coolant CHRYSLER CARAVAN 2002 Service Manual

(18) Reconnect the suction line extension fitting to
the underbody suction line fitting. Tighten the fit-
tings to 23 N´m (17 ft. lbs.).
(19) Install a new tie strap just forward of the con-
nections between the underbody plumbing and the
engine compartment plumbing for the rear heater
and air conditioner.
(20) Lower the vehicle.
(21) Evacuate the refrigerant system. (Refer to 24
- HEATING & AIR CONDITIONING/PLUMBING -
FRONT/REFRIGERANT - STANDARD PROCE-
DURE - REFRIGERANT SYSTEM EVACUATE).
(22) Charge the refrigerant system. (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING -
FRONT/REFRIGERANT - STANDARD PROCE-
DURE - REFRIGERANT SYSTEM CHARGE).
UNDERBODY LINES
DESCRIPTION
The rear heater-A/C unit plumbing is used only on
models with the optional rear heater-A/C unit. The
formed metal rear heater-A/C unit suction line, liquid
line, and heater lines are available for separate ser-
vice replacement. The molded and straight heater
hoses used on the rear heater-A/C unit can be ser-
viced in the vehicle. Refer to Group 7 - Cooling Sys-
tem for the heater hose service procedures.
OPERATION
The rear heater and A/C lines are all serviced as
individual pieces. When disconnecting any line or
block ensure that the area around it is clean of any
contaminations that can get in to the system (Fig. 8),
(Fig. 9), (Fig. 11), (Fig. 10) and (Fig. 12).Any kinks or sharp bends in the rear heater-A/C
unit plumbing will reduce the capacity of the entire
heating and air conditioning system. Kinks and
sharp bends reduce the system flow. High pressures
are produced in the refrigerant system when the air
conditioning compressor is operating. High tempera-
ture coolant is present in the heater plumbing when
the engine is operating. Extreme care must be exer-
cised to make sure that each of the plumbing connec-
tions is pressure-tight and leak free.
Fig. 8 Rear Heater and A/C Lines
1 - HEATER CONNECTION
2 - REAR A/C LINE BLOCK CONNECTION
Fig. 9 Front Lines Connected to Rear Lines
24 - 106 PLUMBING - REARRS
SUCTION LINE (Continued)
ProCarManuals.com

REMOVAL
REMOVAL - REAR HEATER LINES
(1) Raise and support vehicle.
(2) Pinch off rubber heater line hose.
(3) Disconnect quick connect fitting at C-pillar.
(4) Loosen one screw and remove the other screw
at each of the three brackets holding the front of the
line to the underbody.
(5) Lower rear of line and drain coolant into a
suitable container.
(6) Loosen hose clamps at front of line and remove
line from vehicle.
REMOVAL - REAR AIR CONDITIONING LINES
(1) Recover A/C system.
(2) Hoist and support vehicle.
(3) Loosen one screw and remove the other screw
at each of the three brackets holding the A/C lines to
the underbody (Fig. 8).
(4) Remove both A/C lines from the two rear
retaining clamps, behind rear wheel.
(5) Remove both compression fittings at front of
A/C lines (Fig. 9).
(6) Remove (1) bolt securing A/C lines to block
located at A/C housing, behind rear wheel, and sepa-
rate block (Fig. 12).
(7) Remove rear wheel.
(8) Separate ABS harness from flex hose clamps.
(9) Remove heater lines from underbody brackets.
(10) Pinch off rubber heater line hoses at front of
vehicle.
(11) Loosen hose clamps at front of heater lines
and allow them to hang from vehicle.
(12) Remove rear A/C lines from vehicle.
(13) Remove nylon wedge holding lines into rear
block (Fig. 13).
Fig. 10 Rear Heater Hose Connection
1 - REAR HEATER HOSE
Fig. 11 Rear heater hose quick connects
1 - INSERT
2 - QUICK CONNECT
3 - COMPRESS INSERT FOR REMOVAL
Fig. 12 Rear A/C Block Connection
1 - CLEAN AREA AROUND BLOCK BEFORE REMOVAL
RSPLUMBING - REAR24 - 107
UNDERBODY LINES (Continued)
ProCarManuals.com

DIESEL SUPPLEMENTAL HEATER - DCHA - BUX
TABLE OF CONTENTS
page page
DIESEL SUPPLEMENTAL HEATER - DCHA -
BUX
DESCRIPTION........................109
OPERATION..........................109
DIAGNOSIS AND TESTING - DIESEL
SUPPLEMENTAL HEATER - DCHA........110
EXHAUST TUBE
REMOVAL............................110
INSTALLATION........................110
FUEL DOSING PUMP
DESCRIPTION........................111
OPERATION..........................111
REMOVAL............................111
INSTALLATION........................111FUEL LINE
STANDARD PROCEDURE - CLEANING.....112
REMOVAL............................112
INSTALLATION........................112
HEATER UNIT
REMOVAL............................114
INSTALLATION........................114
SUPPLEMENTAL DIESEL HEATER WIRING
REMOVAL............................115
INSTALLATION........................115
AIR INTAKE PIPE
REMOVAL............................115
INSTALLATION........................116
DIESEL SUPPLEMENTAL
HEATER - DCHA - BUX
DESCRIPTION
Vehicles equipped with the optional diesel engine
are also equipped with a supplemental heater unit.
This unit is mounted under the vehicle and operates
similar to an oil fired furnace. The heater burns
small amounts of fuel to provide additional heat to
the coolant. Coolant is routed from the engine, to the
supplemental heater, and then to the front heater
core. This provides additional heat to the passenger
compartment. The system is interfaced to the vehi-
cles on-board computer systems and DRB-III diag-
nostics.
OPERATION
The supplemental heater unit is activated via the
temperature slide control or knob on the vehicle
HVAC control unit. If the control slide or knob is
moved to or above the upper set point the heater is
activated. The unit can operate in a full or partial
load range as well as an idle mode all dependent on
the engine coolant temperature. The heater unit will
also turn off if the HVAC temperature control is low-
ered to less than the lower set point. The heater unit
can take up to three minutes to completely shut
down when either the heater temperature is set
below the lower set point or the vehicle ignition is
shut down.
RSDIESEL SUPPLEMENTAL HEATER - DCHA - BUX24 - 109
ProCarManuals.com

DIAGNOSIS AND TESTING - DIESEL
SUPPLEMENTAL HEATER - DCHA
The following table lists possible fault symptoms of
diesel fueled heaters.
SYMPTOM POSSIBLE CAUSES
Smell of diesel fuel Check heater system integration in vehicle's fuel system. Check fuel
lines for leakage, kinks or obstructions. If OK, Inspect the inlet muffler,
drain as necessary. Re-test the unit and re-inspect. Inspect the
exhaust tube and heater unit for the presence of external fuel. If a
volume is observed on the unit or in the exhaust tube or after draining
and testing. Remove heater unit from vehicle and repair or replace
components as required.
Heater does not achieve full load
operation.Check heater operation with DRB-III and replace components as
required.
Continuous white smoke from heater
exhaust during combustion operation.Check heater operation with DRB-III and replace components as
required. White smoke is typical in extreme weather conditions.
Heater can not be switched off. Check heater operation with DRB-III and replace components as
required.
Heater does not operate. Diagnosis cabin heater ECU using the DRB-III and the procedures
listed in Vehicle Performance under Cabin Heater Diagnosis in Group
18.
Loss of coolant (Leakage) or heater
develops smoke during combustion
operation and exhaust has an
extremely sweet smell.Inspect coolant hoses for leakage, kinks or loose hose connection.
Inspect the exhaust tube assembly for continuous flow, if OK there is
an internal heater leak and unit should be inspected and components
should be replaced as required.
Loss of fuel (dripping). Check heater system integration in vehicles fuel system. Check fuel
line connection for leakage. If OK there is an internal leak and unit
should be inspected and replaced as required.
EXHAUST TUBE
REMOVAL
WARNING: THERE IS A POTENTIAL DANGER OF
SKIN BURNS AS THE HEATER AND ITS COMPO-
NENTS MAY BE VERY HOT. MAKE SURE THE
HEATER IS ALLOWED TO COOL DOWN BEFORE
ANY SERVICE WORK IS ATTEMPTED.
WARNING: THERE IS A POTENTIAL DANGER OF
SKIN BURNS AS THE EXHAUST SYSTEM MAY BE
VERY HOT. MAKE SURE THE EXHAUST SYSTEM IS
ALLOWED TO COOL DOWN BEFORE ANY SERVICE
WORK IS ATTEMPTED ON THE CABIN HEATER.
(1) Elevate vehicle on a lift taking note of the
exhaust tube flexible section.
(2) Remove the exhaust clamp at the flexible pipe
and steel pipe connection (Fig. 1).
(3) Remove the clamp at the flexible pipe connec-
tion and the heater unit housing (if required).(4) Remove the three screws holding the exhaust
pipe to the body.
(5) Remove the steel exhaust pipe from the vehi-
cle.
(6) Remove the flexible exhaust pipe from the
vehicle (if required).
INSTALLATION
(1) Install the flexible exhaust pipe to the heater
unit. Tighten mounting clamp.
(2) Position the steel exhaust pipe to the flexible
exhaust and install and tighten the mounting clamp.
(3) Install the three exhaust pipe screws, adjust
pipe placement as needed and tighten the screws.
(4) Install the clamp to connect the steel exhaust
pipe to the flexible exhaust pipe and tighten clamp.
(5) Check exhaust pipe exhaust end placement and
make any final adjustments.
(6) Lower vehicle from lift.
24 - 110 DIESEL SUPPLEMENTAL HEATER - DCHA - BUXRS
DIESEL SUPPLEMENTAL HEATER - DCHA - BUX (Continued)
ProCarManuals.com

(7) With the DRBIIItin Cabin Heater, select Sys-
tem Tests and Dosing Pump Prime. Allow the Dosing
Pump to run for the full 45 second cycle time. When
the 45 second cycle is complete, press Page Back on
the DRBIIItkey pad to exit the Dosing Pump Prime.
The Dosing Pump priming procedure is now com-
plete.
HEATER UNIT
REMOVAL
WARNING: ALLOW THE DCHA TO COOL BEFORE
PERFORMING A COMPONENT INSPECTION/REPAIR
OR REPLACEMENT. FAILURE TO FOLLOW THESE
INSTRUCTIONS MAY RESULT IN PERSONAL
INJURY.
WARNING: ALLOW THE EXHAUST SYSTEM TO
COOL BEFORE PERFORMING A COMPONENT
INSPECTION/REPAIR OR REPLACEMENT. FAILURE
TO FOLLOW THESE INSTRUCTION MAY RESULT IN
PERSONAL INJURY.
(1) Elevate the vehicle on a hoist/lift taking note of
heater exhaust tube flexible section.
(2) Drain cooling system(Refer to 7 - COOLING -
STANDARD PROCEDURE).
(3) Carefully open one hose to the underbody tube
assembly and drain the remaining coolant. A salvage
hose is a good idea to control the residual coolant, as
flow will occur from both the heater and the hose and
tube assemblies.
(4) Remove the second hose from the underbody
hose and tube assembly.
(5) Loosen the hose and tube assembly from the
toe-board cross member at two locations.
(6) Disconnect the electrical connector from the
body harness near the toe board cross member and
rail.
(7) Remove the wiring harness from the toe board
cross member(Refer to 24 - HEATING & AIR CON-
DITIONING/CABIN HEATER/HEATER UNIT -
REMOVAL).
(8) Open the fuel fill cap. Disconnect the rubber
fuel hose between the body tube assembly and the
fuel pump nipple at the body tube joint. A minimal
amount of fuel may flow from the open port.
NOTE: Utilize an approved fuel storage container to
catch any residual fuel.
(9) Loosen the two M8 fasteners at the rail. Take
care to notice that the exhaust tube bracket tab is on
top of the heater bracket.(10) Remove the heater exhaust tube flex section
from the exhaust tube by loosening the M6 bolt of
the clamp assembly. Remove the hose from the
exhaust tube. Removal of the rail tube assembly may
aid in this service operation.(Refer to 24 - HEATING
& AIR CONDITIONING/CABIN HEATER/EXHAUST
TUBE - REMOVAL).
(11) Remove seat hex nut at the heater mounting
flange to cross member.
(12) Loosen the remaining M6 and M8 fasteners
which mount the exhaust tube assembly to the vehi-
cle.
(a) Install a suitable cabin heater support device
under the cabin heater and secure the cabin heater
to the device.
(13) Loosen the remaining three M6 fasteners to
the cross members.
(14) Remove the loosened fasteners that support
the heater while supporting the weight of the heater.
(15) Swing the unit mounting bracket from
between the exhaust bracket and rail mounting loca-
tion. Drain any residual coolant from the heater unit.
(16) Lower the cabin heater and remove from the
supporting device and place on a suitable work area.
INSTALLATION
(1) Install the unit mounting bracket between the
exhaust bracket and the rail mounting location.
(2) Install the fasteners that support the heater
while supporting the weight of the heater.
(3) Install the three M6 fasteners to the cross
members. Tighten the M6 fasteners to 7 Nm (5 ft.
lbs.).
(4) Tighten the remaining M6 fasteners to 7 Nm (5
ft. lbs.) and the M8 fasteners to 23 Nm (17 ft. lbs.)
which mount the exhaust tube assembly to the vehi-
cle.
(5) Install the seat hex nut at the heater mounting
flange to the cross members. Tighten to 60 Nm (44 ft.
lbs.)
(6) Install the heater exhaust tube flex section to
the exhaust tube by tightening the M6 bolt of the
clamp assembly. Install the hose to the exhaust tube.
(7) Tighten the two M8 fasteners at the rail to 23
Nm (17 ft. lbs.). Taking care so that the exhaust tube
bracket tab is on the top of the heater bracket.
(8) Install the wiring harness(Refer to 24 - HEAT-
ING & AIR CONDITIONING/CABIN HEATER/
HEATER UNIT - INSTALLATION).
(9) Tighten the hose and tube assembly to the toe-
board cross member at two locations.
(10) Install the second hose to the underbody hose
and tube assembly.
(11) Connect the rubber fuel hose between the
body tube assembly and the fuel pump nipple at the
body tube joint. Close the fuel fill cap.
24 - 114 DIESEL SUPPLEMENTAL HEATER - DCHA - BUXRS
FUEL LINE (Continued)
ProCarManuals.com

EMISSIONS CONTROL
TABLE OF CONTENTS
page page
EMISSIONS CONTROL
DESCRIPTION
DESCRIPTION - VEHICLE EMISSION
CONTROL INFORMATION LABEL..........1
DESCRIPTION - TRIP DEFINITION.........1
DESCRIPTION - MONITORED COMPONENT . 1
OPERATION - NON-MONITORED CIRCUITS . . 5
DESCRIPTION - MONITORED SYSTEMS....6DESCRIPTION - HIGH AND LOW LIMITS....9
OPERATION
OPERATION - SYSTEM..................9
DRB IIITSTATE DISPLAY TEST MODE.....10
EVAPORATIVE EMISSIONS................11
EXHAUST GAS RECIRCULATION...........20
ON-BOARD DIAGNOSTICS................24
EMISSIONS CONTROL
DESCRIPTION
DESCRIPTION - VEHICLE EMISSION CONTROL
INFORMATION LABEL
All models have a Vehicle Emission Control Infor-
mation (VECI) Label. Chrysler permanently attaches
the label in the engine compartment. It cannot be
removed without defacing information and destroying
the label.
The label contains the vehicle's emission specifica-
tions and vacuum hose routings. All hoses must be
connected and routed according to the label.
DESCRIPTION - TRIP DEFINITION
A ªTripº means vehicle operation (following an
engine-off period) of duration and driving mode such
that all components and systems are monitored at
least once by the diagnostic system. The monitors
must successfully pass before the PCM can verify
that a previously malfunctioning component is meet-
ing the normal operating conditions of that compo-
nent. For misfire or fuel system malfunction, the
MIL may be extinguished if the fault does not recur
when monitored during three subsequent sequential
driving cycles in which conditions are similar to
those under which the malfunction was first deter-
mined.
Anytime the MIL is illuminated, a DTC is stored.
The DTC can self erase only after the MIL has been
extinguished. Once the MIL is extinguished, the
PCM must pass the diagnostic test for the most
recent DTC for 40 warm-up cycles (80 warm-up
cycles for the Fuel System Monitor and the Misfire
Monitor). A warm-up cycle can best be described by
the following:
²The engine must be running²A rise of 40ÉF in engine temperature must occur
from the time when the engine was started
²
Engine coolant temperature must crossover 160ÉF
²A ªdriving cycleº that consists of engine start up
and engine shut off.
Once the above conditions occur, the PCM is con-
sidered to have passed a warm-up cycle. Due to the
conditions required to extinguish the MIL and erase
the DTC, it is most important that after a repair has
been made, all DTC's be erased and the repair veri-
fied by running 1±good trip.
DESCRIPTION - MONITORED COMPONENT
There are several components that will affect vehi-
cle emissions if they malfunction. If one of these com-
ponents malfunctions the Malfunction Indicator
Lamp (Check Engine) will illuminate.
Some of the component monitors are checking for
proper operation of the part. Electrically operated
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 low and engine rpm is 1600 or greater and
the TPS indicates a small 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 (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/POWERTRAIN CONTROL
MODULE - DESCRIPTION) and the appropriate
Powertrain Diagnostic Procedure Manual for diag-
nostic procedures.
RSEMISSIONS CONTROL25-1
ProCarManuals.com

The following is a list of the monitored compo-
nents:
²Comprehensive Components
²Oxygen Sensor Monitor
²Oxygen Sensor Heater Monitor
²Catalyst Monitor
COMPREHENSIVE COMPONENTS
Along with the major monitors, OBD II requires
that the diagnostic system monitor any component
that could affect emissions levels. In many cases,
these components were being tested under OBD I.
The OBD I requirements focused mainly on testing
emissions-related components for electrical opens and
shorts.
However, OBD II also requires that inputs from
powertrain components to the PCM be tested for
rationality, and that outputs to powertrain compo-
nents from the PCM be tested forfunctionality.
Methods for monitoring the various Comprehensive
Component monitoring include:
(1) Circuit Continuity
²Open
²Shorted high
²Shorted to ground
(2) Rationality or Proper Functioning
²Inputs tested for rationality
²Outputs tested for functionality
NOTE: Comprehensive component monitors are
continuous. Therefore, enabling conditions do not
apply.
Input RationalityÐWhile input signals to the
PCM are constantly being monitored for electrical
opens and shorts, they are also tested for rationality.
This means that the input signal is compared against
other inputs and information to see if it makes sense
under the current conditions.
PCM sensor inputs that are checked for rationality
include:
²Manifold Absolute Pressure (MAP) Sensor
²Oxygen Sensor (O2S)
²Engine Coolant Temperature (ECT) Sensor
²Camshaft Position (CMP) Sensor
²Vehicle Speed Sensor
²Crankshaft Position (CKP) Sensor
²Intake/inlet Air Temperature (IAT) Sensor
²Throttle Position (TPS) Sensor
²Ambient/Battery Temperature Sensors
²Power Steering Switch
²Oxygen Sensor Heater
²Engine Controller
²Brake Switch
²Leak Detection Pump Switch (if equipped)
²P/N Switch
²Trans ControlsOutput FunctionalityÐPCM outputs are tested
for functionality in addition to testing for opens and
shorts. When the PCM provides a voltage to an out-
put component, it can verify that the command was
carried out by monitoring specific input signals for
expected changes. For example, when the PCM com-
mands the Idle Air Control (IAC) Motor to a specific
position under certain operating conditions, it expects
to see a specific (target) idle speed (RPM). If it does
not, it stores a DTC.
PCM outputs monitored for functionality include:
²Fuel Injectors
²Ignition Coils
²Torque Converter Clutch Solenoid
²Idle Air Control
²Purge Solenoid
²EGR Solenoid (if equipped)
²LDP Solenoid (if equipped)
²Radiator Fan Control
²Trans Controls
OXYGEN SENSOR (O2S) MONITOR
DESCRIPTIONÐEffective control of exhaust
emissions is achieved by an oxygen feedback system.
The most important element of the feedback system
is the O2S. The O2S is located in the exhaust path.
Once it reaches operating temperature 300É to 350ÉC
(572É to 662ÉF), the sensor generates a voltage that
is inversely proportional to the amount of oxygen in
the exhaust. When there is a large amount of oxygen
in the exhaust caused by a lean condition, the sensor
produces a low voltage, below 450 mV. When the oxy-
gen content is lower, caused by a rich condition, the
sensor produces a higher voltage, above 450mV.
The information obtained by the sensor is used to
calculate the fuel injector pulse width. The PCM is
programmed to maintain the optimum air/fuel ratio.
At this mixture ratio, the catalyst works best to
remove hydrocarbons (HC), carbon monoxide (CO)
and nitrous oxide (NOx) from the exhaust.
The O2S is also the main sensing element for the
EGR (if equipped), Catalyst and Fuel Monitors.
The O2S may fail in any or all of the following
manners:
²Slow response rate (Big Slope)
²Reduced output voltage (Half Cycle)
²Heater Performance
Slow Response Rate (Big Slope)ÐResponse rate
is the time required for the sensor to switch from
lean to rich signal output once it is exposed to a
richer than optimum A/F mixture or vice versa. As
the PCM adjusts the air/fuel ratio, the sensor must
be able to rapidly detect the change. As the sensor
ages, it could take longer to detect the changes in the
oxygen content of the exhaust gas. The rate of
change that an oxygen sensor experiences is called
25 - 2 EMISSIONS CONTROLRS
EMISSIONS CONTROL (Continued)
ProCarManuals.com

ªBig Slopeº. The PCM checks the oxygen sensor volt-
age in increments of a few milliseconds.
Reduced Output Voltage (Half Cycle)ÐThe
output voltage of the O2S ranges from 0 to 1 volt. A
good sensor can easily generate any output voltage in
this range as it is exposed to different concentrations
of oxygen. To detect a shift in the A/F mixture (lean
or rich), the output voltage has to change beyond a
threshold value. A malfunctioning sensor could have
difficulty changing beyond the threshold value. Each
time the voltage signal surpasses the threshold, a
counter is incremented by one. This is called the Half
Cycle Counter.
Heater PerformanceÐThe heater is tested by a
separate monitor. Refer to the Oxygen Sensor Heater
Monitor.
OPERATIONÐAs the Oxygen Sensor signal
switches, the PCM monitors the half cycle and big
slope signals from the oxygen sensor. If during the
test neither counter reaches a predetermined value, a
malfunction is entered and Freeze Frame data is
stored. Only one counter reaching its predetermined
value is needed for the monitor to pass.
The Oxygen Sensor Monitor is a two trip monitor
that is tested only once per trip. When the Oxygen
Sensor fails the test in two consecutive trips, the
MIL is illuminated and a DTC is set. The MIL is
extinguished when the Oxygen Sensor monitor
passes in three consecutive trips. The DTC is erased
from memory after 40 consecutive warm-up cycles
without test failure.
Enabling ConditionsÐThe following conditions
must typically be met for the PCM to run the oxygen
sensor monitor:
²Battery voltage
²Engine temperature
²Engine run time
²Engine run time at a predetermined speed
²Engine run time at a predetermined speed and
throttle opening
²Transmission in gear and brake depressed (auto-
matic only)
²Fuel system in Closed Loop
²Long Term Adaptive (within parameters)
²Power Steering Switch in low PSI (no load)
²Engine at idle
²Fuel level above 15%
²Ambient air temperature
²Barometric pressure
²Engine RPM within acceptable range of desired
idle
Pending ConditionsÐThe Task Manager typi-
cally does not run the Oxygen Sensor Monitor if over-
lapping monitors are running or the MIL is
illuminated for any of the following:
²Misfire Monitor²Front Oxygen Sensor and Heater Monitor
²MAP Sensor
²Vehicle Speed Sensor
²Engine Coolant Temperature Sensor
²Throttle Position Sensor
²Engine Controller Self Test Faults
²Cam or Crank Sensor
²Injector and Coil
²Idle Air Control Motor
²EVAP Electrical
²EGR Solenoid Electrical (if equipped)
²Intake/inlet Air Temperature
²5 Volt Feed
ConflictÐThe Task Manager does not run the
Oxygen Sensor Monitor if any of the following condi-
tions are present:
²A/C ON (A/C clutch cycling temporarily sus-
pends monitor)
²Purge flow in progress
²Ethanel content learn is takeng place and the
ethenal used once flag is set (if equipped)
SuspendÐThe Task Manager suspends maturing
a fault for the Oxygen Sensor Monitor if any of the
following are present:
²Oxygen Sensor Heater Monitor, Priority 1
²Misfire Monitor, Priority 2
OXYGEN SENSOR HEATER MONITOR
DESCRIPTIONÐIf there is an oxygen sensor
(O2S) DTC as well as a O2S heater DTC, the O2S
fault MUST be repaired first. After the O2S fault is
repaired, verify that the heater circuit is operating
correctly.
The voltage readings taken from the O2S are very
temperature sensitive. The readings are not accurate
below 300ÉC. Heating of the O2S is done to allow the
engine controller to shift to closed loop control as
soon as possible. The heating element used to heat
the O2S must be tested to ensure that it is heating
the sensor properly.
The heater element itself is not tested. The sensor
output is used to test the heater by isolating the
effect of the heater element on the O2S output volt-
age from the other effects. The resistance is normally
between 100 ohms and 4.5 megaohms. When oxygen
sensor temperature increases, the resistance in the
internal circuit decreases. The PCM sends a 5 volts
biased signal through the oxygen sensors to ground
this monitoring circuit. As the temperature increases,
resistance decreases and the PCM detects a lower
voltage at the reference signal. Inversely, as the tem-
perature decreases, the resistance increases and the
PCM detects a higher voltage at the reference signal.
The O2S circuit is monitored for a drop in voltage.
OPERATIONÐThe Oxygen Sensor Heater Moni-
tor begins after the ignition has been turned OFF.
RSEMISSIONS CONTROL25-3
EMISSIONS CONTROL (Continued)
ProCarManuals.com

is enabled to run another test during that trip. When
the test fails 6 times, the counter increments to 3, a
malfunction is entered, and a Freeze Frame is stored,
the code is matured and the MIL is illuminated. If
the first test passes, no further testing is conducted
during that trip.
The MIL is extinguished after three consecutive
good trips. The good trip criteria for the catalyst
monitor is more stringent than the failure criteria. In
order to pass the test and increment one good trip,
the downstream sensor switch rate must be less than
45% of the upstream rate. The failure percentages
are 59% respectively.
Enabling ConditionsÐThe following conditions
must typically be met before the PCM runs the cat-
alyst monitor. Specific times for each parameter may
be different from engine to engine.
²Accumulated drive time
²Enable time
²Ambient air temperature
²Barometric pressure
²Catalyst warm-up counter
²Engine coolant temperature
²Vehicle speed
²MAP
²RPM
²Engine in closed loop
²Fuel level
Pending ConditionsÐ
²Misfire DTC
²Front Oxygen Sensor Response
²Front Oxygen Sensor Heater Monitor
²Front Oxygen Sensor Electrical
²Rear Oxygen Sensor Rationality (middle check)
²Rear Oxygen Sensor Heater Monitor
²Rear Oxygen Sensor Electrical
²Fuel System Monitor
²All TPS faults
²All MAP faults
²All ECT sensor faults
²Purge flow solenoid functionality
²Purge flow solenoid electrical
²All PCM self test faults
²All CMP and CKP sensor faults
²All injector and ignition electrical faults
²Idle Air Control (IAC) motor functionality
²Vehicle Speed Sensor
²Brake switch (auto trans only)
²Intake air temperature
ConflictÐThe catalyst monitor does not run if any
of the following are conditions are present:
²EGR Monitor in progress (if equipped)
²Fuel system rich intrusive test in progress
²EVAP Monitor in progress
²Time since start is less than 60 seconds
²Low fuel level-less than 15 %²Low ambient air temperature
²Ethanel content learn is takeng place and the
ethenal used once flag is set
SuspendÐThe Task Manager does not mature a
catalyst fault if any of the following are present:
²Oxygen Sensor Monitor, Priority 1
²Oxygen Sensor Heater, Priority 1
²EGR Monitor, Priority 1 (if equipped)
²EVAP Monitor, Priority 1
²Fuel System Monitor, Priority 2
²Misfire Monitor, Priority 2
OPERATION - 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, fuel system, or mis-
fire diagnostic 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. The misfire will however,
increase the oxygen content in the exhaust, deceiving
the PCM in to thinking the fuel system is too lean.
Also misfire detection.
CYLINDER COMPRESSION
The PCM cannot detect uneven, low, or high engine
cylinder compression. Low compression lowers O2
content in the exhaust. Leading to fuel system, oxy-
gen sensor, or misfire detection fault.
EXHAUST SYSTEM
The PCM cannot detect a plugged, restricted or
leaking exhaust system. It may set a EGR (if
equipped) or Fuel system or O2S fault.
RSEMISSIONS CONTROL25-5
EMISSIONS CONTROL (Continued)
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Alternate Good Trips are used in place of Global
Good Trips for Comprehensive Components and
Major Monitors. If the Task Manager cannot run a
Global Good Trip because a component fault is stop-
ping the monitor from running, it will attempt to
count an Alternate Good Trip.
The Task Manager counts an Alternate Good Trip
for Comprehensive components when the following
conditions are met:
²Two minutes of engine run time, idle or driving
²No other faults occur
The Task Manager counts an Alternate Good Trip
for a Major Monitor when the monitor runs and
passes. Only the Major Monitor that failed needs to
pass to count an Alternate Good Trip.
Warm-Up Cycles
Once the MIL has been extinguished by the Good
Trip Counter, the PCM automatically switches to a
Warm-Up Cycle Counter that can be viewed on the
DRBIIIt. Warm-Up Cycles are used to erase DTCs
and Freeze Frames. Forty Warm-Up cycles must
occur in order for the PCM to self-erase a DTC and
Freeze Frame. A Warm-Up Cycle is defined as fol-
lows:
²Engine coolant temperature must start below
and rise above 160É F
²Engine coolant temperature must rise by 40É F
²No further faults occur
Freeze Frame Data Storage
Once a failure occurs, the Task Manager records
several engine operating conditions and stores it in a
Freeze Frame. The Freeze Frame is considered one
frame of information taken by an on-board data
recorder. When a fault occurs, the PCM stores the
input data from various sensors so that technicians
can determine under what vehicle operating condi-
tions the failure occurred.
The data stored in Freeze Frame is usually
recorded when a system fails the first time for two
trip faults. Freeze Frame data will only be overwrit-
ten by a different fault with a higher priority.
CAUTION: Erasing DTCs, either with the DRBIIIT;or
by disconnecting the battery, also clears all Freeze
Frame data.
Similar Conditions Window
The Similar Conditions Window displays informa-
tion about engine operation during a monitor. Abso-
lute MAP (engine load) and Engine RPM are stored
in this window when a failure occurs. There are two
different Similar conditions Windows: Fuel System
and Misfire.
FUEL SYSTEM²Fuel System Similar Conditions WindowÐ
An indicator that 'Absolute MAP When Fuel Sys Fail'
and 'RPM When Fuel Sys Failed' are all in the same
range when the failure occurred. Indicated by switch-
ing from 'NO' to 'YES'.
²Absolute MAP When Fuel Sys FailÐ The
stored MAP reading at the time of failure. Informs
the user at what engine load the failure occurred.
²Absolute MAPÐ A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
²RPM When Fuel Sys FailÐ The stored RPM
reading at the time of failure. Informs the user at
what engine RPM the failure occurred.
²Engine RPMÐ A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
²Adaptive Memory FactorÐ The PCM utilizes
both Short Term Compensation and Long Term Adap-
tive to calculate the Adaptive Memory Factor for
total fuel correction.
²Upstream O2S VoltsÐ A live reading of the
Oxygen Sensor to indicate its performance. For
example, stuck lean, stuck rich, etc.
²SCW Time in Window (Similar Conditions
Window Time in Window)Ð A timer used by the
PCM that indicates that, after all Similar Conditions
have been met, if there has been enough good engine
running time in the SCW without failure detected.
This timer is used to increment a Good Trip.
²Fuel System Good Trip CounterÐATrip
Counter used to turn OFF the MIL for Fuel System
DTCs. To increment a Fuel System Good Trip, the
engine must be in the Similar Conditions Window,
Adaptive Memory Factor must be less than cali-
brated threshold and the Adaptive Memory Factor
must stay below that threshold for a calibrated
amount of time.
²Test Done This TripÐ Indicates that the
monitor has already been run and completed during
the current trip.
MISFIRE
²Same Misfire Warm-Up StateÐ Indicates if
the misfire occurred when the engine was warmed up
(above 160É F).
²In Similar Misfire WindowÐ An indicator
that 'Absolute MAP When Misfire Occurred' and
'RPM When Misfire Occurred' are all in the same
range when the failure occurred. Indicated by switch-
ing from 'NO' to 'YES'.
²Absolute MAP When Misfire OccurredÐ
The stored MAP reading at the time of failure.
Informs the user at what engine load the failure
occurred.
25 - 26 ON-BOARD DIAGNOSTICSRS
TASK MANAGER (Continued)
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