light CHRYSLER CARAVAN 2005 Owner's Guide

START-UP CYCLE
When the ignition is turned on, a popping sound
and a slight brake pedal movement may be noticed.
The ABS warning lamp will also be on for up to 5
seconds after the ignition is turned on. When the
vehicle is first driven off, a humming may be heard
or felt by the driver at approximately 20±40 kph
(12±25 mph). All of these conditions are a normal
function of ABS as the system is performing a diag-
nosis check.
PREMATURE ABS CYCLING
Symptoms of premature ABS cycling include: click-
ing sounds from the solenoid valves; pump/motor
running; and pulsations in the brake pedal. Prema-
ture ABS cycling can occur at any braking rate of the
vehicle and on any type of road surface. Neither the
red BRAKE warning lamp, nor the amber ABS warn-
ing lamp, illuminate and no fault codes are stored in
the CAB.
Premature ABS cycling is a condition that needs to
be correctly assessed when diagnosing problems with
the antilock brake system. It may be necessary to use
a DRB scan tool to detect and verify premature ABS
cycling.
Check the following common causes when diagnos-
ing premature ABS cycling: damaged tone wheels;
incorrect tone wheels; damaged steering knuckle
wheel speed sensor mounting bosses; loose wheel
speed sensor mounting bolts; excessive tone wheel
runout; or an excessively large tone wheel-to-wheel
speed sensor air gap. Give special attention to these
components when diagnosing a vehicle exhibiting
premature ABS cycling.
After diagnosing the defective component, repair or
replace it as required. When the component repair or
replacement is completed, test drive the vehicle to
verify that premature ABS cycling has been cor-
rected.
OPERATION - ELECTRONIC VARIABLE BRAKE
PROPORTIONING
Upon entry into EVBP the inlet valve for the rear
brake circuit is switched on so that the fluid supply
from the master cylinder is shut off. In order to
decrease the rear brake pressure, the outlet valve for
the rear brake circuit is pulsed. This allows fluid to
enter the low pressure accumulator (LPA) in the
hydraulic control unit (HCU) resulting in a drop in
fluid pressure to the rear brakes. In order to increase
the rear brake pressure, the outlet valve is switched
off and the inlet valve is pulsed. This increases the
pressure to the rear brakes. This back-and-forth pro-
cess will continue until the required slip difference is
obtained. At the end of EVBP braking (brakes
released) the fluid in the LPA drains back to themaster cylinder by switching on the outlet valve and
draining through the inlet valve check valve. At the
same time the inlet valve is switched on in case of
another brake application.
The EVBP will remain functional during many
ABS fault modes. If both the red BRAKE and amber
ABS warning indicators are illuminated, the EVBP
may not be functioning.
OPERATION - TRACTION CONTROL SYSTEM
The traction control module monitors wheel speed.
During acceleration, if the module detects front
(drive) wheel slip and the brakes are not applied, the
module enters traction control mode. Traction control
operation proceeds in the following order:
(1) Close the normally open isolation valves.
(2) Start the pump/motor and supply volume and
pressure to the front (drive) hydraulic circuit. (The
pump/motor runs continuously during traction con-
trol operation.)
(3) Open and close the build and decay valves to
maintain minimum wheel slip and maximum trac-
tion.
The cycling of the build and decay valves during
traction control is similar to that during antilock
braking, except the valves work to control wheel spin
by applying the brakes, whereas the ABS function is
to control wheel skid by releasing the brakes.
If the brakes are applied at anytime during a trac-
tion control cycle, the brake lamp switch triggers the
controller to switch off traction control.
HYDRAULIC SHUTTLE VALVES
Two pressure relief hydraulic shuttle valves allow
pressure and volume to return to the master cylinder
reservoir when not consumed by the build and decay
valves. These valves are necessary because the
pump/motor supplies more volume than the system
requires.
TRACTION CONTROL LAMP
The traction control system is enabled at each igni-
tion cycle. It may be turned off by depressing the
Traction Control Off switch button when the ignition
is in the ON position. The traction control function
lamp (TRAC OFF) illuminates immediately upon
depressing the button.
The traction control function lamp illuminates dur-
ing a traction control cycle, displaying TRAC.
If the CAB calculates that the brake temperatures
are high, the traction control system becomes inoper-
ative until a time-out period has elapsed. During this
ªthermo-protection mode,º the traction control func-
tion lamp illuminates TRAC OFF; note that no trou-
ble code is registered.
RSBRAKES - ABS5-89
BRAKES - ABS (Continued)

CAUTION
The ABS uses an electronic control module, the
CAB. This module is designed to withstand normal
current draws associated with vehicle operation.
Care must be taken to avoid overloading the CAB
circuits.
CAUTION: In testing for open or short circuits, do
not ground or apply voltage to any of the circuits
unless instructed to do so for a diagnostic proce-
dure.
CAUTION: These circuits should only be tested
using a high impedance multi-meter or the DRBIIIT
scan tool as described in this section. Power
should never be removed or applied to any control
module with the ignition in the ON position. Before
removing or connecting battery cables, fuses, or
connectors, always turn the ignition to the OFF
position.
CAUTION: The CAB 24-way connector should never
be connected or disconnected with the ignition
switch in the ON position.
CAUTION: This vehicle utilizes active wheel speed
sensors. Do not apply voltage to wheel speed sen-
sors at any time.
CAUTION: Use only factory wiring harnesses. Do
not cut or splice wiring to the brake circuits. The
addition of aftermarket electrical equipment (car
phone, radar detector, citizen band radio, trailer
lighting, trailer brakes, etc.) on a vehicle equipped
with antilock brakes may affect the function of the
antilock brake system.
CAUTION: When performing any service procedure
on a vehicle equipped with ABS, do not apply a
12-volt power source to the ground circuit of the
pump motor in the HCU. Doing this will damage the
pump motor and will require replacement of the
entire HCU.
CAUTION: An attempt to remove or disconnect cer-
tain system components may result in improper
system operation. Only those components with
approved removal and installation procedures in
this manual should be serviced.
CAUTION: If welding work is to be performed on the
vehicle using an electric arc welder, the CAB con-nector should be disconnected during the welding
operation.
CAUTION: Many components of the ABS System
are not serviceable and must be replaced as an
assembly. Do not disassemble any component
which is not designed to be serviced.
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.
CAUTION: Brake fluid will damage painted surfaces.
If brake fluid is spilled on any painted surface,
wash off with water immediately.
STANDARD PROCEDURE - ANTILOCK BRAKE
SYSTEM BLEEDING
The base brake's hydraulic system must be bled
anytime air enters the hydraulic system. The ABS
though, particularly the ICU (HCU), should only be
bled when the HCU is replaced or removed from the
vehicle. The ABS must always be bled anytime it is
suspected that the HCU has ingested air. Under
most circumstances that require the bleeding of the
brakes hydraulic system, only the base brake
hydraulic system needs to be bled.
It is important to note that excessive air in the
brake system will cause a soft or spongy feeling
brake pedal.
During the brake bleeding procedure, be sure the
brake fluid level remains close to the FULL level in
the master cylinder fluid reservoir. Check the fluid
level periodically during the bleeding procedure and
add DOT 3 brake fluid as required.
The ABS must be bled as two independent braking
systems. The non-ABS portion of the brake system
with ABS is to be bled the same as any non-ABS sys-
tem.
The ABS portion of the brake system must be bled
separately. Use the following procedure to properly
bleed the brake hydraulic system including the ABS.
BLEEDING
When bleeding the ABS system, the following
bleeding sequence must be followed to insure com-
plete and adequate bleeding.
5 - 90 BRAKES - ABSRS
BRAKES - ABS (Continued)

ENGINE
DIAGNOSIS AND TESTING - ENGINE COOLING
SYSTEM
Establish what driving condition caused the cooling
system complaint. The problem may be caused by an
abnormal load on the system such as the following:
prolonged idle, very high ambient temperature, slight
tail wind at idle, slow traffic speed, traffic jam, high
speed, steep grade.
DRIVING TECHNIQUES
To avoid overheating the cooling system:
(1) Idle with A/C off when temperature gauge is at
end of normal range.
(2) Do not increase engine speed for more air flow
and coolant flow because the electric motor fan sys-
tems are not responsive to engine RPM. The added
cooling from higher coolant flow rate is more than
offset by increased heat rejection (engine heat added
to coolant).
TRAILER TOWING
Consult the owner's manual under Trailer Towing
and do not exceed specified limits.
VISUAL INSPECTION
If the cooling system problem is not caused by a
driving condition, perform a visual inspection to
determine if there was a recent service or accident
repair, including the following:
²Loose/damaged water pump drive belt
²Incorrect cooling system refilling (trapped air or
low level)
²Brakes possibly dragging
²Damaged hoses
²Loose/damaged hose clamps
²Damaged/incorrect engine thermostat
²Damaged cooling fan motor, fan blade and fan
shroud
²Damaged head gasket
²Damaged water pump
²Damaged radiator
²Damaged coolant recovery system
²Damaged heater core
²Open/shorted electrical circuits
If the visual inspection reveals none of the above
as cause for a cooling system complaint, refer to the
following diagnostic charts.
COOLING SYSTEM DIAGNOSIS CHART
CONDITION POSSIBLE CAUSES CORRECTION
PRESSURE CAP IS BLOWING
OFF STEAM AND/OR COOLANT.
TEMPERATURE GAUGE READING
MAY BE ABOVE NORMAL BUT
NOT HIGH. COOLANT LEVEL MAY
BE HIGH IN COOLANT RESERVE/
OVERFLOW TANK.1. Pressure relief valve in radiator
cap is defective, or was not
properly seated.1. Check condition of radiator cap
and cap seal. (Refer to 7 -
COOLING/ENGINE/RADIATOR
PRESSURE CAP - DIAGNOSIS
AND TESTING) Replace cap as
necessary.
2. Incorrect cap was installed. 2. Replace cap as necessary.
3. Incorrect coolant mixture. 3. Check concentration level of the
coolant. (Refer to 7 - COOLING/
ENGINE/COOLANT - DIAGNOSIS
AND TESTING) Adjust the ethylene
glycol-to-water ratio as required.
COOLANT LOSS TO THE
GROUND WITHOUT PRESSURE
CAP BLOWOFF. GAUGE IS
READING HIGH OR HOT.1. Coolant leaks in radiator, cooling
system hoses, water pump or
engine.1. Pressure test and repair as
necessary. (Refer to 7 - COOLING -
DIAGNOSIS AND TESTING)
7 - 14 ENGINERS

CONDITION POSSIBLE CAUSES CORRECTION
COOLANT COLOR 1. Coolant color is not necessarily
an indication of adequate corrosion
or temperature protection. Do not
rely on coolant color for determining
condition of coolant.1. Check the freeze point of the
coolant. (Refer to 7 - COOLING/
ENGINE/COOLANT - DIAGNOSIS
AND TESTING) Adjust the ethylene
glycol-to-water ratio as necessary.
COOLANT LEVEL CHANGES IN
COOLANT BOTTLE.
TEMPERATURE GAUGE IS IN
NORMAL RANGE.1. Level changes are to be
expected as coolant volume
fluctuates with engine temperature.
The coolant level will also drop as
the system removes air from a
recent filling.1. A normal condition. No repair is
necessary.
Refer to (Fig. 1) when using the TEMPERATURE
GAUGE INDICATION DIAGNOSIS CHART.
TEMPERATURE GAUGE INDICATION DIAGNOSIS CHART
CONDITION POSSIBLE CAUSES CORRECTION
TEMPERATURE GAUGE READING
IS INCONSISTENT (FLUCTUATES,
CYCLES OR IS ERRATIC).1. Normal reaction to fan and/or
thermostat cycle (Fig. 1 ),
Examples B and C. During cold
weather operation with the heater
blower in the high position, the
gauge reading may drop slightly
(Fig. 1 ), Example D. Fluctuation is
also influenced by outside
temperature and heavy loads (Fig.
1 ), Example E.1. A normal condition. No correction
is necessary.
2. Gauge reading rises when
vehicle is brought to a stop after
heavy use (engine still running)
(Fig. 1 ), Example F.2. A normal condition. No correction
is necessary. Gauge reading should
return to normal range (Fig. 1 ),
Example A, after vehicle is driven.
3. Gauge reading high after
restarting a warmed-up (hot)
engine.3. A normal condition. No correction
is necessary. The gauge should
return to normal range (Fig. 1 ),
Example A, after a few minutes of
engine operation.
4. Temperature gauge or engine
coolant temperature sensor
defective or shorted. Also, corroded
or loose wiring in the electrical
circuit.4. Check operation of gauge or
engine coolant temperature sensor
and repair, if necessary.
RSENGINE7-17
ENGINE (Continued)

COOLANT
DESCRIPTION - ENGINE COOLANT
WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL
BASE COOLANT AND IS HARMFUL IF SWAL-
LOWED OR INHALED. IF SWALLOWED, DRINK
TWO GLASSES OF WATER AND INDUCE VOMIT-
ING. IF INHALED, MOVE TO FRESH AIR AREA.
SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT
STORE IN OPEN OR UNMARKED CONTAINERS.
WASH SKIN AND CLOTHING THOROUGHLY AFTER
COMING IN CONTACT WITH ETHYLENE GLYCOL.
KEEP OUT OF REACH OF CHILDREN. DISPOSE OF
GLYCOL BASE COOLANT PROPERLY, CONTACT
YOUR DEALER OR GOVERNMENT AGENCY FOR
LOCATION OF COLLECTION CENTER IN YOUR
AREA. DO NOT OPEN A COOLING SYSTEM WHEN
THE ENGINE IS AT OPERATING TEMPERATURE OR
HOT UNDER PRESSURE, PERSONAL INJURY CAN
RESULT. AVOID RADIATOR COOLING FAN WHEN
ENGINE COMPARTMENT RELATED SERVICE IS
PERFORMED, PERSONAL INJURY CAN RESULT.
CAUTION: Use of Propylene Glycol based coolants
is not recommended, as they provide less freeze
protection and less boiling protection.
The cooling system is designed around the coolant.
The coolant must accept heat from engine metal, in
the cylinder head area near the exhaust valves and
engine block. Then coolant carries the heat to the
radiator where the tube/fin radiator can transfer the
heat to the air.
The use of aluminum cylinder blocks, cylinder
heads, and water pumps requires special corrosion
protection. MopartAntifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769), or the equiva-
lent ethylene glycol base coolant with hybrid organic
corrosion inhibitors (called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% Ethylene Glycol and 50% distilled
water to obtain a freeze point of -37ÉC (-35ÉF). If it
loses color or becomes contaminated, drain, flush,
and replace with fresh properly mixed coolant solu-
tion.
The green coolantMUST NOT BE MIXEDwith
the orange or magenta coolants. When replacing cool-
ant the complete system flush must be performed
before using the replacement coolant.CAUTION: MoparTAntifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769) may not be
mixed with any other type of antifreeze. Doing so
will reduce the corrosion protection and may result
in premature water pump seal failure. If non-HOAT
coolant is introduced into the cooling system in an
emergency, it should be replaced with the specified
coolant as soon as possible.
DIAGNOSIS AND TESTING - COOLANT
CONCENTRATION TESTING
Coolant concentration should be checked when any
additional coolant was added to system or after a
coolant drain, flush and refill. The coolant mixture
offers optimum engine cooling and protection against
corrosion when mixed to a freeze point of -37ÉC
(-34ÉF) to -46ÉC (-50ÉF). The use of a hydrometer or a
refractometer can be used to test coolant concentra-
tion.
A hydrometer will test the amount of glycol in a
mixture by measuring the specific gravity of the mix-
ture. The higher the concentration of ethylene glycol,
the larger the number of balls that will float, and
higher the freeze protection (up to a maximum of
60% by volume glycol).
A refractometer (Special Tool 8286)(Refer to 7 -
COOLING - SPECIAL TOOLS) will test the amount
of glycol in a coolant mixture by measuring the
amount a beam of light bends as it passes through
the fluid.
Some coolant manufactures use other types of gly-
cols into their coolant formulations. Propylene glycol
is the most common new coolant. However, propylene
glycol based coolants do not provide the same freez-
ing protection and corrosion protection and is not rec-
ommended.
CAUTION: Do not mix types of coolantÐcorrosion
protection will be severely reduced.
STANDARD PROCEDURE - COOLANT SERVICE
For engine coolant recommended service schedule,
(Refer to LUBRICATION & MAINTENANCE/MAIN-
TENANCE SCHEDULES - DESCRIPTION).
RSENGINE7-19

DIAGNOSIS AND TESTING - ENGINE BLOCK
HEATER TESTING
If unit does not operate, trouble can be in either
the power cord or the heater element. Test power
cord for continuity with a 110-volt voltmeter or 110-
volt test light; test heater element continuity with an
ohmmeter or 12-volt test light.
REMOVAL
(1) Drain coolant from radiator and cylinder block.
(Refer to 7 - COOLING - STANDARD PROCEDURE)
(2) Disconnect the power cord plug from heater.
(3) Loosen screw in center of heater. Remove the
heater assembly.
INSTALLATION
(1) Clean block core hole and heater seat.
(2) Insert heater assembly with element loop posi-
tionedupward.
(3) With heater seated, tighten center screw
securely to assure a positive seal.
(4) Install power cord plug to heater.
(5) Fill cooling system with coolant to the proper
level. (Refer to 7 - COOLING - STANDARD PROCE-
DURE)
ENGINE COOLANT
TEMPERATURE SENSOR - 2.4L
DESCRIPTION
The engine coolant temperature sensor threads
into the top of the thermostat housing (Fig. 3). New
sensors have sealant applied to the threads.
REMOVAL
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOV-
ING THE COOLANT TEMPERATURE SENSOR.
(1) Drain the cooling system below thermostat
level. (Refer to 7 - COOLING - STANDARD PROCE-
DURE)
(2) Disconnect coolant temperature sensor electri-
cal connector.
(3) Remove coolant temperature sensor (Fig. 3).
INSTALLATION
(1) Install coolant temperature sensor (Fig. 3).
Tighten sensor to 7 N´m (60 in. lbs.).
(2) Connect electrical connector to sensor.
(3) Fill cooling system. (Refer to 7 - COOLING -
STANDARD PROCEDURE)
ENGINE COOLANT
TEMPERATURE SENSOR -
3.3/3.8L
DESCRIPTION
The engine coolant temperature sensor threads
into a coolant passage on lower intake manifold near
the thermostat (Fig. 6). New sensors have sealant
applied to the threads.
REMOVAL
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOV-
ING THE COOLANT TEMPERATURE SENSOR.
Fig. 3 Engine Coolant Temperature Sensor - 2.4L
1 - MAP SENSOR
2 - COOLANT TEMPERATURE SENSOR
RSENGINE7-21
ENGINE BLOCK HEATER (Continued)

INSTALLATION
(1) Install engine coolant temperature sensor (Fig.
6). Tighten sensor to 7 N´m (60 in. lbs.).
(2) Connect electrical connector to sensor (Fig. 6).
(3) Install ignition coil bracket (Fig. 5).
(4) Install ignition coil (Fig. 5).
(5) Install power steering reservoir (Fig. 4).
(6) Fill cooling system. (Refer to 7 - COOLING -
STANDARD PROCEDURE)
ENGINE COOLANT
THERMOSTAT
DESCRIPTION
The engine cooling thermostats are a wax pellet
driven, reverse poppet choke type. The thermostat is
mounted in a housing on the coolant outlet of the
engine (Fig. 8) or (Fig. 10).
OPERATION
The engine cooling thermostat is a wax pellet
driven, reverse poppet choke type. The thermostat is
designed to provide the fastest warm up possible by
preventing leakage through it and to guarantee a
minimum engine operating temperature of 88 to
93ÉC (192 to 199ÉF). The thermostat also will auto-
matically reach wide open so it will not restrict flow
to the radiator as temperature of the coolant rises in
hot weather to around 104ÉC (220ÉF). Above this
temperature the coolant temperature is controlled by
the radiator, fan, and ambient temperature, not the
thermostat.
The thermostat is operated by a wax filled con-
tainer (pellet) which is sealed. When heated coolant
reaches a predetermined temperature, the wax
expands enough to overcome the closing spring and
water pump pressure, which forces the valve to open.
DIAGNOSIS AND TESTING - ENGINE COOLANT
THERMOSTAT
The thermostat is operated by a wax filled cham-
ber (pellet) which is sealed. When heated coolant
reaches a predetermined temperature the wax pellet
expands enough to overcome the closing spring and
water pump pressure, which forces the valve to open.
Coolant leakage into the pellet will cause a thermo-
stat to fail open. Do not attempt to free up a thermo-
stat with a screwdriver.
Thermostat diagnostics is included in powertrain
control module's (PCM) programing for on-board
diagnosis. The malfunction indicator light (MIL) will
illuminate and a diagnostic trouble code (DTC) will
be set when an ªopen too soonº condition occurs. Do
not change a thermostat for lack of heater perfor-
mance or temperature gauge position, unless a DTC
is present. For other probable causes, (Refer to 7 -
COOLING/ENGINE - DIAGNOSIS AND TESTING).
Thermostat failing shut is the normal long term
mode of failure, and normally, only on high mileage
vehicles. The temperature gauge will indicate this
(Refer to 7 - COOLING/ENGINE - DIAGNOSIS AND
TESTING).Fig. 6 Engine Coolant Temperature Sensor
1 - ENGINE COOLANT TEMPERATURE SENSOR
2 - CONNECTOR - ENGINE COOLANT SENSOR
3 - FITTING - HEATER SUPPLY
RSENGINE7-23
ENGINE COOLANT TEMPERATURE SENSOR - 3.3/3.8L (Continued)

INSPECTION
Hold the cap in your hand,top side up(Fig. 19).
The vent valve at the bottom of the cap should open.
If the rubber gasket has swollen, preventing the
valve from opening, replace the cap.
Hold the cleaned cap in your hand,upside down.
If any light can be seen between vent valve and the
rubber gasket, replace the cap.Do not use a
replacement cap that has a spring to hold the
vent shut.
A replacement cap must be of the type designed for
coolant reserve systems. This design ensures coolant
return to the radiator.
RADIATOR FAN
DESCRIPTION
The dual radiator fans are mounted to the back
side of the radiator (Fig. 20). The radiator fan consist
of the fan blade, electric motor and a support shroud
which are all serviced as an assembly.
OPERATION
RADIATOR FAN OPERATION CHART
COOLANT TEMPERATURE A/C PRESSURE TRANSAXLE OIL
TEMPERATURE
Fan
Operation
Speeds:Initial Max Initial Max Initial Max
Fan On: 104ÉC
(220ÉF)110ÉC
(230ÉF) Fan
Speed
Duty-Cycles
(Ramps-up)
from 30% to
99%1,724 Kpa
(250 psi)2,068 Kpa
(300 psi) Fan
Speed
Duty-Cycles
(Ramps-up)
from 30% to
99%96ÉC (204ÉF) 111ÉC (232ÉF)
Fan Speed
Duty Cycles
(Ramps-up)
from 30% to
99%
Fan Off: 101ÉC
(214ÉF)Fan Speed
Duty-Cycles
(Ramps-
down) from
99% to 30%1,710 Kpa
(248 psi)Fan Speed
Duty-Cycles
(Ramps-
down) from
99% to 30%89ÉC (192ÉF) Fan Speed
Duty Cycles
(Ramps-down)
from 99% to
30%
Fig. 19 Cooling System Pressure Cap
1 - OVERFLOW NIPPLE
2 - MAIN SPRING
3 - GASKET RETAINER
4 - STAINLESS-STEEL SWIVEL TOP
5 - RUBBER SEALS
6 - VENT VALVE
7 - RADIATOR
8 - FILLER NECK
RSENGINE7-29
RADIATOR PRESSURE CAP (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
BUTTONS ON VIDEO
SCREEN INOPERATIVE1. VIDEO SCREEN DAMAGED. 1. PLACE KNOWN GOOD DVD INTO DVD
PLAYER. ONCE IMAGE APPEARS ON
VIDEO SCREEN, PRESS TOP BUTTON ON
SIDE OF VIDEO SCREEN TO ADJUST
WIDTH OF DISPLAY. PRESS BOTTOM
BUTTONS TO ADJUST BRIGHTNESS.
ONCE DVD MENU APPEARS ON VIDEO
SCREEN, PRESS MIDDLE BUTTON ON
VIDEO SCREEN. HIGHLIGHTED
SELECTION WILL BEGIN TO PLAY. IF ANY
OF THE BUTTONS DO NOT FUNCTION,
REPLACE OR EXCHANGE VIDEO
SCREEN.
AMPLIFIER
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the right quarter trim panel (Refer to
23 - BODY/INTERIOR/QUARTER TRIM PANEL -
REMOVAL).
(3) Remove the right rear speaker.
(4) Disconnect the two electrical harness retainers
near the amplifier.
(5) Remove the mounting fasteners (Fig. 1).
(6) Disconnect the electrical harness connectors
and remove the amplifier through the right rear
speaker opening.
(7) Remove the bracket from the amplifier.
INSTALLATION
(1) Install bracket to amplifier
(2) Connect the electrical harness connectors, and
position amplifier.
(3) Install and tighten mounting fasteners.
(4) Install the two electrical harness retainers.
(5) Install the right rear speaker.
(6) Install right quarter trim panel (Refer to 23 -
BODY/INTERIOR/QUARTER TRIM PANEL -
INSTALLATION).
(7) Connect the battery negative cable.
ANTENNA BODY AND CABLE
DESCRIPTION
Domestic vehicles use a fixed-length stainless steel
rod-type antenna mast, installed at the right front
fender of the vehicle. The antenna mast is connected
to the center wire of the coaxial antenna cable, and is
not grounded to any part of the vehicle.
OPERATION
To minimize static, the antenna base must have a
good ground. The coaxial antenna cable shield (the
outer wire mesh of the cable) is grounded to the
antenna base and the radio chassis.
The antenna coaxial cable has an additional dis-
connect, located near the right end of the instrument
panel. This additional disconnect allows the instru-
ment panel assembly to be removed and installed
without removing the radio.
Fig. 1 AMPLIFIER
RSAUDIO/VIDEO8A-7
AUDIO/VIDEO (Continued)

CHIME/BUZZER
TABLE OF CONTENTS
page page
CHIME/BUZZER
DESCRIPTION..........................1
OPERATION............................1
WARNING.............................2
DIAGNOSIS AND TESTING - CHIME SYSTEM . . 2
PARK ASSIST DISPLAY
DESCRIPTION..........................3
OPERATION............................3
REMOVAL.............................4
INSTALLATION..........................4PARK ASSIST MODULE
DESCRIPTION..........................4
OPERATION............................5
REMOVAL.............................5
INSTALLATION..........................6
PARK ASSIST SENSOR
DESCRIPTION..........................6
OPERATION............................6
REMOVAL.............................6
INSTALLATION..........................6
CHIME/BUZZER
DESCRIPTION
The chime/buzzer system provides the driver with
warning chimes for:
²Seat Belt
²Exterior Lamps ON
²Key-In Ignition
²Engine Temperature Critical
²Turn Signals ON
²Dome Lamp ON
²Low Oil Pressure
²High Speed Warning
²Warning Lamp Announcement
²Key-In Accessory
²Low/High Tire Pressure
²Service Tire Pressure Monitor (TPM)
HIGH SPEED WARNING - EXPORT
The chime will sound, acting as a warning to the
driver that the vehicle speed has exceeded 120   3
Kp/h (75   2 mph).
Refer to the proper body diagnostic information
diagnosis and testing with a scan tool.
PARK ASSIST SYSTEM
The Park Assist System is an electronic parking
aid that alerts the driver to obstacles which are
located immediately behind the vehicle. Objects are
sensed using ultrasonic sound waves. When an object
is detected, the system will give the driver visual and
audible warnings. The system is customer program-
mable through the Electronic Vehicle Information
Center (EVIC) but will be enabled from the factory
as a default.
The major components of the park assist system
are:²Park Assist Module- supplies voltage to the
object detection sensors and park assist display. It
triggers the sensors, analyzes the echo delay times
and calculates obstacle distances. It sends display
information to the park assist display, performs sys-
tem diagnostics, and communicates via the Program-
mable Communication Interface (PCI) date bus
network.
²Park Assist Sensors- there are four sensors
located in the rear bumper that generate ultrasonic
pulses when triggered by the park assist module. The
sensors signal the park assist module when reflected
ultrasonic pulses are received.
²Park Assist Display- there are sixteen Light
Emitting Diode (LED) indicators which provide indi-
cation of relative distance to obstacles. When the sys-
tem is engaged and no obstacles are detected, the
two outermost yellow LED's are lit at reduced bright-
ness to show the system is working. As the distance
to a detected obstacle decreases, more yellow LED's
towards the center of the display illuminate.
For diagnosis and testing of the park assist sys-
tem, use a scan tool and the appropriate body diag-
nostic information.
OPERATION
Refer to the proper Body Diagnostic Procedures
manual for complete chime/buzzer operation and con-
ditions for operation.
HIGH SPEED WARNING - EXPORT
When the vehicle speed sensor sees 120   3 Km/h
(75   2 mph), it sends a PCI data bus message to the
Body Control Module (BCM). The BCM then turns on
the chime to let the driver know that the vehicle has
reached a speed greater than 120   3 Km/h (75   2
mph). This audible message will continue until the
vehicle is slowed below the predetermined speed.
RSCHIME/BUZZER8B-1