service indicator CHRYSLER CARAVAN 2003 Service Manual

FUEL REQUIREMENTS
The vehicle will operate on both unleaded gasoline
with an octane rating of 87, or E-85 fuel, or any mix-
ture of these two.
For best results, a refueling pattern that alternates
between E-85 and unleaded gasoline should be
avoided. When you do switch fuels, it is recom-
mended that
²you do not switch when the fuel gauge indicates
less than 1/4 full
²you do not add less than 5 gallons when refuel-
ing
²you operate the vehicle immediately after refuel-
ing for a period of at least 5 minutes
Observing these precautions will avoid possible
hard starting and/or significant deterioration in
driveability during warm up.
FFV STARTING
The characteristics of E-85 fuel make it unsuitable
for use when ambient temperatures fall below 0ÉF. In
the range of 0ÉF to 32ÉF, you may experience an
increase in the time it takes for your engine to start,
and a deterioration in driveability (sags and/or hesi-
tations) until the engine is fully warmed up.
Engine Operating on E-85 Fuel
If vehicle operates on E-85 fuel either full or part-
time, use only MopartFlexible Fuel 5W-30 engine oil
or an equivalent that meets DaimlerChrysler Stan-
dard MS-9214. Equivalent commercial Flexible Fuel
engine oils may be labeled as Multi-Fuel, Variable
Fuel, Flexible Fuel, etc. These engine oils may be
satisfactory if they meet the DaimlerChrysler Stan-
dard.
SAE 5W-30 engine oil is preferred for use in Flex-
ible Fuel engines.
CAUTION: If Flexible Fuel engine oil is not used
when using E-85 fuel, engine wear or damage may
result.
CRUISING RANGE
Because E-85 fuel contains less energy per gallon
than gasoline, you will experience an increase in fuel
consumption. You can expect your MPG and your
driving range to decrease by about 30% compared to
gasoline operation.
DESCRIPTION - TRANSMISSION FLUID
NOTE: Refer to the maintenance schedules for the
recommended maintenance (fluid/filter change)
intervals for these transaxles.NOTE: All transaxles have a common transmission
and differential sump. Filling the transaxle accom-
modates the differential as well.
TRANSMISSION FLUID
MopartATF+4 (Automatic Transmission Fluid) is
required in the 41TE automatic and T850 manual
transaxles. Substitute fluids can induce transmission
problems and/or failure.
MopartATF+4 (Automatic Transmission Fluid)
when new is red in color. The ATF is dyed red so it
can be identified from other fluids used in the vehicle
such as engine oil or antifreeze. The red color is not
permanent and is not an indicator of fluid condition.
As the vehicle is driven, the ATF will begin to look
darker in color and may eventually become brown.
This is normal.ATF+4 also has a unique odor that
may change with age. Consequently,odor and color
cannot be used to indicate the fluid condition
or the need for a fluid change.
FLUID ADDITIVES
DaimlerChrysler strongly recommends against the
addition of any fluids to the transmission, other than
those automatic transmission fluids listed above.
Exceptions to this policy are the use of special dyes
to aid in detecting fluid leaks.
Various ªspecialº additives and supplements exist
that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter
clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been sup-
ported to the satisfaction of DaimlerChrysler and
these additivesmust not be used.The use of trans-
mission ªsealersº should also be avoided, since they
may adversely affect the integrity of transmission
seals.
DESCRIPTION - FUEL REQUIREMENTS
Your engine is designed to meet all emissions reg-
ulations and provide excellent fuel economy and per-
formance when using high quality unleaded gasoline
having an octane rating of 87. The use of premium
gasoline is not recommended. The use of premium
gasoline will provide no benefit over high quality reg-
ular gasoline, and in some circumstances may result
in poorer performance.
Light spark knock at low engine speeds is not
harmful to your engine. However, continued heavy
spark knock at high speeds can cause damage and
immediate service is required. Engine damage result-
ing from operation with a heavy spark knock may
not be covered by the new vehicle warranty.
Poor quality gasoline can cause problems such as
hard starting, stalling and hesitations. If you experi-
0 - 4 LUBRICATION & MAINTENANCERS
FLUID TYPES (Continued)
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ence these symptoms, try another brand of gasoline
before considering service for the vehicle.
Over 40 auto manufacturers world-wide have
issued and endorsed consistent gasoline specifications
(the Worldwide Fuel Charter, WWFC) to define fuel
properties necessary to deliver enhanced emissions,
performance and durability for your vehicle. We rec-
ommend the use of gasolines that meet the WWFC
specifications if they are available.
REFORMULATED GASOLINE
Many areas of the country require the use of
cleaner burning gasoline referred to as ªreformulat-
edº gasoline. Reformulated gasoline contain oxygen-
ates, and are specifically blended to reduce vehicle
emissions and improve air quality.
We strongly support the use of reformulated gaso-
line. Properly blended reformulated gasoline will pro-
vide excellent performance and durability for the
engine and fuel system components.
GASOLINE/OXYGENATE BLENDS
Some fuel suppliers blend unleaded gasoline with
oxygenates such as 10% ethanol, MTBE, and ETBE.
Oxygenates are required in some areas of the country
during the winter months to reduce carbon monoxide
emissions. Fuels blended with these oxygenates may
be used in your vehicle.
CAUTION: DO NOT use gasoline containing METH-
ANOL. Gasoline containing methanol may damage
critical fuel system components.
MMT IN GASOLINE
MMT is a manganese-containing metallic additive
that is blended into some gasoline to increase octane.
Gasoline blended with MMT provide no performance
advantage beyond gasoline of the same octane num-
ber without MMT. Gasoline blended with MMT
reduce spark plug life and reduce emission system
performance in some vehicles. We recommend that
gasoline free of MMT be used in your vehicle. The
MMT content of gasoline may not be indicated on the
gasoline pump; therefore, you should ask your gaso-
line retailer whether or not his/her gasoline contains
MMT.
It is even more important to look for gasoline with-
out MMT in Canada because MMT can be used at
levels higher than allowed in the United States.
MMT is prohibited in Federal and California refor-
mulated gasoline.
SULFUR IN GASOLINE
If you live in the northeast United States, your
vehicle may have been designed to meet California
low emission standards with Cleaner-Burning Cali-fornia reformulated gasoline with low sulfur. If such
fuels are not available in states adopting California
emission standards, your vehicles will operate satis-
factorily on fuels meeting federal specifications, but
emission control system performance may be
adversely affected. Gasoline sold outside of California
is permitted to have higher sulfur levels which may
affect the performance of the vehicle's catalytic con-
verter. This may cause the Malfunction Indicator
Lamp (MIL), Check Engine or Service Engine Soon
light to illuminate. We recommend that you try a dif-
ferent brand of unleaded gasoline having lower sulfur
to determine if the problem is fuel related prior to
returning your vehicle to an authorized dealer for
service.
CAUTION: If the Malfunction Indicator Lamp (MIL),
Check Engine or Service Engine Soon light is flash-
ing, immediate service is required; see on-board
diagnostics system section.
MATERIALS ADDED TO FUEL
All gasoline sold in the United States and Canada
are required to contain effective detergent additives.
Use of additional detergents or other additives is not
needed under normal conditions.
FUEL SYSTEM CAUTIONS
CAUTION: Follow these guidelines to maintain your
vehicle's performance:
²The use of leaded gas is prohibited by Federal
law. Using leaded gasoline can impair engine perfor-
mance, damage the emission control system, and
could result in loss of warranty coverage.
²An out-of-tune engine, or certain fuel or ignition
malfunctions, can cause the catalytic converter to
overheat. If you notice a pungent burning odor or
some light smoke, your engine may be out of tune or
malfunctioning and may require immediate service.
Contact your dealer for service assistance.
²When pulling a heavy load or driving a fully
loaded vehicle when the humidity is low and the tem-
perature is high, use a premium unleaded fuel to
help prevent spark knock. If spark knock persists,
lighten the load, or engine piston damage may result.
²The use of fuel additives which are now being
sold as octane enhancers is not recommended. Most
of these products contain high concentrations of
methanol. Fuel system damage or vehicle perfor-
mance problems resulting from the use of such fuels
or additives is not the responsibility of
DaimlerChrysler Corporation and may not be covered
under the new vehicle warranty.
RSLUBRICATION & MAINTENANCE0-5
FLUID TYPES (Continued)
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* This maintenance is recommended by the manu-
facture to the owner but is not required to maintain
the emissions warranty.
³ This maintenance is not required if previously
replaced.
Inspection and service should also be performed
anytime a malfunction is observed or suspected.
Retain all receipts.
WARNING: You can be badly injured working on or
around a motor vehicle. Do only that service work
for which you have the knowledge and the right
equipment. If you have any doubt about your ability
to perform a service job, take your vehicle to a
competent mechanic.
HOISTING
STANDARD PROCEDURE - HOISTING
Refer to Owner's Manual provided with vehicle for
proper emergency jacking procedures.
WARNING: THE HOISTING AND JACK LIFTING
POINTS PROVIDED ARE FOR A COMPLETE VEHI-
CLE. WHEN THE ENGINE OR REAR SUSPENSION
IS REMOVED FROM A VEHICLE, THE CENTER OF
GRAVITY IS ALTERED MAKING SOME HOISTING
CONDITIONS UNSTABLE. PROPERLY SUPPORT OR
SECURE VEHICLE TO HOISTING DEVICE WHEN
THESE CONDITIONS EXIST.
CAUTION: Do not position hoisting device on any
suspension component, including the front suspen-
sion crossmember, the rear leaf springs, and the
rear axle. Do not hoist on the front and rear
bumpers, the lower liftgate crossmember, the lower
radiator crossmember, the down standing flanges
on the sill or the front engine mount.
FOR PROPER HOIST PLACEMENT REFER
TO (Fig. 5).
The hoisting points are identified by S.A.E.
inverted triangle hoisting symbols (Fig. 5). The front
hoisting points are at the bottom of the font rail
below the hoisting symbol approximately 250 mm
behind the front suspension crossmember. When
using outboard lift hoists, verify that the hoist lift
pads have been properly adjusted to eliminate con-
tact between the hoist arm and the down standing
flange on the sill. The rear hoisting points are the
leaf spring front mounting brackets. The hoist pad
must be positioned to pick up the flanges on the
bracket, not the leaf spring.When servicing the leaf springs or the leaf spring
mounting brackets, special provisions are required to
support the rear of the vehicle. Position the rear
hoist pads under the horizontal surface on the bot-
tom of the sill, inboard adjacent to the flange and
centered fore/aft between the jacking indicator tabs
on the lower flange.DO NOT HOIST ON THE
FLANGE.Place a soft pad between the hoist and the
painted surface on the sill to avoid scratching the fin-
ish.
JUMP STARTING
STANDARD PROCEDURE - JUMP STARTING
WARNING: REVIEW ALL SAFETY PRECAUTIONS
AND WARNINGS. (Refer to 8 - ELECTRICAL/BAT-
TERY SYSTEM/BATTERY - STANDARD PROCE-
DURE).
WARNING: DO NOT JUMP START A FROZEN BAT-
TERY, PERSONAL INJURY CAN RESULT.
Fig. 5 HOISTING AND JACKING POINTS
1- DRIVE ON LIFT
2 - FRAME CONTACT LIFT (SINGLE POST)
2 - CHASSIS LIFT (NON-AXLE DUAL POST)
2 - OUTBOARD LIFT (DUAL POST)
2 - FLOOR JACK
3 - S.A.E. HOISTING SYMBOLS
RSLUBRICATION & MAINTENANCE0-15
MAINTENANCE SCHEDULES (Continued)
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WARNING
WARNING: DUST AND DIRT ACCUMULATING ON
BRAKE PARTS DURING NORMAL USE MAY CON-
TAIN ASBESTOS FIBERS FROM PRODUCTION OR
AFTERMARKET BRAKE LININGS. BREATHING
EXCESSIVE CONCENTRATIONS OF ASBESTOS
FIBERS CAN CAUSE SERIOUS BODILY HARM.
EXERCISE CARE WHEN SERVICING BRAKE
PARTS. DO NOT SAND OR GRIND BRAKE LINING
UNLESS EQUIPMENT USED IS DESIGNED TO CON-
TAIN THE DUST RESIDUE. DO NOT CLEAN BRAKE
PARTS WITH COMPRESSED AIR OR BY DRY
BRUSHING. CLEANING SHOULD BE DONE BY
DAMPENING THE BRAKE COMPONENTS WITH A
FINE MIST OF WATER, THEN WIPING THE BRAKE
COMPONENTS CLEAN WITH A DAMPENED CLOTH.
DISPOSE OF CLOTH AND ALL RESIDUE CONTAIN-
ING ASBESTOS FIBERS IN AN IMPERMEABLE
CONTAINER WITH THE APPROPRIATE LABEL. FOL-
LOW PRACTICES PRESCRIBED BY THE OCCUPA-
TIONAL SAFETY AND HEALTH ADMINISTRATION
(OSHA) AND THE ENVIRONMENTAL PROTECTION
AGENCY (EPA) FOR THE HANDLING, PROCESSING,
AND DISPOSING OF DUST OR DEBRIS THAT MAY
CONTAIN ASBESTOS FIBERS.
CAUTION
CAUTION: During service procedures, grease or
any other foreign material must be kept off brake
shoe assemblies, and braking surfaces of brake
rotor or drum, and external surfaces of hub and
bearing assembly.
CAUTION: Handling of brake rotors and calipers
must be done in such a way as to avoid damage to
the rotor and scratching or nicking of brake lining
on the brake shoes.
CAUTION: At no time when servicing a vehicle, can
a sheet metal screw, bolt or other metal fastener be
installed in the shock tower to take the place of an
original plastic clip. Also, NO holes can be drilled
into the front shock tower in the area shown in (Fig.
1), for the installation of any metal fasteners into
the shock tower. Because of the minimum clear-ance in this area (Fig. 1), installation of metal fas-
teners could damage the coil spring coating and
lead to a corrosion failure of the spring. If a plastic
clip is missing, or is lost or broken during servicing
a vehicle, replace only with the equivalent part
listed in the Mopar parts catalog.
CAUTION: Only the recommended jacking or hoist-
ing positions for this vehicle are to be used when-
ever it is necessary to lift a vehicle. Failure to raise
a vehicle from the recommended locations could
result in lifting a vehicle by the hydraulic control
unit mounting bracket. Lifting a vehicle by the
hydraulic control unit mounting bracket will result
in damage to the mounting bracket and the hydrau-
lic control unit.
DIAGNOSIS AND TESTING - BASE BRAKE
SYSTEM
NOTE: There are three diagnosis charts following
that cover the RED BRAKE WARNING INDICATOR
LAMP, BRAKE NOISE and OTHER BRAKE CONDI-
TIONS.
Fig. 1 Shock Tower To Spring Minimum Clearance
Area
1 - SHOCK TOWER
2 - COIL SPRING
3 - NO SHEET METAL SCREWS, BOLTS, OR ANY OTHER METAL
FASTENERS ARE TO BE INSTALLED INTO SHOCK TOWER IN
THIS AREA. ALSO, NO HOLES ARE TO BE DRILLED INTO
SHOCK TOWER IN THIS SAME AREA.
5 - 4 BRAKES - BASERS
BRAKES - BASE (Continued)
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Refer to the appropriate Powertrain Diagnostic Man-
ual and the DRBIIItscan tool.
(1) Install PCM module to the mounting bracket.
(2) Install electrical connectors and lock.
(3) Install the splash shield.
(4) Lower vehicle.
(5) Connect the negative battery cable.
(6) Using DRBIIItscan tool, program mileage and
vehicle identification number (VIN) into PCM. Refer
to the DRBIIItscan tool and the appropriate Power-
train Diagnostic Manual.
SENTRY KEY IMMOBILIZER
MODULE
DESCRIPTION
The Sentry Key Immobilizer Module (SKIM) con-
tains a Radio Frequency (RF) transceiver and a
microprocessor. The SKIM retains in memory the ID
numbers of any Sentry Key that is programmed to it.
The maximum number of keys that may be pro-
grammed to each module is eight (8). The SKIM also
communicates over the Programmable Communica-
tion Interface (PCI) data bus with the Powertrain
Control Module (PCM), the Body Control Module
(BCM), the Mechanical Instrument Cluster (MIC),
and the DRB IIItscan tool. The SKIM transmits and
receives RF signals through a tuned antenna
enclosed within a molded plastic ring formation that
is integral to the SKIM housing. When the SKIM is
properly installed on the steering column, the
antenna ring fits snugly around the circumference of
the ignition lock cylinder housing. If this ring is not
mounted properly, communication problems may
arise in the form of transponder-related faults.
For added system security, each SKIM is pro-
grammed with a unique9Secret Key9code. This code
is stored in memory and is sent over the PCI bus to
the PCM and to each key that is programmed to
work with the vehicle. The9Secret Key9code is there-
fore a common element found in all components of
the Sentry Key Immobilizer System (SKIS). In the
event that a SKIM replacement is required, the
9Secret Key9code can be restored from the PCM by
following the SKIM replacement procedure found in
the DRB IIItscan tool. Proper completion of this
task will allow the existing ignition keys to be repro-
grammed. Therefore, new keys will NOT be needed.
In the event that the original9Secret Key9code can
not be recovered, new ignition keys will be required.
The DRB IIItscan tool will alert the technician if
key replacement is necessary. Another security code,
called a PIN, is used to gain secured access to the
SKIM for service. The SKIM also stores in its mem-
ory the Vehicle Identification Number (VIN), which itlearns through a bus message from the assembly
plant tester. The SKIS scrambles the information
that is communicated between its components in
order to reduce the possibility of unauthorized SKIM
access and/or disabling.
OPERATION
When the ignition switch is moved to the RUN
position, the Sentry Key Immobilizer Module (SKIM)
transmits an Radio Frequency (RF) signal to the
transponder in the ignition key. The SKIM then
waits for a response RF signal from the transponder
in the key. If the response received identifies the key
as valid, the SKIM sends a9valid key9message to
the Powertrain Control Module (PCM) over the Pro-
grammable Communication Interface (PCI) data bus.
If the response received identifies the key as invalid
or no response is received from the transponder in
the ignition key, the SKIM sends an9invalid key9
message to the PCM. The PCM will enable or disable
engine operation based upon the status of the SKIM
messages. It is important to note that the default
condition in the PCM is9invalid key.9Therefore, if no
response is received by the PCM, the engine will be
immobilized after two (2) seconds of running.
The SKIM also sends indicator light status mes-
sages to the Mechanical Instrument Cluster (MIC) to
operate the light. This is the method used to turn the
light ON solid or to flash it after the indicator light
test is complete to signify a fault in the SKIS. If the
light comes ON and stays ON solid after the indica-
tor light test, this signifies that the SKIM has
detected a system malfunction and/or that the SKIS
has become inoperative. If the SKIM detects an
invalid keyORa key-related fault exists, the indica-
tor light will flash following the indicator light test.
The SKIM may also request an audible chime if the
customer key programming feature is available and
the procedure is being utilized (Refer to 8 - ELEC-
TRICAL/VEHICLE THEFT SECURITY/TRANSPON-
DER KEY - STANDARD PROCEDURE).
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove Lower Instrument Panel Cover. Refer
to Body, Instrument Panel, Lower Instrument Panel
Cover, Removal.
(3) Remove the steering column upper and lower
shrouds. Refer to Steering, Column, Column Shroud,
Removal.
(4) Disengage the steering column wire harness
from the Sentry Key Immobilizer Module (SKIM).
(5) Remove the one screws securing the SKIM to
the steering column.
8E - 18 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)
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(4) Inspect the battery thermowrap for tears,
cracks, deformation or other damage. Replace any
battery thermal guard that has been damaged.
(5) Inspect the battery built-in test indicator sight
glass(if equipped) for an indication of the battery con-
dition. If the battery is discharged, charge as
required. Refer to Standard Procedures for the
proper battery built-in indicator test procedures. Also
refer to Standard Procedures for the proper battery
charging procedures.
SPECIFICATIONS
The battery Group Size number, the Cold Cranking
Amperage (CCA) rating, and the Reserve Capacity
(RC) rating or Ampere-Hours (AH) rating can be
found on the original equipment battery label. Be
certain that a replacement battery has the correct
Group Size number, as well as CCA, and RC or AH
ratings that equal or exceed the original equipment
specification for the vehicle being serviced. Battery
sizes and ratings are discussed in more detail below.
²Group Size- The outside dimensions and ter-
minal placement of the battery conform to standards
established by the Battery Council International
(BCI). Each battery is assigned a BCI Group Size
number to help identify a correctly-sized replace-
ment.
²Cold Cranking Amperage- The Cold Crank-
ing Amperage (CCA) rating specifies how much cur-
rent (in amperes) the battery can deliver for thirty
seconds at -18É C (0É F). Terminal voltage must not
fall below 7.2 volts during or after the thirty second
discharge period. The CCA required is generally
higher as engine displacement increases, depending
also upon the starter current draw requirements.
²Reserve Capacity- The Reserve Capacity (RC)
rating specifies the time (in minutes) it takes for bat-
tery terminal voltage to fall below 10.5 volts, at a
discharge rate of 25 amperes. RC is determined with
the battery fully-charged at 26.7É C (80É F). This rat-
ing estimates how long the battery might last after a
charging system failure, under minimum electrical
load.
²Ampere-Hours- The Ampere-Hours (AH) rat-
ing specifies the current (in amperes) that a battery
can deliver steadily for twenty hours, with the volt-
age in the battery not falling below 10.5 volts. This
rating is also sometimes identified as the twenty-
hour discharge rating.
BATTERY CLASSIFICATIONS & RATINGS
Part NumberBCI Group Size
ClassificationCold Cranking
AmperageReserve
CapacityAmpere -
HoursLoad Test
Amperage
4686158AD 34 500 110 Minutes 60 250
4727159AD 34 600 120 Minutes 66 300
4727242AD DIN H6 600 120 Minutes 66 300
4868999AA 34 700 95 Minutes 50 350
Fig. 3 Clean Battery Terminal Post - Typical
1 - TERMINAL BRUSH
2 - BATTERY CABLE
3 - BATTERY
8F - 6 BATTERY SYSTEMRS
BATTERY SYSTEM (Continued)
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service, the composition of this battery reduces gas-
sing and water loss at normal charge rates. However
these batteries may require additional distilled water
after years of service.
Maintenance-free batteriesare standard facto-
ry-installed equipment on all domestic versions of
this model. Male post type terminals made of a soft
lead material protrude from the top of the molded
plastic battery case (Fig. 6)to provide the means for
connecting the battery to the vehicle electrical sys-
tem. The battery positive terminal post is visibly
larger in diameter than the negative terminal post,
for easy identification. The lettersPOSandNEGare
also molded into the top of the battery case adjacent
to their respective positive and negative terminal
posts for additional identification confirmation.
This battery is designed to provide a safe, efficient
and reliable means of storing electrical energy in a
chemical form. This means of energy storage allows
the battery to produce the electrical energy required
to operate the engine starting system, as well as to
operate many of the other vehicle accessory systems
for limited durations while the engine and/or the
charging system are not operating. The battery is
made up of six individual cells that are connected in
series. Each cell contains positively charged plate
groups that are connected with lead straps to the
positive terminal post, and negatively charged plate
groups that are connected with lead straps to thenegative terminal post. Each plate consists of a stiff
mesh framework or grid coated with lead dioxide
(positive plate) or sponge lead (negative plate). Insu-
lators or plate separators made of a non-conductive
material are inserted between the positive and nega-
tive plates to prevent them from contacting or short-
ing against one another. These dissimilar metal
plates are submerged in a sulfuric acid and water
solution called an electrolyte.
Some factory-installed batteries have a built-in test
indicator (hydrometer). The color visible in the sight
glass of the indicator will reveal the battery condi-
tion. For more information on the use of the built-in
test indicator, refer toStandard Procedures. The
chemical composition of the metal coated plates
within the low-maintenance battery used in export
models reduces battery gassing and water loss at
normal charge and discharge rates. Therefore, the
battery should not require additional water in nor-
mal service. If the electrolyte level in this battery
does become low, distilled water must be added. How-
ever, rapid loss of electrolyte can be caused by an
overcharging condition. Be certain to diagnose the
charging system after replenishing the water in the
battery for a low electrolyte condition and before
returning the vehicle to service. Refer toCharging
Systemfor additional information.
The battery Group Size number, the Cold Cranking
Amperage (CCA) rating, and the Reserve Capacity
(RC) rating or Ampere-Hours (AH) rating can be
Fig. 5 BATTERY CELL CAP REMOVAL/
INSTALLATION - LOW-MAINTANANCE GASOLINE
ENGINE BATTERY - EXPORT
1 - BATTERY CELL CAP
2 - BATTERY CASE
Fig. 6 Maintenance-Free Battery - Domestic
1 - POSITIVE POST
2 - VENT
3 - CELL CAP
4 - VENT
5 - CELL CAP
6 - VENT
7 - NEGATIVE POST
8 - INDICATOR EYE (if equipped)
9 - ELECTROLYTE LEVEL
10 - PLATE GROUPS
11 - MAINTENANCE-FREE BATTERY
8F - 8 BATTERY SYSTEMRS
BATTERY (Continued)
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WINDSHIELD GRID
DIAGNOSIS AND TESTING - SYSTEM TEST
Electrically heated rear window defogger or the
heated windshield wiper deicer operation can be
checked on the vehicle in the following manner:
(1) Turn the ignition switch to the ON position.
(2) Using a ammeter on the battery, turn the rear
defogger control switch to the ON position, a distinct
increase in amperage draw should be noted.
(3) The rear window defogger or the heated wind-
shield wiper deicer operation can be checked by feel-
ing the glass. A distinct difference in temperature
between the grid lines and adjacent clear glass can
be detected in 3 to 4 minutes of operation.
(4) Using a DC voltmeter (Fig. 4) contact terminal
B with the negative lead, and terminal A with the
positive lead. The voltmeter should read 10-14 volts.
(5) Indicator light illumination means that there is
power available at the switch only and does not nec-
essarily verify system operation.
(6) If turning the defogger switch ON, no distinct
current draw on the ammeter the problem should be
isolated in the following manner:
²Confirm that ignition switch is ON.
²Ensure that the heated rear window or the
heated windshield wiper deicer feed pigtail is con-
nected to the wiring harness and that the ground
pigtail is in fact grounded.
²Ensure that the proper fuse in the PDC is OK.
(7) When the above steps have been completed and
the system is still inoperative it may be necessary to
connect a DRBIII scan tool and refer to the Diagnos-
tic Service Manual, you may also check for the fol-
lowing being defective:
²HVAC control assembly
²Rear window defogger relay in the PDC portion
of the IPM.
²Rear window defogger relay control circuity in
the FCM portion of the IPM.
²Check for loose connector or a wire pushed out
of connector.
²Rear window or the windshield grid lines (all
grid lines would have to be broken, or one of the feed
pigtails not connected to the bus bar, for no ammeter
deflection).
(8) If turning the switch ON produces severe volt-
meter deflection, the circuit should be closely checked
for a shorting condition.
(9) If the system operation has been verified but
indicator LED does not light, replace the HVAC con-
trol assembly.
(10) For detailed wiring information, refer to the
appropriate section for Wiring Diagrams.
STANDARD PROCEDURE - GRID LINE AND
TERMINAL REPAIR
WARNING: REPAIR KIT MAY CAUSE SKIN OR EYE
IRRITATION. CONTAINS EPOXY RESIN AND AMINE
TYPE HARDENER, HARMFUL IF SWALLOWED.
AVOID CONTACT WITH SKIN AND EYES. FOR SKIN,
WASH AFFECTED AREAS WITH SOAP AND WATER.
DO NOT TAKE INTERNALLY. IF TAKEN INTER-
NALLY, INDUCE VOMITING; CALL A PHYSICIAN
IMMEDIATELY. IF IN CONTACT WITH EYES, FLUSH
WITH PLENTY OF WATER. USE WITH ADEQUATE
VENTILATION. DO NOT USE NEAR FIRE OR FLAME.
CONTENTS CONTAINS 3% FLAMMABLE SOL-
VENTS. KEEP OUT OF REACH OF CHILDREN.
The repair for the front windshield or the rear win-
dow grids are the same.
The repair of grid lines and replacement of the ter-
minal is possible using the MopartRepair Package
or equivalent.
(1) Clean area surrounding grid line or terminal
by gently rubbing area with steel wool.
(2) Wipe area with clean cloth soaked in alcohol or
similar solvent. It is necessary that all contaminants
be removed from repair area.
(3) Remove package separator clamp and mix plas-
tic conductive epoxy thoroughly.
(4) For grid line, mark off area to be repaired with
masking tape (Fig. 5).
(5) Apply conductive epoxy through slit in masking
tape. Overlap both ends of the break.
Fig. 4 Grid Line Test
1 - VOLTMETER
2 - TERMINAL B
3 - FEED WIRE
4 - MID-POINT C (TYPICAL)
5 - HEATED REAR WINDOW GRIDS
6 - GROUND WIRE
7 - TERMINAL A
RSHEATED GLASS8G-3
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cator illuminates. When the switch rocker is moved
to its neutral position (middle), Off is selected and
both LED indicators are extinguished.
Each switch provides separate resistor multiplexed
hard wire inputs to its respective Heated Seat Mod-
ule (HSM) to indicate the selected switch position.
The heated seat module responds to the heated seat
switch status messages by controlling the output to
the seat heater elements of the selected seat. The
Low heat position set point is about 36É C (97É F),
and the High heat position set point is about 41É C
(105É F).
DIAGNOSIS AND TESTING - DRIVER HEATED
SEAT SWITCH
For complete circuit diagrams, refer toWiring
Diagrams.
WARNING: REFER TO THE RESTRAINTS SECTION
OF THIS MANUAL BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, SEAT OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
CHECKING SWITCH SIGNAL AND WIRING AT THE
MODULE
(1) Disconnect and isolate the battery negative
cable.
(2) Access and disconnect the gray 4-way connector
from the heated seat module. Visually inspect wiring
terminals for damage that would prevent positive
connection. If not OK, repair or replace the necessary
components.
(3) Place the heated seat switch in the LO posi-
tion. Using an Ohmmeter, check the resistance
between cavities 2 and 3 of the gray connector noted
above. Resistance should be about 3.5 kilohms (3500
ohms). If not OK, check resistance directly at switch,
as noted below. If OK, proceed to the next step. If not
OK, replace the faulty switch.
(4) Place the heated seat switch in the HI position.
Using an ohmmeter, check the resistance between
cavities 2 and 3 of the gray connector noted above.
Resistance should be about 1.4 kilohms (1400 ohms).
If not OK, check resistance directly at switch, as
noted below. If OK, proceed. If not OK replace the
faulty switch.
(5) With the system ON in the HI position, check
for battery voltage and ground at cavities 4 and 1. If
OK, proceed with testing remaining components. If
not OK, repair open or shorted wiring.
CHECKING SWITCH ONLY
(1) Disconnect and isolate the battery negative
cable. Remove the center bezel from the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL CENTER BEZEL - REMOV-
AL). Check for continuity between the ground circuit
cavity (#10) of the instrument panel switch bank
electrical connector and a good ground. There should
be continuity. If OK, go to Step 2. If not OK, repair
the open ground circuit to ground as required.
(2) Reconnect the battery negative cable. Turn the
ignition switch to the On position. Check for battery
voltage at the fused ignition switch output (run) cir-
cuit cavity of the instrument panel switch bank con-
nector (#4). If OK, turn the ignition switch to the Off
position, and go to Step 3. If not OK, repair the open
fused ignition switch output (run) circuit as required.
(3) Test the heated seat switch as shown in the
Heated Seat Switch Test chart and the connector pin-
out below (Fig. 3). If OK, go to Step 4. If not OK,
replace the faulty switch bank assembly.
DRIVER HEATED SEAT SWITCH TEST
SWITCH
POSITIONRESISTANCE
BETWEENRESISTANCE
(OHMS)
Off Pin4&5OPEN
Low Pin4&53570
High Pin4&51430
All resistance values are  1%.
Fig. 3 Instrument Panel Switch Bank Connector
RSHEATED SEAT SYSTEM8G-9
DRIVER HEATED SEAT SWITCH (Continued)
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cator illuminates. When the switch rocker is moved
to its neutral position (middle), Off is selected and
both LED indicators are extinguished.
Each switch provides separate resistor multiplexed
hard wire inputs to its respective Heated Seat Mod-
ule (HSM) to indicate the selected switch position.
The heated seat module responds to the heated seat
switch status messages by controlling the output to
the seat heater elements of the selected seat. The
Low heat position set point is about 36É C (97É F),
and the High heat position set point is about 41É C
(105É F).
DIAGNOSIS AND TESTING - PASSENGER
HEATED SEAT SWITCH
For complete circuit diagrams, refer toWiring
Diagrams.
WARNING: REFER TO THE RESTRAINTS SECTION
OF THIS MANUAL BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, SEAT OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
CHECKING SWITCH SIGNAL AND WIRING AT THE
MODULE
(1) Disconnect and isolate the battery negative
cable.
(2) Access and disconnect the gray 4-way connector
from the heated seat module. Visually inspect wiring
terminals for damage that would prevent positive
connection. If not OK, repair or replace the necessary
components.
(3) Reconnect the negative battery cable and Turn
heated seat ON in the LO position. Using an Ohm-
meter, check the resistance between cavities 2 and 3
of the gray connector noted above. Resistance should
be about 3.5 kiloohms (3500 ohms). If not OK, check
resistance directly at switch, as noted below. If OK,
proceed. If NOT OK replace the switch or faulty wir-
ing.
(4) Turn heated seat ON in the HI position. Using
an Ohmmeter, check the resistance between cavities
2 and 3 of the gray connector noted above. Resistance
should be about 1.4 kiloohms (1400 ohms). If not OK,
check resistance directly at switch, as noted below. If
OK, proceed. If NOT OK replace the switch or faulty
wiring.
(5) With the system ON in the HI position, Check
for battery voltage and ground at cavities 4 and 1. If
OK, proceed with testing remaining components. If
NOT OK, repair open or wiring short.
CHECKING SWITCH ONLY
(1) Disconnect and isolate the battery negative
cable. Remove the center bezel from the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL CENTER BEZEL - REMOV-
AL). Check for continuity between the ground circuit
cavity (#10) of the instrument panel switch bank
electrical connector and a good ground. There should
be continuity. If OK, go to Step 2. If not OK, repair
the open ground circuit to ground as required.
(2) Reconnect the battery negative cable. Turn the
ignition switch to the On position. Check for battery
voltage at the fused ignition switch output (run) cir-
cuit cavity of the instrument panel switch bank con-
nector (#4). If OK, turn the ignition switch to the Off
position, and go to Step 3. If not OK, repair the open
fused ignition switch output (run) circuit as required.
(3) Test the heated seat switch as shown in the
Heated Seat Switch Test chart and the connector pin-
out below (Fig. 7). If OK, go to Step 4. If not OK,
replace the faulty switch bank assembly.
PASSENGER HEATED SEAT SWITCH TEST
SWITCH
POSITIONRESISTANCE
BETWEENRESISTANCE
(OHMS)
Off Pin3&4OPEN
Low Pin3&43570
High Pin3&41430
All resistance values are  1%.
Fig. 7 Instrument Panel Switch Bank Connector
RSHEATED SEAT SYSTEM8G-13
PASSENGER HEATED SEAT SWITCH (Continued)
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