastegate Solenoid	Fig. 20
Powertrain Control Module (PCM)	Fig. 21

Dodge Daytona ES 1993 ASD RELAY CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
A	Dark Blue	Ignition 12-Volt Feed
B	Red/White	Battery Voltage
C	Dark Blue/Yellow	Control
D	Dark Green/Orange	Output

Fig. 1: Dodge Daytona ES 1993 - Component Locations - Auto Shutdown (ASD) Relay Connector Terminal ID

Dodge Daytona ES 1993 BAROMETRIC PRESSURE SOLENOID CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
1	Dark Blue/White	Ignition 12-Volt Feed
2	Light Blue	Control

Fig. 2: Dodge Daytona ES 1993 - Component Locations - Barometric Pressure Solenoid Connector Terminal ID

Dodge Daytona ES 1993 CAMSHAFT POSITION SENSOR CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
1	Orange	8-Volt Supply
2	Black/Light Blue	Ground
3	Tan/Yellow	Signal

Fig. 3: Dodge Daytona ES 1993 - Component Locations - Camshaft Position Sensor Connector Terminal ID

Dodge Daytona ES 1993 CRANKSHAFT POSITION SENSOR CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
1	Orange	8-Volt Supply
2	Black/Light Blue	Ground
3	Gray/Black	Signal

Fig. 4: Dodge Daytona ES 1993 - Component Locations - Crankshaft Position Sensor Connector Terminal ID

Dodge Daytona ES 1993 DISTRIBUTOR CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
1	Gray/Black	Crankshaft Signal
2	Tan/Yellow	Camshaft Signal
3	Black/Light Blue	Ground

Fig. 5: Dodge Daytona ES 1993 - Component Locations - Distributor Connector Terminal ID

Dodge Daytona ES 1993 ENGINE TEMP COOLANT (ECT) SENSOR CONNECTOR TERMINAL ID

Terminal	Wire Color	Function
1	Tan/Black	Signal
2	Black/Light Blue	Ground

Fig. 6: Dodge Daytona ES 1993 - Component Locations - Engine Coolant Temperature (ECT) Sens Connector Terminal ID

Dodge Daytona ES 1993 EVAPORATIVE PURGE SOLENOID CONNECTOR TERMINAL ID

Terminal	Wire Color	Function
1	Dark Blue	Ignition 12-Volt Feed
2	Pink/Black	Control

Fig. 7: Dodge Daytona ES 1993 - Component Locations - Evaporative Purge Solenoid Connector Terminal ID

Dodge Daytona ES 1993 FUEL PUMP CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
1	Dark Green/Black	Fuel Pump Relay Output
2	Black	Ground

Fig. 8: Dodge Daytona ES 1993 - Component Locations - Fuel Pump Connector Terminal ID (AG Body)

Dodge Daytona ES 1993 FUEL PUMP RELAY CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
A	Dark Blue	Ignition 12-Volt Feed
B	Red/White	Battery Voltage
C	Dark Blue/Yellow	ASD Relay Control
D	Dark Green/Black	Fuel Pump Relay Output

Fig. 9: Dodge Daytona ES 1993 - Component Locations - Fuel Pump Relay Connector Terminal ID

Dodge Daytona ES 1993 IDLE AIR CONTROL (IAC) MOTOR CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
1	Gray/Red	IAC Driver No. 3
2	Yellow/Black	IAC Driver No. 2
3	Brown/White	IAC Driver No. 1
4	Violet/Black	IAC Driver No. 4

Fig. 10: Dodge Daytona ES 1993 - Component Locations - Idle Air Control (IAC) Motor Connector Terminal ID

Dodge Daytona ES 1993 IGNITION COIL CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
1	Red/Yellow	Ignition Coil Driver No. 3
2	Black/Gray	Ignition Coil Driver No. 1
3	Dark Blue/Tan	Ignition Coil Driver No. 2
4	Dark Green/Orange	ASD Relay Output

Fig. 11: Dodge Daytona ES 1993 - Component Locations - Ignition Coil Connector Terminal ID

Dodge Daytona ES 1993 INTAKE AIR TEMPERATURE SENSOR CONNECTOR TERMINAL ID

Terminal	Wire Color	Function
1	Black/Red	Signal
2	Black/Light Blue	Ground

Fig. 12: Dodge Daytona ES 1993 - Component Locations - Intake Air Temperature (IAT) Sensor Connector Terminal ID

Dodge Daytona ES 1993 KNOCK SENSOR CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
1	Black	Ground
2	Black/Light Green	Signal

Fig. 13: Dodge Daytona ES 1993 - Component Locations - Knock Sensor Connector Terminal ID

Dodge Daytona ES 1993 MAP SENSOR CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
1	Black/Light Blue	Ground
2	Dark Green/Red	Signal
3	Violet/White	5-Volt Supply

Fig. 14: Dodge Daytona ES 1993 - Component Locations - Manifold Absolute Pressure (MAP) Sensor Connector Terminal ID

Dodge Daytona ES 1993 MANIFOLD TUNING VALVE SOLENOID CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
1	Violet/White	Control
2	Light Green/Black	Ignition 12-Volt Feed

Fig. 15: Dodge Daytona ES 1993 - Component Locations - Manifold Tuning Valve (MTV) Solenoid Connector Terminal ID

Dodge Daytona ES 1993 OXYGEN SENSOR CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
1	Black/Light Blue	Sensor Ground
2	Black/Dark Green	Signal
3	Black	Heater Ground
4	Dark Green/Black	Heater Feed

Fig. 16: Dodge Daytona ES 1993 - Component Locations - Oxygen Sensor Connector Terminal ID

Dodge Daytona ES 1993 RADIATOR FAN RELAY CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
A	Dark Blue	Ignition 12-Volt Feed
B	Gray	Battery Voltage
C	Dark Blue/Pink	Control
D	Light Green	Output

Fig. 17: Dodge Daytona ES 1993 - Component Locations - Radiator Fan Relay Connector Terminal ID

Dodge Daytona ES 1993 TORQUE CONVERTER CLUTCH SOLENOID CONNECTOR TERMINAL ID

Terminal	Wire Color	Function
1	N/A	Not Used
2	Dark Blue	Ignition 12-Volt Feed
3	Orange/Light Green	Control

Fig. 18: Dodge Daytona ES 1993 - Component Locations - Torque Converter Clutch Solenoid Connector Terminal ID

Dodge Daytona ES 1993 THROTTLE POSITION SENSOR (TPS) CONNECTOR TERMINAL ID

Terminal	Wire Color	Function
1	Black/Light Blue	Ground
2	Orange/Dark Blue	Signal
3	Violet/White	5-Volt Supply

Fig. 19: Dodge Daytona ES 1993 - Component Locations - Throttle Position Sensor (TPS) Connector Terminal ID

Dodge Daytona ES 1993 WASTEGATE SOLENOID CONNECTOR TERMINAL IDENTIFICATION

Terminal	Wire Color	Function
1	Dark Blue/White	Ignition 12-Volt Feed
2	Light Green/Black	Control

Fig. 20: Dodge Daytona ES 1993 - Component Locations - Wastegate Solenoid Connector Terminal ID

Fig. 21: Dodge Daytona ES 1993 - Component Locations - Powertrain Control Module (PCM) Connector Terminal ID

CAUTION:

When battery is disconnected, vehicle computer and memory systems may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See COMPUTER RELEARN PROCEDURES article in GENERAL INFORMATION before disconnecting battery.

Dodge Daytona ES 1993 - SELF-DIAGNOSTIC TESTS * PLEASE READ THIS FIRST *

NOTE:

In the following self-diagnostic tests, illustrations are courtesy of Chrysler Corp.

Dodge Daytona ES 1993 - DIAGNOSTIC CHARTS TEST FC-1A - CHECKING FOR FAULTS

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For wiring diagram, see WIRING DIAGRAMS at the end of this article.

1. Battery must be fully charged before proceeding. Attempt to start engine. If engine will not start, crank engine for at least 10 seconds. Connect DRB-II to engine diagnostic connector. Record DRB-II fault messages.
2. If DRB-II has a blank screen or displays RAM TEST FAILURE, CARTRIDGE ERROR, KEY PAD TEST FAILURE, or LOW OR HIGH BATTERY, this indicates a DRB-II failure. To diagnose and correct these conditions, see G - BODY TEST W/CODES article in the ENGINE PERFORMANCE Section.
3. If DRB-II displays NO RESPONSE, go to TEST NS-6A. If fault messages are displayed, see DRB-II FAULT MESSAGES table. If no fault messages are displayed and a driveability problem is present, go to TEST NF-1A. If no fault messages are displayed and a no start problem is present, go to TEST NS-1A.

Dodge Daytona ES 1993 DRB-II FAULT MESSAGES

DTC	DRB-II Message	Test No.
Code 11	NO CRANK REFERENCE SIGNAL AT PCM	FC-2A
Code 54	NO CAM SYNC SIGNAL AT PCM	FC-3A
Code 13	SLOW CHANGE IN IDLE MAP SENSOR SIGNAL	FC-4A
Code 13	NO CHANGE IN MAP FROM START TO RUN	FC-4A
Code 14	MAP SENSOR VOLTAGE TOO LOW	FC-5A
Code 14	MAP SENSOR VOLTAGE TOO HIGH	FC-6A
Code 15	NO VEHICLE SPEED SENSOR SIGNAL	FC-7A
Code 21	O2S STAYS AT CENTER	FC-8A
Code 52	O2S STAYS ABOVE CENTER (RICH)	FC-9A
Code 51	O2S STAYS BELOW CENTER (LEAN)	FC-10A
Code 21	O2S SHORTED TO VOLTAGE	FC-11A
Code 22	ECT SENSOR VOLTAGE TOO LOW	FC-12A
Code 22	ECT SENSOR VOLTAGE TOO HIGH	FC-13A
Code 23	INTAKE AIR TEMPERATURE SENSOR VOLTAGE LOW	FC-14A
Code 23	INTAKE AIR TEMPERATURE SENSOR VOLTAGE HIGH	FC-15A
Code 24	THROTTLE POSITION SENSOR VOLTAGE LOW	FC-16A
Code 24	THROTTLE POSITION SENSOR VOLTAGE HIGH	FC-17A
Code 25	IDLE AIR CONTROL MOTOR CIRCUITS	FC-18A
Code 27	INJECTOR #1 CONTROL CIRCUIT	FC-19A
Code 27	INJECTOR #2 CONTROL CIRCUIT	FC-20A
Code 27	INJECTOR #3 CONTROL CIRCUIT	FC-21A
Code 27	INJECTOR #4 CONTROL CIRCUIT	FC-22A
Code 43	IGNITION #1 PRIMARY CIRCUIT	FC-23A
Code 43	IGNITION #2 PRIMARY CIRCUIT	FC-24A
Code 31	EVAP PURGE SOLENOID CIRCUIT	FC-25A
Code 36	TC WASTEGATE SOLENOID CIRCUIT	FC-26A
Code 61	BARO READ SOLENOID CIRCUIT	FC-27A
Code 45	TURBO BOOST LIMIT EXCEEDED	FC-28A
Code 42	AUTO SHUTDOWN RELAY CONTROL CIRCUIT	FC-29A
Code 42	NO ASD RELAY VOLT SENSE AT PCM	FC-30A
Code 35	RAD FAN CONTROL RELAY CIRCUIT	FC-31A
Code 33	A/C CLUTCH RELAY CIRCUIT	FC-32A
Code 16	KNOCK SENSOR #1 CIRCUIT	FC-33A
Code 62	PCM FAILURE SRI MILE NOT STORED
Code 63	EEPROM WRITE DENIED	FC-34A
Code 17	ENGINE IS COLD TOO LONG	(1)
Code 53	INTERNAL PCM FAILURE	(2)
Code 41	GENERATOR FIELD NOT SWITCHING PROPERLY	(3)
Code 44	BATTERY TEMP SENSOR VOLTAGE OUT OF LIMIT	(3)
Code 47	CHARGING SYSTEM VOLTAGE TOO LOW	(3)
Code 46	CHARGING SYSTEM VOLTAGE TOO HIGH	(3)
Code 34	SPEED CONTROL SOLENOID CIRCUITS	(4)
SPEED CONTROL SWITCH ALWAYS HIGH	(4)
SPEED CONTROL SWITCH ALWAYS LOW	(4)
Code 77	SPEED CONTROL POWER RELAY CIRCUIT	(4)
(1) If engine temperature does not reach 176?F (80?C) after driving 20 minutes, check cooling system. This code may also set in error during very cold slow speed driving. (2) Replace Powertrain Control Module (PCM) and perform VERIFICATION PROCEDURE VER-1. (3) - appropriate ALTERNATOR/REGULATOR article in the ELECTRICAL Section. (4) - appropriate CRUISE CONTROL SYSTEM article in the ACCESSORIES/SAFETY EQUIPMENT Section.

Dodge Daytona ES 1993 - TEST FC-2A - NO CRANK REFERENCE SIGNAL AT PCM (DTC 11)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Attempt to start engine. If necessary, crank engine for at least 10 seconds. Read DRB-II fault messages. If DRB-II displays NO CRANK REFERENCE SIGNAL AT PCM, go to step 5). If DRB-II does not display NO CRANK REFERENCE SIGNAL AT PCM, go to next step.
2. At this time, the condition required to set fault is not present. NO CRANK REFERENCE SIGNAL AT PCM fault sets if Powertrain Control Module (PCM) does not see crank signal when cam signal is present. Possible causes are: open 8-volt power supply at crankshaft position sensor, open or shorted crankshaft position sensor signal circuit, open crankshaft position sensor ground, failed crankshaft position sensor, improperly adjusted crankshaft position sensor, or failed PCM. Go to next step.
3. Inspect crankshaft position sensor wiring and connectors. Clean and repair wiring and connectors as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, start engine. Wiggle wiring harness from crankshaft position sensor to PCM.
4. If engine misses or stalls when wiring harness is wiggled, repair wiring harness where wiggling caused problem to reoccur. Perform VERIFICATION PROCEDURE VER-2. If engine does not miss or stall when wiring harness is wiggled, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If DRB-II displayed NO CRANK REFERENCE SIGNAL AT PCM instep 1), turn ignition off. Disconnect crankshaft position sensor connector. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of crankshaft position sensor connector (harness side), 8-volt power supply circuit (Orange wire). If resistance is less than 5 ohms, repair short to ground in Orange wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, go to next step.
6. Turn ignition on. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of crankshaft position sensor connector (harness side), 8-volt power supply circuit (Orange wire). If voltage is less than 7 volts, go to TEST FC-2B. If voltage is more than 7 volts, go to next step.
7. Turn ignition off. Connect one end of a jumper wire to crankshaft position sensor connector (harness side), signal circuit (Gray/Black wire).
8. Turn ignition on. Using DRB-II, read DIS signal status value. While observing DIS signal status, connect other end of jumper wire to crankshaft position sensor connector (harness side), sensor ground circuit (Black/Light Blue wire). If DRB-II displays CRANK ONLY, go to step 10). If DRB-II does not display CRANK ONLY, go to next step.
9. Crank engine while watching camshaft gears. If camshaft gears do not turn when engine is cranked, repair timing belt and/or intermediate shaft as necessary. Perform VERIFICATION PROCEDURE VER-2. If camshaft gears turn when engine is cranked, replace crankshaft position sensor. Perform VERIFICATION PROCEDURE VER-2.
10. If DRB-II displayed CRANK ONLY in step 8), turn ignition off. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of crankshaft position sensor connector (harness side), sensor ground circuit (Black/Light Blue wire).
11. If resistance is more than 5 ohms, repair open in Black/Light Blue wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, disconnect PCM connector.
12. Inspect PCM connector for damaged or pushed out terminals. Repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If PCM connector terminals are okay, go to next step.
13. Using an external ohmmeter, check resistance of signal circuit (Gray/Black wire) between crankshaft position sensor connector (harness side), and PCM connector terminal No. 24. If resistance is more than 5 ohms, repair open in Gray/Black wire. Perform VERIFICATION PROCEDURE VER-2.
14. If resistance is less than 5 ohms, place DRB-II in ohmmeter mode. Check resistance of Powertrain Control Module (PCM) connector terminal No. 24, signal circuit (Gray/Black wire). If resistance is more than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, repair short to ground in Gray/Black wire. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-2B - NO CRANK REFERENCE SIGNAL AT PCM

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Inspect PCM connector for damaged or pushed out terminals. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If PCM connector terminals are okay, go to next step.
2. Using an external ohmmeter, check resistance of 8-volt power supply circuit (Orange wire) between crankshaft position sensor connector (harness side), and PCM connector terminal No. 7. If resistance is more than 5 ohms, repair open in Orange wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-3A - NO CAM SYNC SIGNAL AT PCM (DTC 54)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Attempt to start engine. If engine will not start, crank engine for at least 10 seconds. Using DRB-II, read fault messages. If DRB-II displays NO CAM SYNC SIGNAL AT PCM, go to step 5). If DRB-II does not display NO CAM SYNC SIGNAL AT PCM, go to next step.
2. At this time, the condition required to set fault is not present. NO CAM SYNC SIGNAL AT PCM fault sets if Powertrain Control Module (PCM) does not see a camshaft position sensor signal with crankshaft position sensor signal present. Possible causes are: open 8-volt power supply at camshaft position sensor, open or shorted camshaft position sensor signal wire, open camshaft position sensor ground, failed camshaft position sensor, improperly adjusted camshaft position sensor, or failed PCM. Go to next step.
3. Inspect all related wiring and connectors. Repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, start engine. Wiggle wiring harness from camshaft position sensor to PCM. If engine stalls or misses, repair wiring harness where wiggling caused problem to reoccur. Perform VERIFICATION PROCEDURE VER-2.
4. If engine does not miss or stall, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If DRB-II displayed NO CAM SYNC SIGNAL AT PCM in step 1), turn ignition off. Disconnect camshaft position sensor connector. Turn ignition on. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of camshaft position sensor connector (harness side), 8-volt power supply circuit (Orange wire). If voltage is less than 7 volts, repair open in Orange wire. Perform VERIFICATION PROCEDURE VER-2.
6. If voltage is more than 7 volts, turn ignition off. Connect one end of a jumper wire to camshaft position sensor connector (harness side), signal circuit (Tan/Yellow wire). Crank engine for 5 seconds. Turn ignition on. Using DRB-II, read DIS signal status value.
7. While observing DRB-II DIS signal status display, connect other end of jumper wire to camshaft position sensor connector (harness side), sensor ground circuit (Black/Light Blue wire).
8. If DRB-II displays CRANK AND CAM, replace camshaft position sensor. Perform VERIFICATION PROCEDURE VER-2. If DRB-II does not display CRANK AND CAM, turn ignition off.
9. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance at camshaft position sensor connector (harness side), sensor ground circuit (Black/Light Blue wire). If resistance is more than 5 ohms, repair open to harness splice in Black/Light Blue wire. Perform VERIFICATION PROCEDURE VER-2.
10. If resistance is less than 5 ohms, disconnect PCM connector. Inspect connector. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If PCM connector is okay, go to next step.
11. Using an external ohmmeter, check resistance of signal circuit (Tan/Yellow wire) between camshaft position sensor connector (harness side), and PCM connector terminal No. 44.
12. If resistance is more than 5 ohms, repair open in Tan/Yellow wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is lessthan 5 ohms, go to next step.
13. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 44, camshaft position sensor signal circuit (Tan/Yellow wire). If resistance is less than 5 ohms, repair short to ground in Tan/Yellow wire. Perform VERIFICATION PROCEDUREVER-2. If resistance is more than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-4A - NO CHANGE IN MAP FROM START TO RUN AND SLOW CHANGE IN IDLE MAP SENSOR (DTC 13)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Turn ignition on. Using DRB-II, erase fault messages. Start engine. Allow engine to idle for 30 seconds. With engine running, use DRB-II to read fault messages. If DRB-II displays NO CHANGE IN MAP FROM START TO RUN or SLOW CHANGE IN IDLE MAP SENSOR SIGNAL, go to step 6).
2. If DRB-II does not display NO CHANGE IN MAP FROM START TO RUN or SLOW CHANGE IN IDLE MAP SENSOR SIGNAL, set engine speed to 1500 RPM with DRB-II. With engine running at 1500 RPM, read DRB-II MAP sensor voltage value. While monitoring MAP sensor voltage, wiggle wiring and connectors from MAP sensor to Powertrain Control Module (PCM).
3. If engine stalls or MAP sensor voltage is erratic, inspect all related wiring and connectors. Repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If engine does not stall or MAP sensor voltage is not erratic while monitoring DRB-II, snap throttle open and closed.
4. If engine vacuum does not rapidly drop to less than one in. Hg, go to next step. If engine vacuum rapidly drops to less than one in. Hg, condition required to set fault is not present at this time. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. Remove MAP sensor vacuum hose. Inspect condition of MAP sensor vacuum hose. If MAP sensor vacuum hose is restricted or open, replace vacuum hose as necessary. Perform VERIFICATION PROCEDURE VER-2. If MAP sensor vacuum hose is okay, replace MAP sensor. Perform VERIFICATION PROCEDURE VER-2.
6. If DRB-II displayed NO CHANGE IN MAP FROM START TO RUN or SLOW CHANGE IN IDLE MAP SENSOR SIGNAL in step 1), turn engine off. Tee a vacuum gauge into MAP sensor vacuum hose. Start engine. With engine idling, read vacuum gauge. If vacuum gauge reads zero in. Hg at idle, go to step 10).
7. If vacuum gauge does not read zero in. Hg at idle, monitor vacuum gauge while snapping throttle open and closed. If vacuum gauge reading does not rapidly drop to less than one in. Hg, replace MAP sensor vacuum hose as necessary. Perform VERIFICATION PROCEDURE VER-2.
8. If vacuum gauge reading rapidly drops to less than one in. Hg, turn ignition off. Disconnect MAP sensor electrical connector. Turn ignition on. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of MAP sensor connector 5-volt supply circuit (Violet/White wire).
9. If voltage is less than 4 volts, repair open or short in Violet/White wire. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 4 volts, replace MAP sensor. Perform VERIFICATION PROCEDUREVER-2.
10. If vacuum gauge reading was zero in. Hg at idle in step 6), turn engine off. Remove vacuum gauge from MAP sensor vacuum hose. Reconnect vacuum hose to MAP sensor.
11. Tee a vacuum gauge into barometric solenoid vacuum hose. Start engine. Check vacuum gauge reading at idle. If vacuum is zero in. Hg at idle, repair vacuum signal to barometric solenoid. Perform VERIFICATION PROCEDURE VER-2. If vacuum is not zero in. Hg at idle, go to next step.
12. While monitoring vacuum gauge, snap throttle open and closed. If vacuum gauge does not rapidly drop to less than one in. Hg, repair restricted vacuum signal. Perform VERIFICATION PROCEDURE VER-2.
13. If vacuum gauge rapidly drops to less than one in. Hg, remove vacuum line from MAP sensor and inspect line for a restriction or leak. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If no restriction or leak exists, replace barometric solenoid. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-5A - MAP SENSOR VOLTAGE TOO LOW (DTC 14)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, read MAP sensor voltage value with engine running. If MAP sensor voltage is less than 0.2 volt, go to step 6). If MAP sensor voltage is more than 0.2 volt, turn ignition on (engine off).
2. Using DRB-II, read MAP sensor voltage value. If MAP sensor voltage is less than 1.2 volts, go to step 6). If MAP sensor voltage is more than 1.2 volts, wiggle MAP sensor connector and harness while observing DRB-II display.
3. If MAP sensor voltage changes when MAP sensor connector and harness are wiggled, repair harness or connector that caused voltage to change. Perform VERIFICATION PROCEDURE VER-2. If MAP sensor voltage does not change when MAP sensor connector and harness are wiggled, go to next step.
4. At this time, the condition required to set the fault is not present. MAP SENSOR VOLTAGE TOO LOW fault sets if MAP sensor output voltage is less than 1.2 volts at start, or less than 0.2 volt with engine running. Engine speed must be more than 400 RPM, but less than 1500 RPM, and TPS voltage less than one volt. Possible causes are: MAP sensor signal wire shorted to ground, MAP sensor shorted internally, or loss of MAP sensor 5-volt supply wire. Go to next step.
5. Inspect MAP sensor wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If MAP sensor wiring and connectors are okay, test is complete. Perform VERIFICATION PROCEDURE VER-2.
6. Turn ignition on (engine off). Disconnect MAP sensor connector. Using DRB-II, read MAP sensor voltage value. If MAP sensor voltage is more than 4 volts, replace MAP sensor. Perform VERIFICATION PROCEDURE VER-2. If MAP sensor voltage is less than 4 volts, turn ignition off.
7. Disconnect Powertrain Control Module (PCM) connector. Using an external ohmmeter, check resistance of MAP sensor connector between signal circuit (Dark Green/Red wire) and sensor ground circuit (Black/Light Blue wire). If resistance is less than 5 ohms, repair short between Dark Green/Red wire and Black/Light Blue wire. Perform VERIFICATION PROCEDURE VER-2.
8. If resistance is more than 5 ohms, place DRB-II in ohmmeter mode. Using DRB-II, check resistance of MAP sensor connector signal circuit (Dark Green/Red wire). If resistance is less than 5 ohms, repair short to ground in Dark Green/Red wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-6A - MAP SENSOR VOLTAGE TOO HIGH (DTC 14)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Start engine. Using DRB-II, read Manifold Absolute Pressure (MAP) sensor voltage value. If MAP sensor voltage is more than 4.6 volts, go to step 4). If MAP sensor voltage is less than 4.6 volts, wiggle MAP sensor connector and wiring harness while watching DRB-II display. If MAP sensor voltage changes, repair connector or wiring harness as necessary. Perform VERIFICATION PROCEDURE VER-2. If MAP sensor voltage does not change, go to next step.
2. At this time, the condition required to set fault is not present. MAP SENSOR VOLTAGE TOO HIGH fault sets if MAP sensor output voltage is more than 4.6 volts at start or with engine running. Engine speed must be more than 400 RPM, but less than 1500 RPM and Throttle Position Sensor (TPS) voltage less than one volt. Possible causes are: open MAP sensor signal circuit, MAP sensor open internally, open MAP sensor ground circuit, or short to voltage in MAP sensor signal circuit. Go to next step.
3. Inspect all related wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
4. If MAP sensor voltage was more than 4.6 volts in step 1), turn ignition on. Ensure engine is off. Disconnect MAP sensor connector. Connect a jumper wire between signal circuit (Dark Green/Red wire) and ground circuit (Black/Light Blue wire) on MAP sensor connector. Using DRB-II, read MAP sensor voltage. If DRB-II displays NO RESPONSE, repair short in Dark Green/Red wire. Perform VERIFICATION PROCEDURE VER-2.
5. If MAP sensor voltage is less than one volt, replace MAP sensor. Perform VERIFICATION PROCEDURE VER-2. If MAP sensor voltage is more than one volt, move jumper wire from MAP sensor connector, ground circuit (Black/Light Blue wire) to an engine ground. Using DRB-II, read MAP sensor voltage.
6. If MAP sensor voltage is less than one volt, repair open in Black/Light Blue wire. Perform VERIFICATION PROCEDURE VER-2. If MAP sensor voltage is more than one volt, turn ignition off. Disconnect the PCM connector.
7. Using an external ohmmeter, check resistance of signal circuit (Dark Green/Red wire) between MAP sensor connector and PCM connector terminal No. 1. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, repair open in Dark Green/Red wire. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-7A - NO VEHICLE SPEED SENSOR SIGNAL (DTC 15)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article. rotating wheels.

1. Raise and support vehicle under lower control arms, allowing wheels to spin free. Start engine. Using DRB-II, read vehicle speed sensor MPH value. Place transmission in any forward gear. If DRB-II does not display 0 MPH, go to step 4). If DRB-II displays 0 MPH, go to next step.
2. At this time, the condition required to set fault is not present. VEHICLE SPEED SENSOR SIGNAL fault sets when Powertrain Control Module (PCM) does not see a speed signal on PCM terminal No. 47, speed sensor signal circuit (White/Orange wire), under road load conditions. Possible causes are: open or shorted vehicle speed sensor signal wire, open 8-volt supply at vehicle speed sensor, open vehicle speed sensor ground, failed vehicle speed sensor, failed PCM, or failed Daytime Running Light (DRL) module (if equipped). Go to next step.
3. Inspect wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
4. If DRB-II did not display 0 MPH in step 1), turn ignition off. Disconnect vehicle speed sensor connector. Inspect terminals. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If terminals are okay, go to next step.
5. Turn ignition on. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of vehicle speed sensor connector 8-volt supply circuit (Orange wire). If voltage is less than 7 volts, repair open in Orange wire. Perform VERIFICATION PROCEDURE VER-2.
6. If voltage is more than 7 volts, check voltage of vehicle speed sensor connector signal circuit (White/Orange wire). If voltage is less than 4 volts, go to TEST FC-7B. If voltage is more than 4 volts, connect one end of a jumper wire to vehicle speed sensor connector signal circuit (White/Orange wire).
7. Using DRB-II, read car speed value. While observing DRB-II car speed value, connect other end of jumper wire to vehicle speed sensor connector ground circuit (Black/Light Blue wire). If DRB-II displays more than 0 MPH, replace vehicle speed sensor. Perform VERIFICATION PROCEDURE VER-2.
8. If DRB-II does not display more than 0 MPH, turn ignition off. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of vehicle speed sensor connector, ground circuit (Black/Light Blue wire). If resistance is more than 5 ohms, repair open to harness splice in Black/Light Blue wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, go to next step.
9. Turn ignition off. Disconnect PCM connector. Inspect PCM connector. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If PCM connector terminals are okay, go to next step.
10. Using an external ohmmeter, check resistance of signal circuit (White/Orange wire) between vehicle speed sensor connector and PCM connector terminal No. 47. If resistance is more than 5 ohms, repair open in White/Orange wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-7B - NO VEHICLE SPEED SENSOR SIGNAL

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Inspect PCM connector terminals. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If PCM connector terminals are okay, go to next step.
2. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 47, signal circuit (White/Orange wire). If resistance is less than 5 ohms, repair short to ground in White/Orange wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, go to next step.
3. Using an external ohmmeter, check resistance of signal circuit (White/Orange wire) between vehicle speed sensor connector and PCM connector terminal No. 47. If resistance is more than 5 ohms, repair open in White/Orange wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-8A - O2S STAYS AT CENTER (DTC 21)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Start engine. Allow engine to reach normal operating temperature. Using DRB-II, set engine speed to 1500 RPM. Read O2 sensor state. If O2 sensor is not switching from rich to lean, go to step 5). If O2 sensor is switching from rich to lean, go to next step.
2. While monitoring DRB-II display, wiggle O2 sensor connector and harness. If at any time O2 sensor locked on center, repair open harness or connector where wiggling caused O2 sensor to lock on center. Perform VERIFICATION PROCEDURE VER-2. If at any time O2 sensor did not lock on center, go to next step.
3. At this time, the condition required to set fault is not present. O2S STAYS AT CENTER fault sets if O2 sensor output voltage stays at 0.5 volt for 1.5 minutes with engine temperature more than 170?F (76.6?C), and engine running for 2 minutes. Possible causes are: O2 sensor circuit open or O2 sensor failure. Go to next step.
4. Inspect O2 sensor wiring and connectors. Repair wiring and connectors as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If O2 sensor was not switching from rich to lean in step 1), disconnect O2 sensor connector. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of O2 sensor connector, ground circuit (Black wire).
6. If resistance is more than 5 ohms, repair open in Black wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, go to next step.
7. Connect a jumper wire between O2 sensor connector, signal circuit (Black/Dark Green wire) and positive battery terminal. Using DRB-II, read O2 sensor voltage value. If voltage is more than one volt, replace O2 sensor. Perform VERIFICATION PROCEDURE VER-2. If voltage is less than one volt, go to next step.
8. Turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Disconnect jumper wire from O2 sensor connector. Using an external ohmmeter, check resistance of O2 sensor signal circuit (Black/Dark Green wire) between O2 sensor connector and PCM connector terminal No. 41.
9. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, repair open Black/Dark Green wire. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-9A - O2S STAYS ABOVE CENTER (RICH) (DTC 52)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, set engine speed to 1500 RPM. Read O2 sensor voltage value. If O2 sensor voltage is always less than 0.5 volt, go to step 3). If O2 sensor voltage is always more than 0.5 volt, check for short at 12-volt O2 heater feed circuit (Dark Green/Black wire).
2. Check connectors for dirt and grease build-up. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If connectors are okay, a condition causing engine to run rich is indicated. Go to next step.
3. At this time, the condition required to set fault is not present. O2S STAYS ABOVE CENTER (RICH) fault sets if O2 sensor output voltage stays more than 0.5 volt, but less than 1.2 volts without changing for more than 8 minutes. Possible causes are: high fuel pressure, other engine sensor calibrations, ignition system failure, or fuel contamination. Go to TEST NF-1A.

Dodge Daytona ES 1993 - TEST FC-10A - O2S STAYS BELOW CENTER (LEAN) (DTC 51)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Start engine and apply parking brake. Using DRB-II, set engine speed to 1500 RPM. Using DRB-II, read O2 sensor voltage. If O2 sensor voltage is not always less than 0.5 volt, condition required to set fault is not present at this time. Go to TEST NF-1A. If O2 sensor voltage is always less than 0.5 volt, go to next step.
2. Using DRB-II, check if O2 sensor voltage is always at zero volts. If O2 sensor voltage is always zero volts, go to step 4). If O2 sensor voltage is not always zero volts, check O2 sensor connector for excessive dirt and/or grease build-up.
3. If excessive dirt and/or grease build-up is present, clean and repair connectors as required. Perform VERIFICATION PROCEDURE VER-2. If excessive dirt and/or grease build-up is not present, a condition causing engine to run lean is indicated. Go to TEST NF-1A.
4. If O2 sensor voltage was always zero volts in step 2), use DRB-II to stop all actuation of vehicle components. Turn ignition on (engine off). Disconnect O2 sensor connector. Using DRB-II, read O2 sensor voltage. If O2 sensor voltage is always 0.5 volt, replace O2 sensor. Perform VERIFICATION PROCEDURE VER-2.
5. If O2 sensor voltage is not always 0.5 volt, turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of signal circuit (Black/Dark Green wire) on O2 sensor connector harness side.
6. If resistance is less than 5 ohms, repair short to ground in Black/Dark Green wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-11A - O2S SHORTED TO VOLTAGE (DTC 21)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, read O2 sensor voltage. If O2 sensor voltage is more than 1.2 volts, go to step 4). If O2 sensor voltage is less than 1.2 volts, wiggle O2 sensor connector and wiring harness while watching DRB-II display. If voltage is more than 1.2 volts at any time, repair connectors and wiring as necessary. Perform VERIFICATION PROCEDURE VER-2. If voltage is less than 1.2 volts at any time, go to next step.
2. At this time, the condition required to set fault is not present. 02S SHORTED TO VOLTAGE fault sets if O2 sensor signal circuit voltage is more than 1.2 volts. Possible causes are: O2 sensor signal circuit shorted to another circuit, excessive dirt, grease and/or water build-up causing tracking in O2 sensor connector, or O2 sensor failure. Go to next step.
3. Inspect all related wiring and connectors and repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If no problems are found with wiring and connectors, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
4. If O2 sensor voltage was more than 1.2 volts in step 1), disconnect O2 sensor connector. Using DRB-II, read O2 sensor voltage. If voltage is more than 1.2 volts, repair short to battery voltage in Black/Dark Green wire on O2 sensor connector (harness side). Perform VERIFICATION PROCEDURE VER-2. If voltage is less than 1.2 volts, replace O2 sensor. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-12A - ECT SENSOR VOLTAGE TOO LOW (DTC 22)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, read Engine Coolant Temperature (ECT) sensor voltage value. If ECT sensor voltage is less than 0.5 volt, go to step 5). If ECT sensor voltage is more than 0.5 volt, wiggle ECT sensor connector and harness while watching DRB-II display.
2. If ECT sensor voltage changes when ECT connector and harness are wiggled, repair connector or harness that caused voltage to change. Perform VERIFICATION PROCEDURE VER-2. If ECT sensor voltage does not change when ECT connector and harness are wiggled, go to next step.
3. At this time, the condition required to set fault is not present. ECT SENSOR VOLTAGE TOO LOW fault sets if ECT sensor signal circuit (Tan/Black wire) is less than 0.5 volt. Possible causes are: ECT sensor circuit shorted to ground or ECT sensor open internally. Go to next step.
4. Inspect wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If ECT sensor voltage was less than 0.5 volt in step 1), disconnect ECT sensor connector. Using DRB-II, read ECT sensor voltage value. If voltage is more than 4 volts, replace ECT sensor. Perform VERIFICATION PROCEDURE VER-2.
6. If voltage is less than 4 volts, turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of ECT sensor connector, ECT signal circuit (Tan/Black wire).
7. If resistance is less than 5 ohms, repair Tan/Black wire for short to ground. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-13A - ECT SENSOR VOLTAGE TOO HIGH (DTC 22)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, read Engine Coolant Temperature (ECT) sensor voltage value. If ECT sensor voltage is more than 4.5 volts, go to step 5). If ECT sensor voltage is less than 4.5 volts, wiggle ECT sensor connector and harness while watching DRB-II display.
2. If ECT sensor voltage changes when ECT connector and harness are wiggled, repair connector or harness that caused voltage to change. Perform VERIFICATION PROCEDURE VER-2. If ECT sensor voltage does not change when ECT connector and harness are wiggled, go to next step.
3. At this time, the condition required to set fault is not present. ECT SENSOR VOLTAGE TOO HIGH fault sets if ECT sensor signal circuit (Tan/Black wire) is more than 4.5 volts. Possible causes are: ECT sensor circuit open, ECT sensor open internally, or ECT sensor ground wire open. Go to next step.
4. Inspect wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If ECT sensor voltage was more than 4.5 volts in step 1), disconnect ECT sensor connector. Connect a jumper wire between ECT sensor connector, ECT sensor signal circuit (Tan/Black wire) and sensor ground circuit (Black/Light Blue wire).
6. Using DRB-II, read ECT sensor voltage. If voltage is less than one volt, replace ECT sensor. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than one volt, move jumper wire from Black/Light Blue wire to engine ground. Read ECT sensor voltage value.
7. If voltage is less than one volt, repair open Black/Light Blue wire. Perform VERIFICATION PROCEDURE VER-2. If ECT sensor voltage is more than one volt, disconnect Powertrain Control Module (PCM) connector.
8. Using an external ohmmeter, check resistance of ECT sensor signal circuit (Tan/Black wire) between ECT sensor connector and PCM connector terminal No. 2.
9. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, repair open in Tan/Black wire. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-14A - INTAKE AIR TEMP SENSOR VOLTAGE LOW (DTC 23)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, read intake air temperature sensor voltage value. If intake air temperature sensor voltage is less than 0.5 volt, go to step 5). If intake air temperature sensor voltage is more than 0.5 volt, go to next step.
2. Wiggle intake air temperature sensor connector and harness while watching DRB-II display. If intake air temperature sensor voltage changes, repair harness or connector that caused voltage to change. Perform VERIFICATION PROCEDURE VER-2. If intake air temperature sensor voltage does not change, go to next step.
3. At this time, the condition required to set fault is not present. INTAKE AIR TEMP SENSOR VOLTAGE LOW fault sets if intake air sensor circuit voltage is less than 0.5 volt. Possible causes are: sensor circuit shorted to ground or sensor shorted internally. Go to next step.
4. Inspect wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If intake air temperature sensor voltage was less than 0.5 volt instep 1), disconnect air temperature sensor. Using DRB-II, read intake air temperature sensor voltage value. If intake air temperature sensor voltage is more than 4 volts, replace intake air temperature sensor. Perform VERIFICATION PROCEDURE VER-2.
6. If intake air temperature sensor voltage is less than 4 volts, turn ignition off. Disconnect Powertrain Control Module (PCM). Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of intake air temperature sensor connector, signal circuit (Black/Red wire).
7. If resistance is less than 5 ohms, repair short to ground in Black/Red wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, replace PCM. Perform VERIFICATION PROCEDUREVER-2.

Dodge Daytona ES 1993 - TEST FC-15A - INTAKE AIR TEMP SENSOR VOLTAGE HIGH (DTC 23)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, read intake air temperature sensor voltage value. If intake air temperature sensor voltage is more than 4.5 volts, go to step 5). If intake air temperature sensor voltage is less than 4.5 volts, go to next step.
2. Wiggle intake are temperature sensor connector and harness while watching DRB-II display. If intake air temperature sensor voltage changes, repair connector or harness that caused voltage to change. Perform VERIFICATION PROCEDURE VER-2. If intake air temperature sensor voltage does not change, go to next step.
3. At this time, the condition required to set fault is not present. INTAKE AIR TEMP SENSOR VOLTAGE HIGH fault sets if intake air sensor circuit voltage is more than 4.5 volts. Possible causes are: sensor circuit open, sensor open internally, or sensor ground wire open. Go to next step.
4. Inspect wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If intake air temperature sensor voltage was more than 4.5 volts in step 1), disconnect air temperature sensor. Connect a jumper wire between intake air temperature sensor connector signal circuit (Black/Red wire) and ground. Using DRB-II, read intake air temperature sensor voltage value.
6. If voltage is less than one volt, replace intake air temperature sensor. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than one volt, turn ignition off. Disconnect Powertrain Control Module (PCM).
7. Using an external ohmmeter, check resistance of signal circuit (Black/Red wire) between intake air temperature sensor connector and PCM connector terminal No. 21. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, repair open in Black/Red wire. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-16A - THROTTLE POSITION SENSOR VOLTAGE LOW (DTC 24)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, read Throttle Position Sensor (TPS) voltage value. If TPS voltage is less than 0.2 volt, go to step 5). If TPS voltage is more than 0.2 volt, slowly open and close throttle while monitoring DRB-II. If voltage change is not smooth, replace TPS. Perform VERIFICATION PROCEDURE VER-2. If voltage change is smooth, go to next step.
2. Wiggle TPS connectors and harness while monitoring DRB-II display. If a change in TPS voltage is observed when connectors and harness are wiggled, repair connectors or harness that caused voltage to change. PERFORM VERIFICATION PROCEDURE VER-2. If a change in TPS voltage is not observed when connectors and harness are wiggled, go to next step.
3. At this time, the condition required to set the fault is not present. THROTTLE POSITION SENSOR VOLTAGE LOW fault sets if TPS voltage is less than 0.2 volt or vehicle speed is less than 20 MPH, engine speed is more than 1500 RPM, and vacuum is less than 2 in. Hg with TPS voltage less than 0.5 volt. Possible causes are: sensor signal wire shorted to ground, TPS sensor failure, or loss of 5-volt supply. Go to next step.
4. Inspect wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If TPS voltage was less than 0.2 volt in step 1), disconnect TPS. Using DRB-II, read TPS voltage value. If voltage is more than one volt, replace TPS. Perform VERIFICATION PROCEDURE VER-2. If voltage is less than one volt, turn ignition off.
6. Disconnect PCM connector. Using an external ohmmeter, check resistance of TPS connector between sensor ground circuit (Black/Light Blue wire) and TPS signal circuit (Orange/Dark Blue wire).
7. If resistance is less than 5 ohms, repair short between Orange/Dark Blue wire and Black/Light Blue wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, go to next step.
8. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of TPS connector signal circuit (Orange/Dark Blue wire). If resistance is more than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, repair short in Orange/Dark Blue wire. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-17A - THROTTLE POSITION SENSOR VOLTAGE HIGH (DTC 24)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, read Throttle Position Sensor (TPS) voltage value. If TPS voltage is more than 4.5 volts, go to step 5). If TPS voltage is less than 4.5 volts, slowly open and close throttle while monitoring DRB-II. If voltage change is not smooth, replace TPS. Perform VERIFICATION PROCEDURE VER-2. If voltage change is smooth, go to next step.
2. Wiggle TPS connectors and harness while monitoring DRB-II display. If a change in TPS voltage is observed when connectors and harness are wiggled, repair harness or connector that caused voltage to change. PERFORM VERIFICATION PROCEDURE VER-2. If a change in throttle position sensor voltage is not observed when connectors and harness are wiggled, go to next step.
3. At this time, the condition required to set the fault is not present. THROTTLE POSITION SENSOR VOLTAGE HIGH fault sets if TPS voltage is more than 4.5 volts. Possible causes are: TPS output wire open, TPS ground wire open, or TPS failure. Go to next step.
4. Inspect wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If throttle body temperature sensor voltage was more than 4.5 volts in step 1), disconnect TPS connector. Connect a jumper wire between signal circuit (Orange/Dark Blue wire) and ground circuit (Black/Light Blue wire) on TPS connector. Using DRB-II, read TPS voltage value. If DRB-II displays NO RESPONSE, repair short to 5-volt supply circuit on Orange/Dark Blue wire. Perform VERIFICATION PROCEDURE VER-2. If DRB-II does not display NO RESPONSE, go to next step.
6. If voltage is less than one volt, replace TPS. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than one volt, move jumper wire from TPS connector, ground circuit (Black/Light Blue wire) to an engine ground. Using DRB-II, read TPS sensor voltage.
7. If TPS sensor voltage is less than one volt, repair open in Black/Light Blue wire. Perform VERIFICATION PROCEDURE VER-2. If TPS voltage is more than one volt, turn ignition off. Disconnect PCM connector.
8. Using an external ohmmeter, check resistance of signal circuit (Orange/Dark Blue wire) between TPS connector and PCM connector terminal No. 22. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, repair open in Orange/Dark Blue wire. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-18A - IDLE AIR CONTROL MOTOR CIRCUITS (DTC 25)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Turn ignition off. Start engine. Allow engine to reach normal operating temperature. Using DRB-II, read fault messages. If idle air control motor fault message returns, go to step 5). If idle air control motor fault message does not return, go to next step.
2. Using DRB-II, set engine speed to 1800 RPM, then to 700 RPM. If engine speed does not respond to DRB-II commands, go to step 5). If engine speed responds to DRB-II commands, go to next step.
3. At this time, the condition required to set fault is not present. IDLE AIR CONTROL MOTOR CIRCUITS fault sets if any of the 4 wires are shorted to ground or 12 volts. Possible causes are: open harness wires, harness shorted to ground, harness shorted to 12 volts, Idle Air Control (IAC) shorted internally, or IAC wires shorted together. Go to next step.
4. Inspect wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. Disconnect IAC motor. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of each wire in IAC motor connector. If resistance is less than 5 ohms for any of the IAC wires, repair IAC wiring for short to ground. Perform VERIFICATION PROCEDURE VER-2.
6. If resistance is more than 5 ohms for any of the wires, turn ignition on. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of each wire in IAC motor connector. If voltage is more than one volt for any of the IAC wires, repair wire for short to voltage. If voltage is less than one volt for any of the IAC wires, go to next step.
7. Disconnect PCM connector. Using an external ohmmeter, check resistance of each wire between IAC motor connector and PCM connector. See PCM TERMINAL IDENTIFICATION table. If resistance for any wire is more than 5 ohms, repair open on necessary wire. Perform VERIFICATION PROCEDURE VER-2. If resistance for any wire is less than 5 ohms, go to next step.
   

   Dodge Daytona ES 1993 PCM TERMINAL IDENTIFICATION
   

   Wire Color	Terminal No.
   Gray/Red	39
   Brown/White	40
   Violet/Black	59
   Yellow/Black	60

8. Using an external ohmmeter, check resistance between the following wires at IAC motor connector. Record resistance readings.
   • Violet/Black wire and Brown/White wire
   • Violet/Black wire and Yellow/Black wire
   • Violet/Black wire and Gray/Red wire
   • Brown/White wire and Yellow/Black wire
   • Brown/White wire and Gray/Red wire
   • Yellow/Black wire and Gray/Red wire
9. If resistance between any 2 wires is less than 5 ohms, repair those wires for shorting together. Perform VERIFICATION PROCEDUREVER-2. If resistance between all pairs of wires is more than 5 ohms, reconnect PCM connector.
10. Turn ignition on. Using DRB-II, actuate IAC motor. Place DRB-II in voltmeter mode. Using DRB-II, check voltage on each IAC motor connector wire at IAC motor connector. Normal voltage reading will switch from less than one volt to more than 10 volts.
11. If voltage is switching at each IAC motor connector wire, replace IAC motor. Perform VERIFICATION PROCEDURE VER-2. If voltage is not switching at each IAC motor connector wire, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-19A - INJECTOR #1 CONTROL CIRCUIT (DTC 27)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Attempt to start engine. If engine will not start, crank engine for at least 10 seconds.
2. Using DRB-II, read fault messages. If engine starts, allow engine to idle for at least 20 seconds. If DRB-II displays INJECTOR #1 CONTROL CIRCUIT, go to step 6). If DRB-II does not display INJECTOR #1 CONTROL CIRCUIT, go to next step.
3. At this time, the condition required to set fault is not present. INJECTOR #1 CONTROL CIRCUIT fault sets if Powertrain Control Module (PCM) does not detect injector "turn off edge" when expected. Possible causes are: open or shorted injector control circuit, open injector power supply circuit, open injector, or failed driver in Powertrain Control Module (PCM). Go to next step.
4. Inspect all related wiring and connectors. Repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If no problems are found with wiring and connectors, go to next step.
5. Start engine. Wiggle wiring harness from injector No. 1 to Powertrain Control Module (PCM). If engine misfires or stalls, repair wiring harness as necessary. Perform VERIFICATION PROCEDURE VER-2. If engine does not misfire or stall, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
6. If DRB-II displayed INJECTOR #1 CONTROL CIRCUIT in step 2), turn ignition off. Disconnect injector No. 1 connector. Using an external ohmmeter, check resistance between injector No. 1 connector terminals. If resistance is not 2-5 ohms, replace injector. If resistance is 2-5 ohms, turn ignition on.
7. Using DRB-II, actuate injector No. 1. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of injector No. 1 connector, Auto Shutdown (ASD) relay output circuit (Dark Green/Black wire).
8. If voltage is less than 10 volts, repair open to splice in Dark Green/Black wire. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 10 volts, turn ignition off.
9. Disconnect PCM connector. Using an external ohmmeter, check resistance of injector No. 1 driver circuit (White/Dark Blue wire) between injector No. 1 connector and PCM connector terminal No. 16.
10. If resistance is more than 5 ohms, repair open in White/Dark Blue wire. If resistance is less than 5 ohms, place DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 16, injector No. 1 driver circuit (White/Dark Blue wire).
11. If resistance is less than 5 ohms, repair short to ground in White/Dark Blue wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-20A - INJECTOR #2 CONTROL CIRCUIT (DTC 27)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Attempt to start engine. If engine will not start, crank engine for at least 10 seconds.
2. Using DRB-II, read fault messages. If engine starts, allow engine to idle for at least 20 seconds. If DRB-II displays INJECTOR #2 CONTROL CIRCUIT, go to step 6). If DRB-II does not display INJECTOR #2 CONTROL CIRCUIT, go to next step.
3. At this time, the condition required to set fault is not present. INJECTOR #2 CONTROL CIRCUIT fault sets if Powertrain Control Module (PCM) does not detect injector "turn off edge" when expected. Possible causes are: open or shorted injector control circuit, open injector power supply circuit, open injector, or failed driver in Powertrain Control Module (PCM). Go to next step.
4. Inspect all related wiring and connectors, and repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If no problems are found with wiring and connectors, go to next step.
5. Start engine. Wiggle wiring harness from injector No. 2 to Powertrain Control Module (PCM). If engine misfires or stalls, repair wiring harness as necessary. Perform VERIFICATION PROCEDURE VER-2. If engine does not misfire or stall, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
6. If DRB-II displayed INJECTOR #2 CONTROL CIRCUIT in step 2), turn ignition off. Disconnect injector No. 2 connector. Using an external ohmmeter, check resistance between injector No. 2 connector terminals. If resistance is not 2-5 ohms, replace injector. If resistance is 2-5 ohms, turn ignition on.
7. Using DRB-II, actuate injector No. 2. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of injector No. 2 connector, Auto Shutdown (ASD) relay output circuit (Dark Green/Black wire).
8. If voltage is less than 10 volts, repair open to splice in Dark Green/Black wire. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 10 volts, turn ignition off.
9. Disconnect PCM connector. Using an external ohmmeter, check resistance of injector No. 2 driver circuit (Tan wire) between injectorNo. 2 connector and PCM connector terminal No. 15.
10. If resistance is more than 5 ohms, repair open in Tan wire. If resistance is less than 5 ohms, place DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 15, injectorNo. 2 driver circuit (Tan wire).
11. If resistance is less than 5 ohms, repair short to ground in Tan wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-21A - INJECTOR #3 CONTROL CIRCUIT (DTC 27)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Attempt to start engine. If engine will not start, crank engine for at least 10 seconds.
2. Using DRB-II, read fault messages. If engine starts, allow engine to idle for at least 20 seconds. If DRB-II displays INJECTOR #3 CONTROL CIRCUIT, go to step 6). If DRB-II does not display INJECTOR #3 CONTROL CIRCUIT, go to next step.
3. At this time, the condition required to set fault is not present. INJECTOR #3 CONTROL CIRCUIT fault sets if Powertrain Control Module (PCM) does not detect injector "turn off edge" when expected. Possible causes are: open or shorted injector control circuit, open injector power supply circuit, open injector, or failed driver in Powertrain Control Module (PCM). Go to next step.
4. Inspect all related wiring and connectors, and repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If no problems are found with wiring and connectors, go to next step.
5. Start engine. Wiggle wiring harness from injector No. 3 to Powertrain Control Module (PCM). If engine misfires or stalls, repair wiring harness as necessary. Perform VERIFICATION PROCEDURE VER-2. If engine does not misfire or stall, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
6. If DRB-II displayed INJECTOR #3 CONTROL CIRCUIT in step 2), turn ignition off. Disconnect injector No. 3 connector. Using an external ohmmeter, check resistance between injector No. 3 connector terminals. If resistance is not 2-5 ohms, replace injector. If resistance is 2-5 ohms, turn ignition on.
7. Using DRB-II, actuate injector No. 3. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of injector No. 3 connector, Auto Shutdown (ASD) relay output circuit (Dark Green/Black wire).
8. If voltage is less than 10 volts, repair open to splice in Dark Green/Black wire. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 10 volts, turn ignition off.
9. Disconnect PCM connector. Using an external ohmmeter, check resistance of injector No. 3 driver circuit (Yellow/White wire) between injector No. 3 connector and PCM connector terminal No. 14.
10. If resistance is more than 5 ohms, repair open in Yellow/White wire. If resistance is less than 5 ohms, place DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 14, injectorNo. 3 driver circuit (Yellow/White wire).
11. If resistance is less than 5 ohms, repair short to ground in Yellow/White wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-22A - INJECTOR #4 CONTROL CIRCUIT (DTC 27)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Attempt to start engine. If engine will not start, crank engine for at least 10 seconds.
2. Using DRB-II, read fault messages. If engine starts, allow engine to idle for at least 20 seconds. If DRB-II displays INJECTOR #4 CONTROL CIRCUIT, go to step 6). If DRB-II does not display INJECTOR #4 CONTROL CIRCUIT, go to next step.
3. At this time, the condition required to set fault is not present. INJECTOR #4 CONTROL CIRCUIT fault sets if Powertrain Control Module (PCM) does not detect injector "turn off edge" when expected. Possible causes are: open or shorted injector control circuit, open injector power supply circuit, open injector, or failed driver in Powertrain Control Module (PCM). Go to next step.
4. Inspect all related wiring and connectors, and repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If no problems are found with wiring and connectors, go to next step.
5. Start engine. Wiggle wiring harness from injector No. 4 to Powertrain Control Module (PCM). If engine misfires or stalls, repair wiring harness as necessary. Perform VERIFICATION PROCEDURE VER-2. If engine does not misfire or stall, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
6. If DRB-II displayed INJECTOR #4 CONTROL CIRCUIT in step 2), turn ignition off. Disconnect injector No. 4 connector. Using an external ohmmeter, check resistance between injector No. 4 connector terminals. If resistance is not 2-5 ohms, replace injector. If resistance is 2-5 ohms, turn ignition on.
7. Using DRB-II, actuate injector No. 4. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of injector No. 4 connector, Auto Shutdown (ASD) relay output circuit (Dark Green/Black wire).
8. If voltage is less than 10 volts, repair open to splice in Dark Green/Black wire. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 10 volts, turn ignition off.
9. Disconnect PCM connector. Using an external ohmmeter, check resistance of injector No. 4 driver circuit (Light Blue/Brown wire) between injector No. 4 connector and PCM connector terminal No. 13.
10. If resistance is more than 5 ohms, repair open in Light Blue/Brown wire. If resistance is less than 5 ohms, place DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 13, injector No. 4 driver circuit (Light Blue/Brown wire).
11. If resistance is less than 5 ohms, repair short to ground in Light Blue/Brown wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-23A - IGNITION COIL #1 PRIMARY CIRCUIT (DTC 43)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Attempt to start engine. If necessary, crank engine for at least 10 seconds. Using DRB-II, read fault messages. If DRB-II displays IGNITION COIL #1 PRIMARY CIRCUIT, go to step 5). If DRB-II does not display IGNITION COIL #1 PRIMARY CIRCUIT, go to next step.
2. At this time, the condition required to set fault is not present. IGNITION COIL #1 PRIMARY CIRCUIT fault sets when Powertrain Control Module (PCM) does not see peak current reached. Possible causes are: open or shorted coil, open or shorted control circuit, open power supply, or failed driver in controller. Go to next step.
3. Inspect wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, start engine. Wiggle wiring harness from DIS coil to PCM. If engine misfires or stalls when wiring is wiggled, repair wiring where wiggling caused problem to reoccur. Perform VERIFICATION PROCEDURE VER-2.
4. If engine does not misfire or stall when wiring is wiggled, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If DRB-II displayed IGNITION COIL #1 PRIMARY CIRCUIT in step 1), turn ignition off. Disconnect ignition coil connector. Turn ignition on. Using DRB-II, actuate ignition coil No. 1. Place DRB-II in voltmeter mode. Using DRB-II, check voltage on ignition coil connector, ASD output circuit (Dark Green/Orange wire). If voltage is less than 10 volts, repair open in Dark Green/Orange wire. Perform VERIFICATION PROCEDURE VER-2.
6. If voltage is more than 10 volts, use an external ohmmeter to check resistance of ignition coil No. 1 primary circuit. Place one ohmmeter lead on ignition coil connector, cylinders No. 1 and 3 pin and other ohmmeter lead on ignition coil connector, battery positive pin. See Fig. 22. If resistance is more than 2 ohms, replace ignition coil. Perform VERIFICATION PROCEDURE VER-2.
7. If resistance is less than 2 ohms, turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 19, ignition coil No. 1 driver circuit (Black/Gray wire). If resistance is less than 5 ohms, repair short to ground in Black/Gray wire. Perform VERIFICATION PROCEDURE VER-2.
8. If resistance is more than 5 ohms, use an external ohmmeter to check resistance of ignition coil No. 1 driver circuit (Black/Gray wire) between ignition coil connector and PCM connector terminal No. 19. If resistance is more than 5 ohms, repair open in Black/Gray wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Fig. 22: Dodge Daytona ES 1993 - Component Locations - Ignition Coil Connector Terminal ID (FC-23A)

Dodge Daytona ES 1993 - TEST FC-24A - IGNITION COIL #2 PRIMARY CIRCUIT (DTC 43)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Attempt to start engine. If necessary, crank engine for at least 10 seconds. Using DRB-II, read fault messages. If DRB-II displays IGNITION COIL #2 PRIMARY CIRCUIT, go to step 5). If DRB-II does not display IGNITION COIL #2 PRIMARY CIRCUIT, go to next step.
2. At this time, the condition required to set fault is not present. IGNITION COIL #2 PRIMARY CIRCUIT fault sets when Powertrain Control Module (PCM) does not see peak current reached. Possible causes are: open or shorted coil, open or shorted control circuit, open power supply, or failed driver in controller. Go to next step.
3. Inspect wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, start engine. Wiggle wiring harness from DIS coil to PCM. If engine misfires or stalls when wiring is wiggled, repair wiring where wiggling caused problem to reoccur. Perform VERIFICATION PROCEDURE VER-2.
4. If engine does not misfire or stall when wiring is wiggled, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If DRB-II displayed IGNITION COIL #2 PRIMARY CIRCUIT in step 1), turn ignition off. Disconnect ignition coil connector. Turn ignition on. Using DRB-II, actuate ignition coil No. 2. Place DRB-II in voltmeter mode. Using DRB-II, check voltage on ignition coil connector, ASD output circuit (Dark Green/Orange wire). If voltage is less than 10 volts, repair open in Dark Green/Orange wire. Perform VERIFICATION PROCEDURE VER-2.
6. If voltage is more than 10 volts, use an external ohmmeter to check resistance of ignition coil No. 2 primary circuit. Place one ohmmeter lead on ignition coil connector, cylinders No. 2 and 4 pin and other ohmmeter lead on ignition coil connector, battery positive pin. See Fig. 22. If resistance is more than 2 ohms, replace ignition coil. Perform VERIFICATION PROCEDURE VER-2.
7. If resistance is less than 2 ohms, turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 17, ignition coil No. 2 driver circuit (Dark Blue/Yellow wire). If resistance is less than 5 ohms, repair short to ground in Dark Blue/Yellow wire. Perform VERIFICATION PROCEDURE VER-2.
8. If resistance is more than 5 ohms, use an external ohmmeter to check resistance of ignition coil No. 2 driver circuit (Dark Blue/Yellow wire) between ignition coil connector and PCM connector terminal No. 17. If resistance is more than 5 ohms, repair open in Dark Blue/Yellow wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-25A - EVAP PURGE SOLENOID CIRCUIT (DTC 31)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Use DRB-II to actuate Evaporative (EVAP) purge solenoid, and read DRB-II fault messages. If DRB-II displays EVAP PURGE SOLENOID CIRCUIT, go to step 5). If DRB-II does not display EVAP PURGE SOLENOID CIRCUIT, go to next step.
2. At this time, the condition required to set fault is not present. EVAP PURGE SOLENOID CIRCUIT fault sets if evaporative purge solenoid is not in its proper state when monitored by Powertrain Control Module (PCM). Possible causes are: open or shorted evaporative purge solenoid, open evaporative purge solenoid power supply circuit, failed PCM, or open ignition 12-volt feed to evaporative purge solenoid. Go to next step.
3. Inspect all related wiring and connectors, and repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If no problems are found with wiring and connectors, go to next step.
4. Using DRB-II, read fault messages. Evaporative purge solenoid actuation test should still be running. Wiggle wiring harness from evaporative purge solenoid to Powertrain Control Module (PCM). If EVAP PURGE SOLENOID CIRCUIT fault returns, repair wiring harness as necessary. Perform VERIFICATION PROCEDURE VER-2. If EVAP PURGE SOLENOID CIRCUIT fault does not return, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If DRB-II displayed EVAP PURGE SOLENOID CIRCUIT in step 1), turn ignition off. Disconnect evaporative purge solenoid connector. Turn ignition on. Place DRB-II in voltmeter mode. Using DRB-II, check voltage on evaporative purge solenoid connector 12-volt feed circuit (Dark Blue/White wire). If voltage is less than 10 volts, repair open in Dark Blue/White wire. Perform VERIFICATION PROCEDURE VER-2.
6. If voltage is more than 10 volts, turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Using an external ohmmeter, check resistance of ground circuit (Pink/Black wire) between evaporative purge solenoid connector and PCM connector terminal No. 52. If resistance is less than 5 ohms, repair short to ground in Pink/Black wire. Perform VERIFICATION PROCEDURE VER-2.
7. If resistance is more than 5 ohms, reconnect evaporative purge solenoid connector. Turn ignition on. Place DRB-II in voltmeter mode. Using DRB-II, check voltage on PCM connector terminal No. 52 (Pink/Black wire). If voltage is less than 10 volts, replace evaporative purge solenoid. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 10 volts, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-26A - TC WASTEGATE SOLENOID CIRCUIT (DTC 36)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Actuate TC wastegate solenoid. Using DRB-II, read fault messages. If DRB-II displays TC WASTEGATE SOLENOID CIRCUIT, go to step 5). If the DRB-II does not display TC WASTEGATE SOLENOID CIRCUIT, go to next step.
2. At this time, the condition required to set fault is not present. TC WASTEGATE SOLENOID CIRCUIT fault sets if solenoid is not in its proper state when monitored by Powertrain Control Module (PCM). Possible causes are: open or shorted solenoid, open or shorted solenoid control circuit, open ignition 12-volt feed, or failed PCM. Go to next step.
3. Inspect wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, use DRB-II to read fault messages. Actuation test should still be running. Wiggle wiring harness from solenoid to Powertrain Control Module (PCM).
4. If TC WASTEGATE SOLENOID CIRCUIT fault returns, repair wiring harness as necessary. Perform VERIFICATION PROCEDURE VER-2. If TC WASTEGATE SOLENOID CIRCUIT fault does not return, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If DRB-II displayed TC WASTEGATE SOLENOID CIRCUIT in step 1), turn ignition off. Disconnect TC wastegate solenoid connector. Turn ignition on. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of wastegate solenoid connector 12-volt feed circuit (Dark Blue/White wire).
6. If voltage is less than 10 volts, repair open in Dark Blue/White wire. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 10 volts, turn ignition off. Disconnect PCM connector.
7. Using an external ohmmeter, check resistance of wastegate solenoid control circuit (Light Green/Black wire) between wastegate solenoid connector and PCM connector terminal No. 36.
8. If resistance is more than 5 ohms, repair open in Light Green/Black wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, place DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 36, wastegate solenoid control circuit (Light Green/Black wire).
9. If resistance is less than 5 ohms, repair short to ground in Light Green/Black wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, reconnect TC wastegate solenoid connector. Turn ignition on. Place DRB-II in voltmeter mode.
10. Using DRB-II, check voltage of PCM connector terminal No. 36, wastegate solenoid control circuit (Light Green/Black wire). If voltage is less than 10 volts, replace TC wastegate solenoid. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 10 volts, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-27A - BARO READ SOLENOID CIRCUIT (DTC 61)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Actuate barometric solenoid. Using DRB-II, read fault messages. If DRB-II displays BARO READ SOLENOID CIRCUIT, go to step 5). If DRB-II does not display BARO READ SOLENOID CIRCUIT, go to next step.
2. At this time, the condition required to set fault is not present. BARO READ SOLENOID CIRCUIT fault sets if solenoid is not in its proper state when monitored by Powertrain Control Module (PCM). Possible causes are: open or shorted solenoid, open or shorted solenoid control circuit, open ignition 12-volt feed, or failed PCM. Go to next step.
3. Inspect wiring and connectors. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If wiring and connectors are okay, use DRB-II to read fault messages. Actuation test should still be running. Wiggle wiring harness from solenoid to Powertrain Control Module (PCM).
4. If BARO READ SOLENOID CIRCUIT fault returns, repair wiring harness as necessary. Perform VERIFICATION PROCEDURE VER-2. If BARO READ SOLENOID CIRCUIT fault does not return, see INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
5. If DRB-II displayed BARO READ SOLENOID CIRCUIT in step 1), turn ignition off. Disconnect barometric read solenoid connector. Turn ignition on. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of barometric solenoid connector 12-volt feed circuit (Dark Blue/White wire).
6. If voltage is less than 10 volts, repair open in Dark Blue/White wire. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 10 volts, turn ignition off. Disconnect PCM connector.
7. Using an external ohmmeter, check resistance of barometric solenoid circuit (Light Blue wire) between barometric solenoid connector and PCM connector terminal No. 55.
8. If resistance is more than 5 ohms, repair open in Light Blue wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, place DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 55, barometric solenoid control circuit (Light Blue wire).
9. If resistance is less than 5 ohms, repair short to ground in Light Blue wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, reconnect barometric solenoid connector. Turn ignition on. Place DRB-II in voltmeter mode.
10. Using DRB-II, check voltage of PCM connector terminal No. 55, barometric solenoid control circuit (Light Blue wire). If voltage is less than 10 volts, replace barometric solenoid. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 10 volts, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-28A - TURBO BOOST LIMIT EXCEEDED (DTC 45)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Turn ignition off. Disconnect wastegate actuator vacuum hose. Using a vacuum pump, apply 10 in. Hg to actuator and hold for 15 seconds. Replace actuator if it does not hold vacuum. Perform VERIFICATION PROCEDURE VER-2. If actuator holds vacuum, go to next step.
2. Using a pressure tester, apply 10 psi to actuator. Observe actuator rod while pressure is applied. If actuator rod moves when pressure is applied, go to next step. If actuator rod does not move when pressure is applied, remove actuator. Attempt to move wastegate. If wastegate does not move freely, replace turbo. Perform VERIFICATION PROCEDURE VER-2. If wastegate moves freely, replace actuator. Perform VERIFICATION PROCEDURE VER-2.
3. Remove wastegate control hose at turbo and plug. Reinstall vacuum line at wastegate actuator. Remove 3-way vacuum connector at wastegate solenoid. Using a vacuum pump, apply 10 in. Hg to top vacuum port of 3-way connector.
4. If vacuum gauge does not hold vacuum, repair leaking vacuum line. Perform VERIFICATION PROCEDURE VER-2. If vacuum gauge holds vacuum, apply 10 in. Hg to center vacuum port of 3-way connector. If vacuum gauge does not hold vacuum, repair leaking vacuum line. Perform VERIFICATION PROCEDURE VER-2.
5. If vacuum gauge holds vacuum, disconnect vacuum hose at actuator. Remove plug from control hose at turbo. Apply 10 in. Hg to top port of 3-way connector. If vacuum holds, repair plugged vacuum line. Perform VERIFICATION PROCEDURE VER-2.
6. If vacuum does not hold, apply 10 in. Hg to center port of 3-way connector. If vacuum holds, repair plugged vacuum hose. Perform VERIFICATION PROCEDURE VER-2. If vacuum does not hold, go to next step.
7. Apply 10 in. Hg at top port of wastegate solenoid. Turn ignition on. Using DRB-II, actuate wastegate solenoid. If wastegate solenoid does not hold vacuum when energized and releases vacuum when de-energized, replace wastegate solenoid. Perform VERIFICATION PROCEDURE VER-2.
8. If wastegate solenoid holds vacuum when energized and releases vacuum when de-energized, stop actuator tests. Remove vacuum pump from top port and apply 10 in. Hg to bottom port. If wastegate solenoid does not hold vacuum, replace wastegate solenoid. Perform VERIFICATION PROCEDURE VER-2.
9. If wastegate solenoid holds vacuum, turn ignition on. Using DRB-II, actuate wastegate solenoid. If wastegate solenoid does not release vacuum when cycled, replace wastegate solenoid. Perform VERIFICATION PROCEDURE VER-2. If wastegate solenoid releases vacuum when cycled, go to next step.
10. At this time, the wastegate mechanical system is functioning properly. To continue testing, go to TEST NF-1A. Test is complete. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-29A - AUTO SHUTDOWN RELAY CONTROL CIRCUIT (DTC 42)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Using DRB-II, actuate Auto Shutdown (ASD) relay. If ASD relay is not clicking, go to step 5). If ASD relay is clicking, go to next step.
2. At this time, the condition required to set fault is not present. AUTO SHUTDOWN RELAY CONTROL CIRCUIT fault sets if Auto Shutdown (ASD) relay and fuel pump relay control circuit are not in its proper state when monitored by Powertrain Control Module (PCM) during cranking. Possible causes are: open or short in ASD relay and fuel pump relay control circuits, open or short in ASD relay ignition feed circuit, or failed driver in Powertrain Control Module (PCM). Go to next step.
3. Inspect all related wiring and connectors, and repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If no problems are found with wiring and connectors, go to next step.
4. While still actuating ASD relay, wiggle wiring harness from ASD relay to Powertrain Control Module (PCM). Stop actuation of ASD relay. Using DRB-II, read fault messages. If AUTO SHUTDOWN RELAY CONTROL CIRCUIT fault returns, repair wiring harness as necessary. Perform VERIFICATION PROCEDURE VER-2. If AUTO SHUTDOWN RELAY CONTROL CIRCUIT fault does not return, system is now functioning properly. Perform VERIFICATION PROCEDURE VER-2.
5. If ASD relay was not clicking in step 1), remove ASD relay. Install a known good ASD relay. If known good ASD relay is clicking, replace original ASD relay. Perform VERIFICATION PROCEDURE VER-2. If known good ASD relay is not clicking, remove known good ASD relay. Place DRB-II in voltmeter mode.
6. DRB-II should still be actuating ASD relay. Using DRB-II, check voltage on ASD relay connector, ignition feed circuit (Dark Blue wire). If voltage is less than 10 volts, repair open in Dark Blue wire. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 10 volts, turn ignition off.
7. Disconnect PCM connector. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of ASD relay connector, control circuit (Dark Blue/Yellow wire). If resistance is less than 5 ohms, repair short to ground in Dark Blue/Yellow wire. Perform VERIFICATION PROCEDURE VER-2.
8. If resistance is more than 5 ohms, use an external ohmmeter to check resistance of control circuit (Dark Blue/Yellow wire) between ASD relay connector and PCM connector terminal No. 51. If resistance is more than 5 ohms, repair open in Dark Blue/Yellow wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-30A - NO ASD RELAY VOLT SENSE AT PCM (DTC 42)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Attempt to start engine. If engine will not start, crank engine for at least 5 seconds. If engine does not start, go to TEST FC-31A. If engine starts, wiggle wiring harness from ASD relay to Powertrain Control Module (PCM).
2. Using DRB-II, read fault messages. If DRB-II displays NO ASD RELAY VOLT SENSE AT PCM, repair wiring harness as necessary. Perform VERIFICATION PROCEDURE VER-2. If DRB-II does not display NO ASD RELAY VOLT SENSE AT PCM, go to next step.
3. At this time, the condition required to set fault is not present. NO ASD RELAY VOLT SENSE AT PCM fault sets if Powertrain Control Module (PCM) does not detect ASD relay voltage when energized. Possible causes are: open ASD relay output circuit, open ASD relay control circuit, failed ASD relay and fuel pump relay, or open ASD relay battery feed circuit. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-31A - RAD FAN CONTROL RELAY CIRCUIT (DTC 35)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Disconnect ASD relay. Using DRB-II, erase fault messages. Turn ignition on. Using DRB-II, actuate radiator fan relay. If radiator fan relay is not clicking, go to step 5). If radiator fan relay is clicking, go to next step.
2. At this time, the condition required to set fault is not present. RAD FAN CONTROL RELAY CIRCUIT fault sets if radiator fan relay control circuit is not in its proper state when monitored by Powertrain Control Module (PCM). Possible causes are: open or short in radiator fan relay coil windings, open or short in radiator fan relay control circuit, open or short in radiator fan relay ignition feed circuit, or failed driver in Powertrain Control Module (PCM). Go to next step.
3. Inspect all related wiring and connectors, and repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If no problems are found with wiring and connectors, go to next step.
4. While still actuating radiator fan relay, wiggle wiring harness from radiator fan relay to Powertrain Control Module (PCM). Stop actuation of radiator fan relay. Using DRB-II, read fault messages. If RAD FAN CONTROL RELAY CIRCUIT fault returns, repair wiring harness as necessary. Perform VERIFICATION PROCEDURE VER-2. If RAD FAN CONTROL RELAY CIRCUIT fault does not return, system is now functioning properly. Perform VERIFICATION PROCEDURE VER-2.
5. If radiator fan relay was not clicking in step 1), remove radiator fan relay. Install a known good radiator fan relay. If known good radiator fan relay is clicking, replace original radiator fan relay. Perform VERIFICATION PROCEDURE VER-2. If known good radiator fan relay is not clicking, remove known good radiator fan relay. Place DRB-II in voltmeter mode.
6. DRB-II should still be actuating radiator fan relay. Using DRB-II, check voltage on radiator fan relay connector, ignition feed circuit (Dark Blue/White wire). If voltage is less than 10 volts, repair open in Dark Blue/White wire. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 10 volts, turn ignition off.
7. Disconnect PCM connector. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of radiator fan relay connector, control circuit (Dark Blue/Pink wire). If resistance is less than 5 ohms, repair short to ground in Dark Blue/Pink wire. Perform VERIFICATION PROCEDURE VER-2.
8. If resistance is more than 5 ohms, use an external ohmmeter to check resistance of control circuit (Dark Blue/Pink wire) between radiator fan relay connector and PCM connector terminal No. 31. If resistance is more than 5 ohms, repair open in Dark Blue/Pink wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-32A - A/C CLUTCH RELAY CIRCUIT (DTC 33)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Use DRB-II to actuate A/C clutch relay. If A/C clutch relay is clicking, go to next step. If A/C clutch relay is not clicking, go to step 5).
2. At this time, the condition required to set fault is not present. A/C CLUTCH RELAY CIRCUIT fault sets if A/C clutch relay control circuit is not in its proper state when monitored by Powertrain Control Module (PCM). Possible causes are: open or short in A/C clutch relay coil windings, open or short in the A/C clutch relay control circuit, open or short in A/C clutch relay ignition feed circuit, or failed driver in Powertrain Control Module (PCM). Go to next step.
3. Inspect all related wiring and connectors, and repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If no problems are found with wiring and connectors, go to next step.
4. While still actuating A/C clutch relay, wiggle wiring harness from A/C clutch relay to Powertrain Control Module (PCM). Stop actuation of A/C clutch relay. Using DRB-II, read fault messages. If A/C CLUTCH RELAY CIRCUIT fault returns, repair wiring harness as necessary. Perform VERIFICATION PROCEDURE VER-2. If A/C CLUTCH RELAY CIRCUIT fault does not return, system is now functioning properly. Perform VERIFICATION PROCEDURE VER-2.
5. If A/C clutch relay was not clicking in step 1), remove A/C clutch relay. Install a known good A/C clutch relay. If known good A/C clutch relay is clicking, replace original A/C clutch relay. Perform VERIFICATION PROCEDURE VER-2. If known good A/C clutch relay is not clicking, remove known good A/C clutch relay. Place DRB-II in voltmeter mode.
6. Ensure A/C clutch relay actuation test is still running. Using DRB-II, check voltage of A/C clutch relay connector, ignition feed circuit (Light Green wire). If voltage is less than 10 volts, repair open in Light Green wire. Perform VERIFICATION PROCEDURE VER-2.
7. If voltage is more than 10 volts, turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of A/C clutch relay connector, control circuit (Dark Blue/Orange wire). If resistance is less than 5 ohms, repair short to ground in Dark Blue/Orange wire. Perform VERIFICATION PROCEDURE VER-2.
8. If resistance is more than 5 ohms, use an external ohmmeter to check resistance of control circuit (Dark Blue/Orange wire) between A/C clutch relay connector and PCM connector terminal No. 34. If resistance is more than 5 ohms, repair open in Dark Blue/Orange wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-33A - KNOCK SENSOR #1 CIRCUIT (DTC 16)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, erase fault messages. Observe DRB-II knock sensor output value. If knock sensor output voltage is zero or 5 volts, go tostep 4). If knock sensor output is not zero or 5 volts, wiggle knock sensor wiring harness between knock sensor and PCM.
2. Observe knock sensor voltage while wiggling harness. If knock sensor voltage locks on zero or 5 volts when wiggling harness, repair harness between components where wiggling caused fault to reappear. Perform VERIFICATION PROCEDURE VER-2. If knock sensor voltage does not lock on zero or 5 volts when wiggling harness, go to next step.
3. At this time, the condition required to set fault is not present. KNOCK SENSOR CIRCUIT fault sets if sensor output falls below a minimum value during deceleration (engine speed must be more than 5000 RPM). Fault also sets if sensor output is more than 5 volts. Possible causes are: sensor output wire open, sensor output wire shorted to ground or voltage, or knock sensor failure. See INACTIVE FAULT CONDITION. Test is complete. Perform VERIFICATION PROCEDURE VER-2.
4. If knock sensor output was zero or 5 volts in step 1), turn ignition off. Disconnect Powertrain Control Module (PCM). Disconnect knock sensor. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of knock sensor signal circuit (Black/Light Green wire) at PCM connector terminal No. 42.
5. If resistance is less than 5 ohms, repair short to ground in Black/Light Green wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, turn ignition on.
6. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of knock sensor signal circuit (Black/Light Green wire) at PCM connector terminal No. 42. If voltage is more than 5 volts, repair short to voltage in Black/Light Green wire. If voltage is less than 5 volts, go to next step.
7. Turn ignition off. Using an external ohmmeter, check resistance of knock sensor signal circuit (Black/Light Green wire) between knock sensor connector and PCM connector terminal No. 42.
8. If resistance is less than 5 ohms, replace knock sensor. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 5 ohms, repair open in Black/Light Green wire. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST FC-34A - PCM FAILURE SRI MILE NOT STORED AND PCM FAILURE EEPROM WRITE DENIED (DTC 62 and 63)

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Turn ignition on. Using DRB-II, perform SRI memory test. If DRB-II displays WRITE FAILURE, replace Powertrain Control Module (PCM). Perform VERIFICATION PROCEDURE VER-2. If DRB-II does not display WRITE FAILURE, go to next step.
2. If DRB-II displays WRITE REFUSED, go to step 4). If DRB-II does not display WRITE REFUSED, go to next step.
3. If DRB-II displays SRI MILEAGE INVALID, update mileage and retest SRI memory. Perform VERIFICATION PROCEDURE VER-2. If DRB-II does not display SRI MILEAGE INVALID, compare SRI mileage stored with instrument panel odometer. If mileage is the same, retest SRI memory. Perform VERIFICATION PROCEDURE VER-2. If mileage is not the same, update mileage and retest SRI memory. Perform VERIFICATION PROCEDURE VER-2.
4. When DRB-II displays WRITE REFUSED, this means Powertrain Control Module (PCM) was busy. Using DRB-II, perform SRI memory test. Retest SRI memory 2 more times if necessary. If DRB-II still displays WRITE REFUSED, replace PCM. Perform VERIFICATION PROCEDURE VER-2. If DRB-II does not display WRITE REFUSED, vehicle is functioning properly. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - NO FAULT TESTS TEST NF-1A - NO FAULT CODE TEST MENU No Fault Complete Test

Check TECH SERVICE BULLETINS (TSBs) for any pertinent information. If a TSB exists, perform corrective action. If TSB does not exist or if driveability problem still exists, perform tests NF-2A through NF-14A in sequence until drive-ability problem is found. See NO FAULT CODE TEST MENU table.

Dodge Daytona ES 1993 NO FAULT CODE TEST MENU

Application	Test
Checking Secondary Ignition & Timing	NF-2A
Checking Fuel Pressure	NF-3A
Radiator Fan Operation	NF-4A
Checking TPS Sensor Calibration	NF-5A
Checking MAP Sensor Calibration	NF-6A
Checking Oxygen (O2) Sensor Switching	NF-7A
Checking Idle Air Control Motor	NF-8A
Checking Solenoid Operations	NF-9A
Checking PCM Ground & Power Circuits	NF-10A
Checking Engine Vacuum	NF-11A
Checking Minimum Idle Airflow	NF-12A
Checking Knock Sensor	NF-13A
Performing No Fault Code Mechanical Test	NF-14A

Dodge Daytona ES 1993 - No Fault Quick Individual Test

If any item listed in NO FAULT CODE TEST MENU table is suspected of being the cause of a vehicle's driveability problem, perform associated test(s) individually. Return to NO FAULT CODE TEST MENU table if driveability problem still exists, or perform NO FAULT COMPLETE TEST.

Dodge Daytona ES 1993 - No Fault Quick Symptom Test

Symptom checks cannot be used properly unless the driveability problem characteristic actually happens while the vehicle is being tested. To reduce diagnostic time, ensure that TEST FC-1A is reviewed before attempting to diagnose a symptom.

Select symptom that most accurately describes the vehicle's driveability problem and then perform the test pertaining to this symptom. Perform each test in sequence until problem is found. See NO FAULT QUICK SYMPTOM TEST MENU table.

Dodge Daytona ES 1993 NO FAULT QUICK SYMPTOM TEST MENU

Application	Test
Hard Start	NF-2A, 3A-8A, 10A-12A, 14A
Start & Stall	NF-2A, 3A-6A, 8A, 10A, 14A
Hesitation/Sag/Stumble	(1)
Surge	NF-2A, 3A-10A, 14A
Lack Of Power/Sluggish	NF-2A, 3A-8A, 10A, 11A, 14A
Spark Knock/Detonation	NF-2A, 3A-10A, 13A, 14A
Cuts Out/Misses	NF-2A, 3A, 7A, 9A-11A, 14A
Backfire/Popback	NF-2A, 3A, 6A, 7A, 10A, 11A, 14A
Runs Rough/Unstable/Erratic Idle	(1)
Poor Fuel Economy	(1)
(1) Perform tests NF-2A through NF-14A in sequence. See NO FAULT CODE TEST MENU table.

Dodge Daytona ES 1993 - TEST NF-2A - CHECKING SECONDARY IGNITION & TIMING

1. Turn engine off. Connect engine analyzer to engine. Start engine, and let it idle. If engine will not idle, maintain engine speed for reading scope pattern. Set scope to read display or parade pattern. Follow equipment manufacturer's procedure for pattern analysis.
2. If secondary ignition pattern is not okay, repair indicated component in secondary ignition system. Perform VERIFICATION PROCEDURE VER-2. If secondary ignition pattern is okay, disconnect spark plug cables No. 1 and 2. Observe secondary kilovolt line.
3. If open circuit secondary voltage is not at least 25 kilovolts, replace electronic ignition coil. Perform VERIFICATION PROCEDURE VER-2. If open circuit secondary voltage is at least 25 kilovolts, reinstall spark plug wires.
4. Ensure engine temperature is more than 180?F (82?C) before proceeding. Using DRB-II, read total timing advance. Increase engine speed to 2000 RPM. If timing advance does not change with RPM, replace Powertrain Control Module (PCM). Perform VERIFICATION PROCEDURE VER-2. If timing advance changes with RPM, secondary ignition and timing advance are normal. Test is complete.

Dodge Daytona ES 1993 - TEST NF-3A - CHECKING FUEL PRESSURE

WARNING:

High fuel pressure may be present in fuel lines. Open fuel system with caution. See FUEL PRESSURE RELEASE procedure.

1. Release fuel pressure. Connect fuel pressure gauge to fuel rail. Turn ignition on. Using DRB-II, actuate fuel system. If fuel pressure is 50-60 psi (3.5-4.2 kg/cm² ), fuel pressure is normal. Test is complete. If fuel pressure is not 50-60 psi (3.5-4.2 kg/cm² ), record fuel pressure reading. If pressure is more than 60 psi (4.2 kg/cm² ), go to TEST NF-3B.
2. If pressure is less than 50 psi (3.5 kg/cm² ), stop fuel system actuation. Turn ignition off. Inspect fuel lines for kinked or restricted lines. Repair fuel lines as necessary. Perform VERIFICATION PROCEDURE VER-2.
3. If no kinked or restricted lines exist, release fuel pressure. Remove fuel pressure gauge. Install fuel pressure gauge between fuel tank and fuel filter. Turn ignition on. Using DRB-II, actuate fuel system. If fuel pressure is at least 5 psi (0.4 kg/cm² ) more than previously recorded pressure, replace fuel filter. Perform VERIFICATION PROCEDURE VER-2.

   CAUTION:

   DO NOT allow fuel pressure to exceed 70 psi (4.9 kg/cm2 ) when squeezing fuel return hose.

4. If fuel pressure is not at least 5 psi (0.4 kg/cm² ) more than previous reading, gently squeeze fuel return hose while observing fuel pressure gauge, ensuring fuel pressure does not exceed 70 psi (4.9 kg/cm² ). If fuel pressure increases, replace fuel pressure regulator. Perform VERIFICATION PROCEDURE VER-2. If fuel pressure does not increase, replace fuel pump and sock assembly. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST NF-3B - CHECKING FUEL PRESSURE

WARNING:

High fuel pressure may be present in fuel lines. Open fuel system with caution. See FUEL PRESSURE RELEASE procedure.

1. Using DRB-II, stop fuel system actuation. Release fuel pressure. Ensure fuel tank is at least 1/4 full before performing following test. Install fuel pressure gauge and adapter between fuel tank and filter at rear of vehicle.
2. Remove fuel return line from fuel pump at fuel tank. Connect Fuel Pressure Test Adapter (6541) to fuel return line. Place other end of adapter hose into an approved 2-gallon gasoline can. Turn ignition on.
3. Using DRB-II, actuate fuel system. Observe fuel pressure gauge. If fuel pressure is 50-60 psi (3.5-4.2 kg/cm² ), repair fuel return line for a restriction at fuel tank. Perform VERIFICATION PROCEDURE VER-2.
4. If fuel pressure is not 50-60 psi (3.5-4.2 kg/cm² ), stop fuel system actuation. Release fuel pressure. Reconnect fuel return line to fuel tank. Disconnect fuel return line from fuel rail.
5. Attach Fuel Pressure Test Adapter (6541) to fuel return line nipple at fuel rail. On all vehicles, place other end of adapter hose into an approved 2-gallon gasoline can. Turn ignition on. Using DRB-II, actuate fuel system. Observe fuel pressure gauge.
6. If fuel pressure is 50-60 psi (3.5-4.2 kg/cm² ), repair fuel return line for a restriction to fuel tank. Perform VERIFICATION PROCEDURE VER-2. If fuel pressure is not 50-60 psi (3.5-4.2 kg/cm² ), replace fuel pressure regulator. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST NF-4A - CHECKING COOLANT SENSOR CALIBRATION & RADIATOR

FAN OPERATION

1. Start engine. Using DRB-II, read Engine Coolant Temperature (ECT) sensor value. If ECT sensor temperature is more than 180?F (82?C), stop engine. Allow engine coolant to cool to 150?F (66?C). Start engine. Allow engine to reach normal operating temperature of 180?F (82?C). If ECT sensor value does not increase smoothly, replace ECT sensor. Perform VERIFICATION PROCEDURE VER-2. If ECT sensor value increases smoothly, go to next step.
2. If ECT sensor value does not reach 180?F (82?C) or more, replace ECT sensor. Perform VERIFICATION PROCEDURE VER-2. If ECT sensor value reached 180?F (82?C) or more, run engine until radiator fan operates or ECT sensor value reaches 220?F (104?C). If cooling fan does not operate, repair cooling system as necessary. Perform VERIFICATION PROCEDURE VER-2. If cooling fan operates, system is functioning properly. Test is complete.

Dodge Daytona ES 1993 - TEST NF-5A - CHECKING TPS CALIBRATION

1. Turn engine off. Turn ignition on. Using DRB-II, read Throttle Position Sensor (TPS) voltage. Ensure throttle is fully closed and against throttle stop.
2. If voltage is not one volt or less with throttle closed, replace TPS. Perform VERIFICATION PROCEDURE VER-2. If voltage is one volt or less with throttle closed, watch voltage while slowly opening throttle wide open. If voltage change is not smooth, replace TPS. Perform VERIFICATION PROCEDURE VER-2. If voltage change is smooth, go to next step.
3. If maximum voltage is not at least 3.4 volts at wide open throttle, replace TPS. Perform VERIFICATION PROCEDURE VER-2. If maximum voltage is at least 3.4 volts at wide open throttle, TPS is functioning properly. Test is complete.

Dodge Daytona ES 1993 - TEST NF-6A - CHECKING MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

CALIBRATION

1. Turn engine off. Install vacuum "T" in MAP sensor vacuum hose. Install vacuum gauge. Start engine, and let it idle. If engine will not idle, maintain a constant RPM above idle. Using DRB-II, read MAP gauge. If reading is within one in. Hg of vacuum gauge reading, MAP sensor is functioning properly. Test is complete. If reading is not within one in. Hg of vacuum gauge reading, turn engine off.
2. Disconnect vacuum gauge from MAP sensor vacuum hose. Connect an auxiliary vacuum pump to MAP sensor. Apply 5 in. Hg to MAP sensor. Using DRB-II, read and record MAP sensor voltage. Increase vacuum to 20 in. Hg. Read and record MAP sensor voltage. Subtract voltage recorded at 20 in. Hg from voltage recorded at 5 in. Hg.
3. If difference is 1.1-1.3 volts, repair restriction in vacuum hose to MAP sensor. Perform VERIFICATION PROCEDURE VER-2. If voltage difference is not 1.1-1.3 volts, replace MAP sensor. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST NF-7A - CHECKING OXYGEN (O2) SENSOR SWITCHING

WARNING:

High fuel pressure may be present in fuel lines. Open fuel system with caution. See FUEL PRESSURE RELEASE procedure.

1. Allow engine to reach normal operating temperature. Using DRB-II, read O2 sensor state. If O2 sensor state is switching, system is functioning okay. Test is complete. If O2 sensor state is not switching, check if O2 sensor is locked on lean. If O2 sensor is locked on lean, go to TEST NF-7B. If O2 sensor is not locked on lean, turn engine off.
2. Release fuel pressure. Install fuel pressure gauge to fuel rail service port. Turn ignition on. Using DRB-II, actuate fuel system. Allow fuel pressure gauge to stabilize to normal fuel pressure. Stop fuel system actuation. Monitor fuel pressure gauge for one minute.
3. If fuel pressure gauge reading drops more than 10 psi (0.7 kg/cm² ), replace leaking injector(s) or "O" rings as necessary. Perform VERIFICATION PROCEDURE VER-2. If fuel pressure gauge reading does not drop more than 10 psi (0.7 kg/cm² ), go to next step.
4. Inspect air cleaner and inlet ducts for restriction(s). Repair as necessary. Perform VERIFICATION PROCEDURE VER-2. If no restrictions are present, go to TEST NF-14A.

Dodge Daytona ES 1993 - TEST NF-7B - CHECKING OXYGEN (O2) SENSOR SWITCHING

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Allow engine to idle. Inspect engine for vacuum leaks. Repair vacuum leaks as necessary. Perform VERIFICATION PROCEDURE VER-2. If no vacuum leaks exist, use DRB-II to read both O2 sensor signal voltage.
2. If voltage is more than 0.10 volt, go to step 4). If voltage is less than 0.10 volt, turn ignition off. Disconnect O2 sensor connector. Disconnect Powertrain Control Module (PCM) connector. Put DRB-II in ohmmeter mode. Using DRB-II, check resistance of O2 sensor connector, signal circuit (Black/Dark Green wire).
3. If resistance is less than 10 ohms, repair short to ground in Black/Dark Green wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is more than 10 ohms, replace O2 sensor. Perform VERIFICATION PROCEDURE VER-2.
4. If voltage was more than 0.10 volt in step 2), turn engine off. Replace O2 sensor. Turn ignition on. Using DRB-II, reset adaptive fuel memory. Start engine. Allow engine to reach normal operating temperature.
5. Using DRB-II, read O2 sensor state. If O2 sensor state is switching, repair is complete. Perform VERIFICATION PROCEDURE VER-2. If O2 sensor state is not switching, go to TEST NF-14A.

Dodge Daytona ES 1993 - TEST NF-8A - CHECKING IDLE AIR CONTROL MOTOR

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, set engine speed to 1100 RPM. If engine speed set at 1050-1150 RPM, idle speed motor is operating properly. Test is complete. If engine speed does not set at 1050-1150 RPM, return engine to normal idle speed. Disconnect idle air control motor connector.
2. Put DRB-II in voltmeter mode. Using DRB-II, check voltage on idle air control motor connector, driver No. 1 circuit (Brown/White wire) while momentarily opening and closing throttle. If voltage is less than one volt, go to TEST NF-8B. If voltage is more than one volt, go to next step.
3. Using DRB-II, check voltage on idle air control motor connector, driver No. 2 circuit (Yellow/Black wire) while momentarily opening and closing throttle. If voltage is less than one volt, go to TEST NF-8B. If voltage is more than one volt, go to next step.
4. Using DRB-II, check voltage on idle air control motor connector, driver No. 3 circuit (Gray/Red wire) while momentarily opening and closing throttle. If voltage is less than one volt, go to TEST NF-8B. If voltage is more than one volt, go to next step.
5. Using DRB-II, check voltage on idle air control motor connector, driver No. 4 circuit (Violet/Black wire) while momentarily opening and closing throttle. If voltage is less than one volt, go to TEST NF-8B. If voltage is more than one volt, go to next step.
6. Check engine for vacuum leaks. Repair as required. Perform VERIFICATION PROCEDURE VER-2. If no vacuum leaks are observed, replace idle air control motor. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST NF-8B - CHECKING IDLE AIR CONTROL MOTOR

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

Turn engine off. Disconnect Powertrain Control Module (PCM) connector. Using an external ohmmeter, check resistance on each wire between Idle Air Control (IAC) motor connector and PCM connector. See PCM TERMINAL IDENTIFICATION table. If resistance for any wire is more than 10 ohms, repair open on necessary wire. Perform VERIFICATION PROCEDURE VER-2. If resistance for all wires is less than 10 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 PCM TERMINAL IDENTIFICATION

Wire Color	Terminal No.
Gray/Red	39
Brown/White	40
Violet/Black	59
Yellow/Black	60

Dodge Daytona ES 1993 - TEST NF-9A - CHECKING SOLENOID OPERATIONS

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, actuate purge solenoid. While touching top of purge solenoid, feel for operation. If purge solenoid does not operate, replace purge solenoid. Perform VERIFICATION PROCEDURE VER-2.
2. If purge solenoid operates, actuate barometric solenoid. While touching top of barometric solenoid, feel for operation. If barometric solenoid does not operate, replace barometric solenoid. Perform VERIFICATION PROCEDURE VER-2. If barometric solenoid operates, go to next step.
3. Using DRB-II, actuate wastegate solenoid. While touching top of waste-gate solenoid, feel for operation. If wastegate solenoid does not operate, replace wastegate solenoid. Perform VERIFICATION PROCEDURE VER-2. If wastegate solenoid operates, test is complete.

Dodge Daytona ES 1993 - TEST NF-10A - CHECKING PCM GROUND & POWER CIRCUITS

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Put DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 5, signal ground circuit (Black/White wire). If resistance is more than 5 ohms, repair open in Black/White wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, go to next step.
2. Using DRB-II, check resistance of PCM connector terminal No. 11, power ground circuit (Black/Tan wire). If resistance is more than 5 ohms, repair open in Black/Tan wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, go to next step.
3. Using DRB-II, check resistance of PCM connector terminal No. 12, power ground circuit (Black/Tan wire). If resistance is more than 5 ohms, repair open in Black/Tan wire. Perform VERIFICATION PROCEDURE VER-2. If resistance is less than 5 ohms, go to next step.
4. Put DRB-II in voltmeter mode. Turn ignition on. Using DRB-II, check voltage on PCM connector terminal No. 9, ignition 12-volt feed circuit (Dark Blue wire). If voltage is less than 10 volts, repair open in Dark Blue wire. Perform VERIFICATION PROCEDURE VER-2. If voltage is more than 10 volts, turn ignition off. Reconnect PCM connector. PCM ground and power circuits are okay. Test is complete.

Dodge Daytona ES 1993 - TEST NF-11A - CHECKING ENGINE VACUUM

Connect a vacuum gauge to engine. Start engine, and let it idle. Normal vacuum reading will vary depending on altitude. Observe vacuum gauge at idle. If vacuum gauge reading is not steady 13-22 in. Hg, perform TEST NF-14A. If vacuum gauge reading is steady 13-22 in. Hg, engine vacuum is normal. Test is complete. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST NF-12A - CHECKING MINIMUM IDLE AIRFLOW

1. Turn ignition off. Remove aircleaner assembly. Disconnect 3/16" vacuum purge line from top of throttle body. Cap 3/16" throttle body nipple. Start engine. Allow engine to reach normal operating temperature.
2. Using DRB-II, actuate minimum airflow. If vehicle odometer is more than 1000 miles, go to next step. If vehicle odometer is less than 1000 miles and engine speed is not 600-1200 RPM, replace throttle body. If vehicle odometer is less than 1000 miles and engine speed is 600-1200 RPM, minimum idle airflow is normal. Test is complete.
3. If engine speed is 650-1200 RPM, minimum idle airflow is normal. Test is complete. If engine speed is not 650-1200 RPM, replace throttle body. Perform VERIFICATION PROCEDURE VER-2.

Dodge Daytona ES 1993 - TEST NF-13A - CHECKING KNOCK SENSOR

1. If vehicle complaint is spark knock or preignition, use DRB-II to read knock sensor voltage value. Road test vehicle. While putting vehicle under heavy load, monitor knock sensor voltage.
2. If knock sensor voltage increases, knock sensor is functioning properly. Check for contaminated fuel, cam timing, cooling system problem, and engine compression. If knock sensor voltage decreases, go to TEST FC-33A.

Dodge Daytona ES 1993 - TEST NF-14A - NO FAULT CODE MECHANICAL TEST

At this point in diagnostic test procedure, all engine control systems have been determined to be operating as designed and not causing a driveability problem. Following additional items should be checked as possible causes:

NOTE:

If coming to this test from O2 sensor test and rich or lean condition is not corrected after checking items listed below, replace Powertrain Control Module (PCM).

• Check if any TECH SERVICE BULLETINS (TSBs) apply to vehicle.
• Check engine compression.
• Check for exhaust system restriction.
• Check camshaft and crankshaft sprockets.
• Check valve timing.
• Check torque converter stall speed.
• Check engine vacuum. It must be at least 13 in. Hg in Neutral.
• Check for fuel contamination.
• Ensure PCV system is functioning properly.
• Ensure injector control circuit is connected to correct fuel injector and injector is not plugged or restricted.
• Check power booster for internal vacuum leak.

Dodge Daytona ES 1993 - NO-START TESTS TEST NS-1A - QUALIFYING NO START CONDITION

CAUTION:

When checking for spark, Powertrain Control Module (PCM) damage may occur if spark plug cable is held more than 1/4" away from ground.

1. Turn ignition off. Disconnect any spark plug cable at spark plug. Insert an insulated screwdriver in spark plug cable terminal. Hold screwdriver within 1/4" of ground.

   NOTE:

   When checking for spark, consider one or two sparks as a no spark condition.

2. While cranking engine for 10 seconds, watch for spark. If a good spark occurs, go to TEST NS-2A. If a good spark does not occur, reconnect spark plug cable. Disconnect another spark plug cable at spark plug, and repeat test.
3. If a good spark occurs, replace spark plug cable that was initially used to test for spark and go to TEST NS-2A. If a good spark does not occur, disconnect ignition coil connector. Inspect connector. Repair as required. Perform VERIFICATION PROCEDURE VER-1. If connector is okay, replace ignition coil. Perform VERIFICATION PROCEDUREVER-1.

Dodge Daytona ES 1993 - TEST NS-2A - INSPECTING FUEL SYSTEM

CAUTION:

When checking for spark, Powertrain Control Module (PCM) damage may occur if spark plug cable is held more than 1/4" away from ground.

1. Ensure throttle cables are not holding throttle open. Repair as required. Perform VERIFICATION PROCEDURE VER-1. If throttle cables are okay, use DRB-II to read Throttle Position Sensor (TPS) sensor voltage value. If voltage is less than 1.5 volts, go to step 3).
2. If voltage is more than 1.5 volts, disconnect TPS connector. inspect terminals for damage. Repair as required. Perform VERIFICATION PROCEDURE VER-1. If terminals are okay, replace TPS. Perform VERIFICATION PROCEDURE VER-1.
3. If voltage was less than 1.5 volts in step 1) and vehicle is equipped with a factory theft alarm, go to step 5). If vehicle is not equipped with a factory theft alarm, go to next step.
4. Using DRB-II, read theft alarm status. If DRB-II displays FUEL ON, go to next step. If DRB-II does not display FUEL ON, perform theft alarm test. See G - BODY TEST W/CODES article in the ENGINE PERFORMANCE Section. Perform VERIFICATION PROCEDUREVER-1.
5. Using DRB-II, actuate fuel system. Listen for fuel pump operation at fuel tank. If fuel pump operation cannot be heard, go to TEST NS-5A. If fuel pump operation can be heard, turn ignition off. High fuel pressure may be present in fuel lines. Open fuel system with caution. See FUEL PRESSURE RELEASE.
6. Release fuel pressure. Install fuel pressure gauge in fuel supply line. Ensure fuel tank is at least 1/4 full. Turn ignition on. Using DRB-II, actuate fuel system. Read fuel pressure gauge reading.
7. If fuel pressure is more than 60 psi (4.2 kg/cm² ), go to TEST NS-4B. If fuel pressure is less than 50 psi (3.5 kg/cm² ), go to TEST NS-4A. If fuel pressure is more than 50 psi (3.5 kg/cm² ) and vehicle initially started and stalled repeatedly, go to TEST NS-7A. If fuel pressure is more than 50 psi (3.5 kg/cm² ) and vehicle did not initially start and stall repeatedly, go to TEST NS-3A.

Dodge Daytona ES 1993 - TEST NS-3A - INSPECTING MECHANICAL SYSTEM

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Disconnect Manifold Absolute Pressure (MAP) sensor connector. Turn ignition on. Using DRB-II, check voltage of MAP sensor connector, 5-volt supply circuit (Violet/White wire). If voltage is less than 4.5 volts, repair open Violet/White wire. Perform VERIFICATION PROCEDURE VER-1.
2. If voltage is more than 4.5 volts, reconnect MAP sensor connector. Remove all spark plugs. Inspect spark plug tips for wet fuel. If spark plug tips are wet, clean spark plugs.
3. If spark plug tips are not wet, reinstall spark plugs. Using DRB-II, read total spark advance while cranking engine. If spark advance is not 0-25 degrees BTDC, replace Powertrain Control Module (PCM). Perform VERIFICATION PROCEDURE VER-1. If spark advance is 0-25 degrees BTDC, go to next step.
4. Inspect spark plug cables for correct placement. Reposition wires as required. Perform VERIFICATION PROCEDURE VER-1. If spark plug cables are okay, turn ignition off. Check valve timing. Correct valve timing as required. Perform VERIFICATION PROCEDURE VER-1.
5. If valve timing is okay, check engine compression. Repair as required. Perform VERIFICATION PROCEDURE VER-1. If engine compression is okay, replace the MAP sensor. Perform VERIFICATION PROCEDURE VER-1.

Dodge Daytona ES 1993 - TEST NS-4A - CORRECTING FUEL DELIVERY

WARNING:

High fuel pressure may be present in fuel lines. Open fuel system with caution. See FUEL PRESSURE RELEASE procedure.

1. Record fuel pressure gauge reading. Turn ignition off. Release fuel pressure. Remove fuel pressure gauge. Install fuel pressure gauge between fuel tank and fuel filter. Turn ignition on.
2. Using DRB-II, actuate Auto Shutdown (ASD) fuel system. Record fuel pressure gauge reading. Compare fuel pressure gauge reading with previous reading. If fuel pressure gauge reading is not at least 10 psi more than previous reading, go to step 4). If fuel pressure gauge reading is at least 10 psi more than previous reading, go to next step.
3. Turn ignition off. Inspect fuel lines between fuel filter and fuel rail for restriction. Repair as required. Perform VERIFICATION PROCEDURE VER-1. If no restriction is observed, replace fuel filter. Perform VERIFICATION PROCEDURE VER-1.
4. If fuel pressure gauge reading was not at least 10 psi more than previous reading in step 2), turn ignition off. Release fuel pressure. Disconnect fuel return hose at fuel rail. Connect a 6-foot fuel hose to fuel rail return tube. Put other end of 6-foot fuel hose into an approved 2-gallon or more capacity fuel container.

   CAUTION:

   DO NOT allow fuel pressure to exceed 70 psi when squeezing fuel hose.

5. Turn ignition on. Using DRB-II, actuate fuel system. Gently squeeze 6-foot fuel hose. Read fuel pressure gauge reading. Using DRB-II, stop fuel system actuator test.
6. If fuel pressure exceeds 50 psi (3.5 kg/cm² ), replace fuel pressure regulator. Perform VERIFICATION PROCEDURE VER-1. If fuel pressure does not exceed 50 psi (3.5 kg/cm² ), replace fuel pump and sock filter. Perform VERIFICATION PROCEDURE VER-1.

Dodge Daytona ES 1993 - TEST NS-4B - CORRECTING FUEL DELIVERY

WARNING:

High fuel pressure may be present in fuel lines. Open fuel system with caution. See FUEL PRESSURE RELEASE procedure.

1. Ensure fuel tank is at least 1/4 full, and release fuel pressure. Turn ignition off. Remove fuel return hose from fuel rail. Connect a 6-foot fuel hose to fuel rail return tube. Put other end of 6-foot hose into an approved 2-gallon or more capacity gasoline container.
2. Turn ignition on. Using DRB-II, actuate fuel system. Read fuel pressure gauge reading. Stop fuel system actuation. If fuel pressure is more than 60 psi (4.2 kg/cm² ), replace fuel pressure regulator. Perform VERIFICATION PROCEDURE VER-1.
3. If fuel pressure is less than 60 psi (4.2 kg/cm² ), turn ignition off. Reconnect fuel return hose. Remove fuel return hose from fuel tank. Connect Fuel Pressure Test Adapter (C-6541) to disconnected return hose.
4. Put other end of hose into an approved 2-gallon or more capacity gasoline container. Turn ignition on. Using DRB-II, actuate fuel system. Read fuel pressure gauge. Using DRB-II, stop actuation test.
5. If fuel pressure is less than 60 psi (4.2 kg/cm² ), repair or replace restricted fuel pump module. Perform VERIFICATION PROCEDURE VER-1. If fuel pressure is more than 60 psi (4.2 kg/cm² ), repair restricted fuel return line between fuel rail and fuel tank. Perform VERIFICATION PROCEDURE VER-1.

Dodge Daytona ES 1993 - TEST NS-5A - INSPECTING FUEL PUMP

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Using DRB-II, stop actuation test. Actuate Auto Shutdown (ASD) relay. Touch fuel pump relay. If fuel pump relay does not pulsate when actuated, go to TEST NS-5B. If fuel pump relay pulsates when actuated, turn ignition off.
2. Disconnect fuel pump relay connector. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of fuel pump relay terminal "B" (B+; Red/White wire). If voltage is less than 10 volts, repair fuel pump relay Red/White wire for an open to splice. Perform VERIFICATION PROCEDURE VER-1.
3. If voltage is more than 10 volts, install a substitute fuel pump relay. Attempt to start engine. If engine starts, replace fuel pump relay. Perform VERIFICATION PROCEDURE VER-1. If engine does not start, disconnect fuel pump harness connector. Ensure fuel pump connector has clean and tight connections. Turn ignition on.
4. Using DRB-II, actuate fuel system. While still actuating, place DRB-II in voltmeter mode. Using DRB-II, check voltage of fuel pump relay connector output circuit (Dark Green/Black wire). If voltage is less than 10 volts, repair open in Dark Green/Black wire. If voltage is more than 10 volts, stop actuation test.
5. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of fuel pump connector ground circuit (Black wire). If resistance is more than 5 ohms, repair open in Black wire. Perform VERIFICATION PROCEDURE VER-1. If resistance is less than 5 ohms, replace fuel pump.

Dodge Daytona ES 1993 - TEST NS-5B - INSPECTING FUEL PUMP

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Turn ignition off. Disconnect fuel pump relay. Turn ignition on. Using DRB-II, check voltage of fuel pump relay connector terminal "A" ignition 12-volt supply circuit (Dark Blue wire).
2. If voltage is less than 10 volts, repair Dark Blue wire for an open to splice. Perform VERIFICATION PROCEDURE VER-1. If voltage is more than 10 volts, go to next step.
3. Using an external ohmmeter, check resistance across fuel pump relay terminals. See Fig. 23. If resistance is more than 100 ohms, replace fuel pump relay. Perform VERIFICATION PROCEDURE VER-1. If resistance is less than 100 ohms, repair open fuel pump relay control circuit (Dark Blue/Yellow wire) from connector to splice. Perform VERIFICATION PROCEDURE VER-1.

Fig. 23: Dodge Daytona ES 1993 - Component Locations - Testing Fuel Pump Relay (NS-5B.)

Dodge Daytona ES 1993 - TEST NS-6A - CORRECTING NO RESPONSE CONDITION

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. If vehicle starts, go to TEST NS-6B. If vehicle does not start, turn ignition off. Disconnect Throttle Position Sensor (TPS) connector. Turn ignition on. Place DRB-II in voltmeter mode.
2. Using DRB-II, check voltage of TPS connector, 5-volt supply circuit (Violet/White wire). If voltage is more than 6 volts, repair open grounds at Powertrain Control Module (PCM) terminals No. 5 (signal ground; Black/White wire), No. 11 (power ground; Black/Tan wire) and No. 12 (power ground; Black/Tan wire). Perform VERIFICATION PROCEDURE VER-1. If voltage is less than 6 volts, go to next step.
3. If voltage is less than 4.4 volts, go to step 5). If voltage is more than 4.4 volts, reconnect TPS connector. Disconnect Manifold Absolute Pressure (MAP) sensor connector.
4. Using DRB-II, check voltage of MAP sensor connector 5-volt supply circuit (Violet/White wire). If voltage is more than 4.4 volts, go to TEST NS-6B. If voltage is less than 4.4 volts, replace TPS. Perform VERIFICATION PROCEDURE VER-1.
5. If voltage was less than 4.4 volts in step 3), disconnect MAP sensor electrical connector. Using DRB-II, check voltage of TPS connector 5-volt supply circuit (Violet/White wire). If voltage is more than 4.4 volts, replace MAP sensor. Perform VERIFICATION PROCEDURE VER-1.
6. If voltage is less than 4.4 volts, turn ignition off. Disconnect PCM connector. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 6, 5-volt supply circuit (Violet/White wire).
7. If resistance is less than 5 ohms, repair PCM Violet/White wire for a short to ground. Perform VERIFICATION PROCEDURE VER-1. If resistance is more than 5 ohms, turn ignition on. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of PCM connector terminal No. 9, ignition 12-volt feed (Dark Blue wire).
8. If voltage is less than 10 volts, repair open Dark Blue wire between PCM and ignition switch. Perform VERIFICATION PROCEDURE VER-1. If voltage is more than 10 volts, go to next step.
9. Using DRB-II, check voltage of PCM connector terminal No. 3 (B+; Red/White wire). If voltage is more than 10 volts, replace PCM. Perform VERIFICATION PROCEDURE VER-1. If voltage is less than 10 volts, remove PCM fuse from power distribution center. Inspect fuse. If fuse is blown, go to step 11). If fuse is okay, go to next step.
10. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of B+ voltage at PCM fuse socket. If voltage is more than 10 volts, repair open fused B+ wire. Perform VERIFICATION PROCEDURE VER-1. If voltage is less than 10 volts, repair open B+ wire from PCM fuse to battery. Perform VERIFICATION PROCEDURE VER-1.
11. If fuse was blown in step 9), turn ignition off. Disconnect Auto Shutdown (ASD) relay. Disconnect fuel pump relay. Place DRB-II in ohmmeter mode. Using DRB-II, check resistance of PCM connector terminal No. 3, fused B+ circuit (Red/White wire). If resistance is less than 5 ohms, repair fused Red/White wire for short to ground. Perform VERIFICATION PROCEDURE VER-1.
12. If resistance is more than 5 ohms, use DRB-II to check resistance of ASD relay connector terminal "D" (Dark Green/Orange wire). If resistance is less than 5 ohms, go to step 14). If resistance is more than 5 ohms, disconnect fuel pump electrical connector. Using DRB-II, check resistance of fuel pump relay terminal "D", fuel pump relay output circuit (Dark Green/Black wire).
13. If resistance is less than 5 ohms, repair fuel pump relay Dark Green/Black wire for a short to ground. Perform VERIFICATION PROCEDURE VER-1. If resistance is more than 5 ohms, check resistance at oxygen sensor connector, relay output circuit (White wire). If resistance is less than 5 ohms, replace oxygen sensor. Perform VERIFICATION PROCEDURE VER-1. If resistance is more than 5 ohms, replace fuel pump. Perform VERIFICATION PROCEDURE VER-1.
14. If resistance was less than 5 ohms in step 12), disconnect ignition coil connector. Using DRB-II, check resistance of ASD relay connector terminal "D", output circuit (Dark Green/Orange wire). If resistance is more than 5 ohms, replace ignition coil. Perform VERIFICATION PROCEDURE VER-1.
15. If resistance is less than 5 ohms, disconnect the generator field connector. Using DRB-II, check resistance of ASD relay connector terminal "D" (Dark Green/Orange wire). If resistance is more than 5 ohms, repair generator for short to ground. Perform VERIFICATION PROCEDURE VER-1.
16. If resistance is less than 5 ohms, disconnect fuel injector harness connector. Using DRB-II, check resistance of ASD relay connector terminal "D", output circuit (Dark Green/Orange wire). If resistance is more than 5 ohms, repair ASD relay Dark Green/Orange wire in injector harness for a short to ground. Perform VERIFICATION PROCEDURE VER-1.
17. If resistance is less than 5 ohms, repair ASD relay Dark Green/Orange wire from relay to injector harness for short to ground. Perform VERIFICATION PROCEDURE VER-1.

Dodge Daytona ES 1993 - TEST NS-6B - CORRECTING NO RESPONSE CONDITION

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. If ignition was not on when NO RESPONSE message was displayed, turn ignition on to get a response. If ignition was on when NO RESPONSE message was displayed, turn ignition off.
2. Disconnect DRB-II from data link connector. Disconnect Powertrain Control Module (PCM) connector. Using an external ohmmeter, check resistance between data link connector, SCI transmit (Pink wire) and ground.
3. If resistance is less than 5 ohms, repair Pink wire for short to ground. Perform VERIFICATION PROCEDURE VER-1. If resistance is more than 5 ohms, go to next step.
4. Check resistance of SCI receive circuit (Light Green wire) between data link connector and ground. If resistance is less than 5 ohms, repair short to ground in Light Green wire.
5. If resistance is more than 5 ohms, check SCI transmit circuit (Pink wire) between data link connector and PCM connector terminal No. 25. If resistance is more than 5 ohms, repair open in Pink wire. If resistance is less than 5 ohms, go to next step.
6. Check resistance of SCI receive circuit (Light Green wire) between data link connector and PCM connector terminal No. 45. If resistance is more than 5 ohms, repair open in Light Green wire.
7. If resistance is less than 5 ohms, connect DRB-II to a functional data link on another vehicle. Turn ignition on. Using DRB-II, attempt to read fault messages. If DRB-II does not display NO RESPONSE, replace initial vehicle's PCM. If DRB-II displayed NO RESPONSE, go to next step.
8. Substitute another DRB-II cartridge. Using DRB-II, attempt to read fault messages. If DRB-II does not display NO RESPONSE, replace DRB-II cartridge. If DRB-II displayed NO RESPONSE, substitute another DRB-II adapter cable.
9. Using DRB-II, attempt to read fault messages. If DRB-II does not display NO RESPONSE, replace DRB-II adapter cable. If DRB-II displays NO RESPONSE, repair or replace DRB-II.

Dodge Daytona ES 1993 - TEST NS-7A - INSPECTING IDLE AIR CONTROL MOTOR OPERATION

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Disconnect Idle Air Control (IAC) motor connector. Turn ignition on. Using DRB-II, actuate IAC motor. Place DRB-II in voltmeter mode. Using DRB-II, check voltage of IAC motor connector, driver No. 3 circuit (Gray/Red wire). If voltage is less than one volt, go to TEST NS-7B.
2. If voltage is more than one volt, use DRB-II to check voltage of IAC motor connector, driver No. 1 circuit (Brown/White wire). If voltage is less than one volt, go to TEST NS-7C. If voltage is more than one volt, use DRB-II to check voltage of IAC motor connector, driver No. 4 circuit (Violet/Black wire). If voltage is less than one volt, go to TEST NS-7D.
3. If voltage is more than one volt, use DRB-II to check voltage of IAC motor connector, driver No. 2 circuit (Yellow/Black wire). If voltage is less than one volt, go to TEST NS-7E. If voltage is more than one volt, turn ignition off.
4. Remove IAC motor from throttle body. Reconnect IAC motor connector. Using DRB-II, actuate IAC motor connector. If IAC motor tip moves in and out, go to TEST NS-8A. If IAC motor tip does not move in and out, replace IAC motor. Perform VERIFICATION PROCEDURE VER-1.

Dodge Daytona ES 1993 - TEST NS-7B - INSPECTING IDLE AIR CONTROL MOTOR OPERATION

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Inspect all terminals. Repair as required. Perform VERIFICATION PROCEDURE VER-1. If PCM terminals are okay, go to next step.
2. Using an external ohmmeter, check resistance of driver No. 3 circuit (Gray/Red wire) between the IAC motor connector and PCM connector terminal No. 39. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-1. If resistance is more than 5 ohms, repair open Gray/Red wire. Perform VERIFICATION PROCEDUREVER-1.

Dodge Daytona ES 1993 - TEST NS-7C - INSPECTING IDLE AIR CONTROL MOTOR OPERATION

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Inspect all terminals. Repair as required. Perform VERIFICATION PROCEDURE VER-1. If PCM terminals are okay, go to next step.
2. Using an external ohmmeter, check resistance of driver No. 1 circuit (Brown/White wire) between IAC motor connector and PCM connector terminal No. 40. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-1. If resistance is more than 5 ohms, repair open Brown/White wire. Perform VERIFICATION PROCEDURE VER-1.

Dodge Daytona ES 1993 - TEST NS-7D - INSPECTING IDLE AIR CONTROL MOTOR OPERATION

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Inspect all terminals. Repair as required. Perform VERIFICATION PROCEDURE VER-1. If PCM terminals are okay, go to next step.
2. Using an external ohmmeter, check resistance of driver No. 4 circuit (Violet/Black wire) between IAC motor connector and PCM connector terminal No. 59. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-1. If resistance is more than 5 ohms, repair open Violet/Black wire. Perform VERIFICATION PROCEDURE VER-1.

Dodge Daytona ES 1993 - TEST NS-7E - INSPECTING IDLE AIR CONTROL MOTOR OPERATION

NOTE:

For connector terminal identification, see CONNECTOR IDENTIFICATION. For appropriate wiring diagram, see WIRING DIAGRAMS at end of article.

1. Turn ignition off. Disconnect Powertrain Control Module (PCM) connector. Inspect all terminals. Repair as required. Perform VERIFICATION PROCEDURE VER-1. If PCM terminals are okay, go to next step.
2. Using an external ohmmeter, check resistance of driver No. 2 circuit (Yellow/Black wire) between IAC motor connector and PCM connector terminal No. 60. If resistance is less than 5 ohms, replace PCM. Perform VERIFICATION PROCEDURE VER-1. If resistance is more than 5 ohms, repair open Yellow/Black wire. Perform VERIFICATION PROCEDURE VER-1.

Dodge Daytona ES 1993 - TEST NS-8A - CORRECTING START & STALL CONDITION

At this point in diagnostic test procedure, all engine control systems have been determined to be operating as designed and not causing a start and stall problem. Following additional items should be checked as possible causes:

NOTE:

If coming to this test from O2 sensor test and rich or lean condition is not corrected after checking items listed below, replace Powertrain Control Module (PCM).

• Check if any TECH SERVICE BULLETINS (TSBs) apply to vehicle.
• Check engine compression.
• Check for exhaust system restriction.
• Check camshaft and crankshaft sprockets.
• Check valve timing.
• Check torque converter stall speed.
• Check for fuel contamination.
• Check secondary ignition system.
• Ensure PCV system is functioning properly.

Dodge Daytona ES 1993 - VERIFICATION TESTS VERIFICATION PROCEDURE VER-1

1. Inspect vehicle to ensure all engine components are connected. Reassemble and reconnect components as necessary. Inspect engine oil for fuel contamination. Change oil and filter if necessary. Attempt to start engine.
2. If engine does not start, check if any TECH SERVICE BULLETINS (TSBs) apply to vehicle and return to TEST FC-1A, if necessary.
3. If engine starts and Powertrain Control Module (PCM) was changed, repair is complete.
4. If engine starts and PCM was not changed, connect DRB-II to data link connector and erase faults. Repair is complete.

Dodge Daytona ES 1993 - VERIFICATION PROCEDURE VER-2

Inspect vehicle to ensure all engine components are connected. Reassemble and reconnect components as necessary. If another fault was read previously and not corrected, return to TEST FC-1A and follow path specified by other fault. If Powertrain Control Module (PCM) has not been replaced, perform the following:

• Connect DRB-II to data link connector, and erase faults. Disconnect DRB-II.
• Using DRB-II, reset all values in adaptive memory.
• Disconnect DRB-II.

To ensure no other fault remains, perform following:

1. If vehicle is equipped with A/C, turn A/C and blower motor on. Drive vehicle for at least 5 minutes and attain a speed of at least 40 MPH. Ensure transmission shifts through all gears.
2. Upon completion of road test, turn engine off. Restart engine, and let idle for at least 2 minutes. Turn engine off. Connect DRB-II to data link connector.
3. Read all fault messages. If repaired fault has reset, repair is not complete. Check all pertinent TECH SERVICE BULLETINS (TSBs), and return to TEST FC-1A, if necessary. If another fault exists, return to TEST FC-1A and follow path specified by other fault. If no other faults exist, repair is now complete.

Dodge Daytona ES 1993 - WIRING DIAGRAMS

Fig. 24: Dodge Daytona ES 1993 - Component Locations - PCM Wiring Diagram - 1 Of 2 (2.2L Turbo III - Daytona)

Fig. 25: Dodge Daytona ES 1993 - Component Locations - PCM Wiring Diagram - 2 Of 2 (2.2L Turbo III - Daytona)