fuel filter CHRYSLER VOYAGER 1996 Workshop Manual

IGNITION COILÐPCM OUTPUTÐ2.0L ENGINE
Refer to the Ignition Coil for 2.4/3.0/3.3/3.8L
engines under Description and Operation in the Fuel
Injection System section of group 14 for more infor-
mation.
MALFUNCTION INDICATOR (CHECK ENGINE)
LAMPÐPCM OUTPUTÐ2.0L ENGINE
Refer to the Malfunction Indicator Lamp for 2.4/
3.0/3.3/3.8L engines under Description and Operation
in the Fuel Injection System section of group 14 for
more information.
RADIATOR FAN CONTROL MODULEÐPCM
OUTPUTÐ2.0L ENGINE
Refer to the Radiator Fan Control Module for 2.4/
3.0/3.3/3.8L engines under Description and Operation
in the Fuel Injection System section of group 14 for
more information.
SPEED CONTROL SOLENOIDSÐPCM OUTPUTÐ
2.0L ENGINE
Refer to the Speed Control Solenoids for 2.4/3.0/3.3/
3.8L engines under Description and Operation in the
Fuel Injection System section of group 14 for more
information.
TACHOMETERÐPCM OUTPUTÐ2.0L ENGINE
Refer to the Tachometer for 2.4/3.0/3.3/3.8L engines
under Description and Operation in the Fuel Injec-
tion System section of group 14 for more information.
THROTTLE BODYÐ2.0L ENGINE
Refer to the Throttle Body for 2.4/3.0/3.3/3.8L
engines under Description and Operation in the Fuel
Injection System section of group 14 for more infor-
mation.
DIAGNOSIS AND TESTING
VISUAL INSPECTIONÐSOHC
Before diagnosing or servicing the fuel injection
system, perform a visual inspection for loose, discon-
nected, or misrouted wires and hoses. A thorough
visual inspection that includes the following checks
saves unnecessary test and diagnostic time.
(1) Inspect the battery connections. Clean corroded
terminals.
(2) Check the 2 PCM 40-way connector for
stretched wires on pushed out terminals
(3) Open the Power Distribution Center (PDC).
Check for blown fuses. Ensure the relays and fuses
are fully seated in the PDC. A label on the underside
of the PDC cover shows the locations of each relay
and fuse.
(4) Verify the throttle cable operates freely.
(5) Check the electrical connections at the idle air
control motor and throttle position sensor.
(6) Check hose connections between the PCV
valve, vacuum port - intake manifold and the oil sep-
arator (Fig. 13).
(7) Inspect the electrical connections at the MAP
sensor/intake air temperature sensor and the (Fig.
14).
(8) Inspect the fuel injector electrical connections
(Fig. 15).
(9) Inspect the ignition coil electrical connector.
Ensure the spark plug insulators are firmly seated
over the spark plugs (Fig. 16).
(10) Check the electrical connection to the radiator
fan.
(11) Inspect for corrosion on the electrical connec-
tions at the starter motor solenoid. Check the ground
cable connection below the starter motor (Fig. 17).
(12) Inspect the air cleaner filter element. Replace
as necessary. Check the air induction system for
restrictions.
Fig. 10 Ignition CoilÐ2.0L engine
Fig. 11 Throttle BodyÐ2.0L engine
14 - 36 FUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINENS/GS
DESCRIPTION AND OPERATION (Continued)

components now have input (rationality) and output
(functionality) checks. Previously, a component like
the Throttle Position sensor (TPS) was checked by
the PCM for an open or shorted circuit. If one of
these conditions occurred, a DTC was set. Now there
is a check to ensure that the component is working.
This is done by watching for a TPS indication of a
greater or lesser throttle opening than MAP and
engine rpm indicate. In the case of the TPS, if engine
vacuum is high and engine rpm is 1600 or greater
and the TPS indicates a large throttle opening, a
DTC will be set. The same applies to low vacuum
and 1600 rpm.
Any component that has an associated limp in will
set a fault after 1 trip with the malfunction present.
Refer to the Diagnostic Trouble Codes Description
Charts in this section and the appropriate Power-
train Diagnostic Procedure Manual for diagnostic
procedures.
NON-MONITORED CIRCUITS
The PCM does not monitor all circuits, systems
and conditions that could have malfunctions causing
driveability problems. However, problems with these
systems may cause the PCM to store diagnostic trou-
ble codes for other systems or components. For exam-
ple, a fuel pressure problem will not register a fault
directly, but could cause a rich/lean condition or mis-
fire. This could cause the PCM to store an oxygen
sensor or misfire diagnostic trouble code.
The major non-monitored circuits are listed below
along with examples of failures modes that do not
directly cause the PCM to set a DTC, but for a sys-
tem that is monitored.
FUEL PRESSURE
The fuel pressure regulator controls fuel system
pressure. The PCM cannot detect a clogged fuel
pump inlet filter, clogged in-line fuel filter, or a
pinched fuel supply or return line. However, these
could result in a rich or lean condition causing the
PCM to store an oxygen sensor or fuel system diag-
nostic trouble code.
SECONDARY IGNITION CIRCUIT
The PCM cannot detect an inoperative ignition coil,
fouled or worn spark plugs, ignition cross firing, or
open spark plug cables.
CYLINDER COMPRESSION
The PCM cannot detect uneven, low, or high engine
cylinder compression.
EXHAUST SYSTEM
The PCM cannot detect a plugged, restricted or
leaking exhaust system. It may set a EGR or Fuel
system fault or O2S.
FUEL INJECTOR MECHANICAL
MALFUNCTIONS
The PCM cannot determine if a fuel injector is
clogged, the needle is sticking or if the wrong injector
is installed. However, these could result in a rich or
lean condition causing the PCM to store a diagnostic
trouble code for either misfire, an oxygen sensor, or
the fuel system.
EXCESSIVE OIL CONSUMPTION
Although the PCM monitors engine exhaust oxygen
content when the system is in closed loop, it cannot
determine excessive oil consumption.
THROTTLE BODY AIR FLOW
The PCM cannot detect a clogged or restricted air
cleaner inlet or filter element.
VACUUM ASSIST
The PCM cannot detect leaks or restrictions in the
vacuum circuits of vacuum assisted engine control
system devices. However, these could cause the PCM
to store a MAP sensor diagnostic trouble code and
cause a high idle condition.
PCM SYSTEM GROUND
The PCM cannot determine a poor system ground.
However, one or more diagnostic trouble codes may
be generated as a result of this condition. The mod-
ule should be mounted to the body at all times, also
during diagnostic.
PCM CONNECTOR ENGAGEMENT
The PCM may not be able to determine spread or
damaged connector pins. However, it might store
diagnostic trouble codes as a result of spread connec-
tor pins.
HIGH AND LOW LIMITS
The PCM compares input signal voltages from each
input device with established high and low limits for
the device. If the input voltage is not within limits
and other criteria are met, the PCM stores a diagnos-
tic trouble code in memory. Other diagnostic trouble
code criteria might include engine RPM limits or
input voltages from other sensors or switches that
must be present before verifying a diagnostic trouble
code condition.
NSEMISSION CONTROL SYSTEMS 25 - 11
DESCRIPTION AND OPERATION (Continued)

EVAPORATIVE EMISSION CONTROLS
INDEX
page page
DESCRIPTION AND OPERATION
CRANKCASE VENT FILTER................ 16
EVAPORATION CONTROL SYSTEM......... 13
EVAPORATIVE (EVAP) CANISTER........... 13
LEAK DETECTION PUMP................. 14
POSITIVE CRANKCASE VENTILATION (PCV)
SYSTEMS............................ 15
PRESSURE-VACUUM FILLER CAP.......... 14
PROPORTIONAL PURGE SOLENOID......... 13ROLLOVER VALVE....................... 13
VEHICLE EMISSION CONTROL INFORMATION
LABEL............................... 16
DIAGNOSIS AND TESTING
LEAK DETECTION PUMP................. 16
PCV VALVE TEST....................... 16
REMOVAL AND INSTALLATION
LEAK DETECTION PUMP REPLACEMENT.... 16
ROLLOVER VALVES..................... 17
DESCRIPTION AND OPERATION
EVAPORATION CONTROL SYSTEM
The evaporation control system prevents the emis-
sion of fuel tank vapors into the atmosphere. When
fuel evaporates in the fuel tank, the vapors pass
through vent hoses or tubes to a charcoal filled evap-
orative canister. The canister temporarily holds the
vapors. The Powertrain Control Module (PCM) allows
intake manifold vacuum to draw vapors into the com-
bustion chambers during certain operating condi-
tions.
All engines use a duty cycle purge system. The
PCM controls vapor flow by operating the duty cycle
EVAP purge solenoid. Refer to Duty Cycle EVAP
Purge Solenoid in this section.
NOTE: The evaporative system uses specially man-
ufactured hoses. If they need replacement, only use
fuel resistant hose.
ROLLOVER VALVE
All vehicles have a rollover valve. The valve also
prevents fuel flow through the fuel tank vent valve
hoses should the vehicle rollover. All vehicles pass a
360É rollover.
The charcoal filled evaporative canister stores the
vapors. The rollover valve is not a serviceable item.
EVAPORATIVE (EVAP) CANISTER
All vehicles use a sealed, maintenance free, evapo-
rative (charcoal) canister. The canister is attached to
the frame under the driver's seat (Fig. 1).
Fuel tank vapor vents into the canister. The canis-
ter temporarily holds the fuel vapors until intake
manifold vacuum draws them into the combustion
chamber. The canister proportional purge solenoidallows the canister to be purged at predetermined
intervals and engine conditions.
PROPORTIONAL PURGE SOLENOID
All vehicles use a Proportional purge solenoid. The
solenoid regulates the rate of vapor flow from the
EVAP canister to the throttle body. The PCM oper-
ates the solenoid.
During the cold start warm-up period and the hot
start time delay, the PCM does not energize the sole-
noid. When de-energized, no vapors are purged. The
PCM de-energizes the solenoid during open loop oper-
ation.
Fig. 1 Evaporative Canister
NSEMISSION CONTROL SYSTEMS 25 - 13

POSITIVE CRANKCASE VENTILATION (PCV)
SYSTEMS
Intake manifold vacuum removes crankcase vapors
and piston blow-by from the engine. The vapors pass
through the PCV valve into the intake manifold
where they become part of the calibrated air-fuel
mixture. They are burned and expelled with the
exhaust gases. The air cleaner supplies make up air
when the engine does not have enough vapor or
blow-by gases. In this system, fresh filtered air
enters the crankcase (Fig. 4), (Fig. 5) and (Fig. 6).
PCV VALVE
The PCV valve contains a spring loaded plunger.
The plunger meters the amount of crankcase vapors
routed into the combustion chamber based on intake
manifold vacuum.
When the engine is not operating or during an
engine backfire, the spring forces the plunger back
against the seat. This prevents vapors from flowing
through the valve (Fig. 7).When the engine is at idle or cruising, high mani-
fold vacuum is present. At these times manifold vac-
uum is able to completely compress the spring and
pull the plunger to the top of the valve (Fig. 8). In
this position there is minimal vapor flow through the
valve.
During periods of moderate intake manifold vac-
uum the plunger is only pulled part way back from
Fig. 4 PCV ValveÐ2.4L Engine
Fig. 5 PCV Valve Ð3.0L Engine
Fig. 6 PCV Valve and Fresh Air HoseÐ 3.3/3.8L
Engines
Fig. 7 Engine Off or Engine BackfireÐNo Vapor
Flow
Fig. 8 High Intake Manifold VacuumÐMinimal Vapor
Flow
NSEMISSION CONTROL SYSTEMS 25 - 15
DESCRIPTION AND OPERATION (Continued)