stop start CHRYSLER CARAVAN 2003 Service Manual

WARNING: DO NOT JUMP START WHEN MAINTE-
NANCE FREE BATTERY INDICATOR DOT IS BRIGHT
COLOR.
WARNING: DO NOT ALLOW JUMPER CABLE
CLAMPS TO TOUCH EACH OTHER WHEN CON-
NECTED TO A BOOSTER SOURCE.
WARNING: DO NOT USE OPEN FLAME NEAR BAT-
TERY
WARNING: REMOVE METALLIC JEWELRY WORN
ON HANDS OR WRISTS TO AVOID INJURY BY
ACCIDENTAL ARCING OF BATTERY CURRENT.
WARNING: WHEN USING A HIGH OUTPUT BOOST-
ING DEVICE, DO NOT ALLOW BATTERY VOLTAGE
TO EXCEED 16 VOLTS.
WARNING: REFER TO INSTRUCTIONS PROVIDED
WITH DEVICE BEING USED.
CAUTION: DO NOT ATTEMPT TO PUSH OR TOW
THE VEHICLE TO START IT. THE VEHICLE CANNOT
BE STARTED THIS WAY. PUSHING WITH ANOTHER
VEHICLE MAY DAMAGE THE TRANSAXLE OR THE
REAR OF THE VEHICLE.
(1) Raise hood on disabled vehicle and visually
inspect engine compartment for:
²Battery cable clamp condition, clean if necessary.
²Frozen battery.
²Clear or bright color test indicator, if equipped.
²Generator drive belt condition and tension.
²Fuel fumes or leakage, correct if necessary.
CAUTION: If the cause of starting problem on dis-
abled vehicle is severe, damage to booster vehicle
charging system can result.
(2) When using another vehicle as a booster
source, park the booster vehicle within cable reach.
Turn off all accessories, set the parking brake, place
the automatic transmission in PARK or the manual
transmission in NEUTRAL and turn the ignition
OFF.
(3) On disabled vehicle, place gear selector in park
or neutral and set park brake. Turn off all accesso-
ries.
(4) Connect jumper cables to booster battery. RED
clamp to positive terminal (+). BLACK clamp to neg-
ative terminal (-). DO NOT allow clamps at oppositeend of cables to touch, electrical arc will result.
Review all warnings in this procedure.
(5) On disabled vehicle, connect RED jumper cable
clamp to positive (+) terminal. Connect BLACK
jumper cable clamp to engine ground as close to the
ground cable attaching point as possible (Fig. 6).
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BAT-
TERY - STANDARD PROCEDURE).
(6) Start the engine in the vehicle which has the
booster battery, let the engine idle a few minutes,
then start the engine in the vehicle with the dis-
charged battery.
CAUTION: Do not crank starter motor on disabled
vehicle for more than 15 seconds, starter may over-
heat and could fail.
(7) If engine does not start within 15 seconds, stop
cranking engine and allow starter to cool (15 min-
utes), before cranking again.
DISCONNECT CABLE CLAMPS AS FOLLOWS:
²Disconnect BLACK cable clamp from engine
ground on disabled vehicle.
²When using a Booster vehicle, disconnect
BLACK cable clamp from battery negative terminal.
Disconnect RED cable clamp from battery positive
terminal.
²Disconnect RED cable clamp from battery posi-
tive terminal on disabled vehicle.
Fig. 6 JUMPER CABLE CLAMP CONNECTIONS
1 - BATTERY NEGATIVE TERMINAL
2 - POSITIVE JUMPER CABLE
3 - TEST INDICATOR (IF EQUIPPED)
4 - BATTERY POSITIVE TERMINAL
5 - BATTERY
6 - NEGATIVE JUMPER CABLE
0 - 16 LUBRICATION & MAINTENANCERS
JUMP STARTING (Continued)
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INSTALLATION - FRONT-WHEEL-DRIVE
(1) Hook the forward end of the jounce bumper
bracket in the mounting hole of the frame rail, then
install the mounting bolt in the opposite end, secur-
ing the bumper to the frame rail. Tighten the jounce
bumper mounting bolt to 33 N´m (290 in. lbs.) torque.
SHOCK ABSORBER
DESCRIPTION
There is one shock absorber on each side of the
rear suspension. The top of each shock absorber is
bolted to the frame rail. The bottom of each shock
absorber is bolted to the rear axle.
This vehicle is available with either standard type
or load-leveling shock absorbers. On the exterior,
load-leveling shock absorbers are larger in diameterthan standard shock absorbers. The load-leveling
shock absorbers mount the same as the standard
shock absorbers.
OPERATION
The shock absorber dampens jounce and rebound
motions of the spring and suspension.
Each load-leveling shock absorber is a self-leveling,
self-contained vehicle leveling system and shock
absorber combined. It does not require an external
compressor, hoses, or height leveling sensors. All the
height leveling sensors, hydraulic pump, etc., are
contained inside the shock absorber. It uses road
inputs (bumps, stops, starts, turns, acceleration,
deceleration, etc.) to activate pumping, which results
in the extension and compression of the shock
absorber.
REMOVAL - SHOCK ABSORBER
(1) Raise vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE-
DURE)
(2) Support the rear axle of the vehicle using 2
jackstands positioned at the outer ends of the axle.
NOTE: If the shock absorber lower mounting bolt
deflects upward during removal, raise axle by
adjusting the support jack. If the lower shock
absorber bolt deflects downward during removal,
lower the axle by adjusting the support jack.
(3) Remove the shock absorber lower mounting
bolt.
(4) While holding shock absorber, remove the
shock absorber upper mounting bolt and shock
absorber.
DISASSEMBLY - SHOCK ABSORBER (UPPER
BUSHING)
NOTE: This procedure applies to load-leveling
shock absorbers only.
(1) Remove the shock absorber from the vehicle.
(2) Install the Receiver, Special Tool 8526-1, into
the cup of the Ball Joint Press, Special Tool C-4212F,
and tighten the set screw. Install the Driver, Special
Tool 8526-2, on the tip of the Ball Joint Press screw
drive as shown (Fig. 22).
NOTE: It works well to place the Ball Joint Press,
Special Tool C-4212F, in a bench vise as shown
(Fig. 22) to perform this procedure.
(3) Place the shock absorber upper mounting eye
in the Receiver so the notch in the Receiver clears
the shock absorber body (Fig. 23).
Fig. 20 Jounce Bumper
1 - JOUNCE BUMPER
Fig. 21 Jounce Bumper - FWD
1-JOUNCE BUMPER
2 - 36 REAR SUSPENSIONRS
JOUNCE BUMPER (Continued)
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INSTALLATION
INSTALLATION - FRONT DISC BRAKE CALIPER
(DISC/DISC BRAKES)
CAUTION: TRW and Continental Teves brake cali-
pers are not interchangeable. Each caliper is specif-
ically designed for the unique brake system (TRW -
disc/drum brake combination and Continental Teves
- disc/disc brake combination). If calipers are inter-
changed, improper performance, noise and
increased stopping distance can occur.
(1) Completely retract the caliper piston back into
piston bore of the caliper. Use a C-clamp to retract
the piston if necessary. Place a wood block over the
piston before installing the C-clamp to avoid damag-
ing the piston.
CAUTION: Use care when installing the brake cali-
per assembly onto the steering knuckle, so that the
seals on the caliper guide pin bushings do not get
damaged by the steering knuckle bosses.
(2) Carefully position the brake caliper and shoes
over the brake rotor and adapter.
(3) Install the caliper guide pin bolts and tighten
to a torque of 35 N´m (26 ft. lbs.).Extreme caution
should be taken not to cross thread the caliper
guide pin bolts.
(4) Install the anti-rattle clip on the outboard side
of the caliper. Start the clip into the holes on the cal-
iper, then stretch the clip legs past the abutments on
the caliper adapter.
CAUTION: When connecting the brake hose to the
caliper, install new brake hose to caliper special
copper washers.
(5) Install the brake hose on the caliper. To do
this, first place one NEW special fitting washer on
each side of the hose fitting, then slide the banjo bolt
through the fitting. Next, thread the banjo bolt into
the threaded port on the rear of the brake caliper.
Tighten the banjo bolt to a torque of 47 N´m (35 ft.
lbs.).
(6) Install the wheel and tire assembly. Tighten
the wheel mounting stud nuts in proper sequence
until all nuts are torqued to half specification, then
repeat the tightening sequence to the full specified
torque of 135 N´m (100 ft. lbs.).
(7) Lower the vehicle.
(8) Remove the brake pedal depressor (holding)
tool.
(9) Bleed the hydraulic brake circuit to the brake
caliper. (Refer to 5 - BRAKES - STANDARD PROCE-
DURE)(10) Road test the vehicle and make several stops
to wear off any foreign material on the brakes and to
seat the brake shoe linings.
INSTALLATION - FRONT DISC BRAKE CALIPER
(DISC/DRUM BRAKES)
CAUTION: TRW and Continental Teves brake cali-
pers are not interchangeable. Each caliper is specif-
ically designed for the unique brake system (TRW -
disc/drum brake combination and Continental Teves
- disc/disc brake combination). If calipers are inter-
changed, improper performance, noise and
increased stopping distance can occur.
(1) Completely retract the caliper piston back into
the bore of the caliper. Use a C-clamp to retract the
piston if necessary. Place a wood block over the pis-
ton before installing the C-clamp to avoid damaging
the piston.
CAUTION: Use care when installing the caliper onto
the disc brake adapter to avoid damaging the boots
on the caliper guide pins.
(2) Install the disc brake caliper over the brake
shoes on the brake caliper adapter.
(3) Align the caliper guide pin bolt holes with the
guide pins. Install the caliper guide pin bolts and
tighten them to a torque of 35 N´m (26 ft. lbs.) (Fig.
32).
(4) Install the banjo bolt connecting the brake hose
to the brake caliper (Fig. 32). Install NEW copper
washers on each side of the hose fitting as the banjo
bolt is guided through the fitting. Thread the banjo
bolt into the caliper and tighten it to a torque of 47
N´m (35 ft. lbs.).
(5) Install the tire and wheel assembly. Tighten
the wheel mounting nuts to a torque of 135 N´m (100
ft. lbs.).
(6) Lower the vehicle.
(7) Remove the brake pedal holding tool.
(8) Bleed the caliper as necessary. (Refer to 5 -
BRAKES - BASE - STANDARD PROCEDURE).
(9) Road test the vehicle and make several stops to
wear off any foreign material on the brakes and to
seat the brake shoes.
DISC BRAKE CALIPER - REAR
REMOVAL - REAR DISC BRAKE CALIPER
NOTE: Handling of the rotor and caliper, must be
done in such a way as to avoid damage to the rotor
and scratching or nicking of lining on the brake
shoes.
RSBRAKES - BASE5-27
DISC BRAKE CALIPER - FRONT (Continued)
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The power brake booster can be identified by the
tag attached to the body of the booster (Fig. 57). This
tag contains the production part number, the date it
was built, and who the manufacturer of the power
brake booster is.
NOTE: The power brake booster assembly is not a
repairable component and must be replaced as a
complete assembly if found to be faulty in any way.
The check valve located on the power brake
booster face is not repairable, but it can be
replaced separately from the power brake booster.
The different engine combinations used in this
vehicle require different vacuum hose routings to the
power brake booster. All vacuum hoses must be
routed from the engine to the power brake booster
without kinks or excessively tight bends.
OPERATION
The power brake booster reduces the amount of
force required by the driver to obtain the necessary
hydraulic pressure to stop a vehicle.
The power brake booster is vacuum operated. The
vacuum is supplied from the intake manifold on the
engine through a vacuum hose and the power brake
booster check valve (Fig. 56).As the brake pedal is depressed, the power brake
booster's input rod moves forward (Fig. 56). This
opens and closes valves in the power booster allowing
atmospheric pressure to enter on one side of a dia-
phragm. Engine vacuum is always present on the
other side. This difference in pressure forces the out-
put rod of the power brake booster out against the
primary piston of the master cylinder. As the pistons
in the master cylinder move forward this creates the
hydraulic pressure in the brake system.
DIAGNOSIS AND TESTING - POWER BRAKE
BOOSTER
BASIC TEST
(1) With engine off, depress and release the brake
pedal several times to purge all vacuum from the
power brake booster.
(2) Depress and hold the pedal with light effort (15
to 25 lbs. pressure), then start the engine.
The pedal should fall slightly, then hold. Less effort
should be needed to apply the pedal at this time. If
the pedal fell as indicated, perform the VACUUM
LEAK TEST listed after the BASIC TEST. If the
pedal did not fall, continue on with this BASIC
TEST.
(3) Disconnect the vacuum hose on the vacuum
check valve, then place a vacuum gauge in line
between the vacuum hose and the valve.
(4) Start the engine.
(5) When the engine is at warm operating temper-
ature, allow it to idle and check the vacuum at the
gauge.
Fig. 56 Power Brake Booster (Typical)
1 - VACUUM CHECK VALVE
2 - POWER BRAKE BOOSTER ASSEMBLY
3 - INPUT ROD
4 - POWER BOOSTER ASSEMBLY TO DASH PANEL MOUNTING
STUDS (4)
5 - MASTER CYLINDER MOUNTING STUDS (2)
6 - OUTPUT ROD
Fig. 57 MASTER CYLINDER AND BOOSTER
1 - POWER BRAKE BOOSTER
2 - BOOSTER IDENTIFICATION LABEL
3 - FLUID LEVEL SWITCH CONNECTOR
4 - PRIMARY BRAKE TUBE NUT
5 - SECONDARY BRAKE TUBE NUT
6 - MASTER CYLINDER
RSBRAKES - BASE5-41
POWER BRAKE BOOSTER (Continued)
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INSTALLATION
LHD
(1) Install interlock switch into pedal bracket hole,
and secure harness with retainer as shown in (Fig.
28). Make sure switch wing tabs are fully expanded.
(2) Connect interlock switch connector.
(3) Install knee bolster (Fig. 24).
(4) Install instrument panel lower silencer (Fig.
23).
(5) Connect battery negative cable.
(6) Verify function of starter interlock switch.
Switch must actuate when pedal is depressed.
RHD
(1) Install interlock switch to pedal bracket assem-
bly as shown in (Fig. 28). Secure connector with
retainer to hole in bracket.
(2) Install clutch pedal bracket assembly into posi-
tion. Install pedal bracket mounting nuts and torque
to 28 N´m (250 in. lbs.).
(3) Connect interlock and upstop switch connec-
tors.
(4) Install clutch master cylinder into position and
rotate 45É counter-clockwise to secure to pedal
bracket (Fig. 26). Secure dash panel grommet and
secure hydraulic pluming into dash panel retainers.
(5) Connect master cylinder pushrod to clutch
pedal pin and secure with retainer clip (Fig. 26).
(6) Install knee bolster (Fig. 24).
Fig. 26 Clutch Master Cylinder at Pedal Bracket
1 - CLUTCH MASTER CYLINDER
2 - RETAINER CLIP
3 - CLUTCH PEDAL PIN
4 - PUSH ROD
Fig. 27 Clutch Pedal/Bracket Assembly
1 - CLUTCH PEDAL/BRACKET ASSY.
2 - NUT (4)
Fig. 28 Clutch Pedal Interlock Switch
1 - CLUTCH INTERLOCK SWITCH
2 - CLUTCH PEDAL/BRACKET ASSY.
6 - 14 CLUTCHRS
CLUTCH PEDAL INTERLOCK SWITCH (Continued)
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(7) Install instrument panel lower silencer (Fig.
23).
(8) Connect battery negative cable.
(9) Verify function of starter interlock switch.
Switch must actuate when pedal is depressed.
CLUTCH PEDAL UPSTOP
SWITCH
REMOVAL
LHD
(1) Disconnect battery negative cable.
(2) Remove instrument panel lower silencer (Fig.
29).(3) Remove knee bolster (Fig. 30).
(4) Remove upstop switch by depressing four (4)
plastic wing tabs, and sliding switch through mount-
ing bracket. If necessary, remove mounting bracket
and remove switch (Fig. 31).
Fig. 29 Instrument Panel Lower SilencerÐLHD
Shown
1 - INSTRUMENT PANEL LOWER SILENCER
Fig. 30 Knee BolsterÐLHD Shown
1 - KNEE BOLSTER
Fig. 31 Interlock/Upstop Switch Location
1 - INTERLOCK SWITCH
2 - UPSTOP SWITCH
3 - RETAINER - UPSTOP BRACKET
4 - CONNECTORS
RSCLUTCH6-15
CLUTCH PEDAL INTERLOCK SWITCH (Continued)
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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)
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OPERATION
The data link connector (diagnostic connector)
links the DRB scan tool with the Powertrain Control
Module (PCM). Refer to On-Board Diagnostics in the
General Diagnosis section of this group.
FRONT CONTROL MODULE
DESCRIPTION
The Front Control Module (FCM) is a micro con-
troller based module located in the engine compart-
ment. This FCM mates to the power distribution
center to form the Integrated Power Module (IPM).
The IPM connects directly to the battery and pro-
vides the primary means of circuit protection and
power distribution for all vehicle electrical systems.
The FCM controls power to some of these vehicle sys-
tems electrical and electromechanical loads based on
inputs received from hard wired switch inputs and
data received on the Programmable Communications
Interface (PCI) data bus.
For information on the IPM, (Refer to 8 - ELEC-
TRICAL/POWER DISTRIBUTION/INTEGRATED
POWER MODULE - DESCRIPTION)
OPERATION
As messages are sent over the Programmable Com-
munications Interface (PCI) data bus, the Front Con-
trol Module (FCM) reads these messages and controls
power to some of the vehicles electrical systems by
completing the circuit to ground (low side driver) or
completing the circuit to 12 volt power (high side
driver).
The following functions arecontrolledby the
Front Control Module:²Accessory Relay Actuation
²Brake Transmission Shift Interlock Functions
(BTSI)
²Diesel Cabin Heater (Diesel Engine Vehicles)
²Electronic Back Light (EBL) Rear Defogger
²Electronic Transaxle (Gasoline engine Vehicles)
²Front and Rear Blower Motor Relay Actuation
²Front Fog Lamp Relay Actuation
²Front Washer Motor
²Front Windshield Wiper ªHIº & ªLOº Relay
Actuation
²Front Windshield Wiper ªONº Relay Actuation
²Headlamp Power with Voltage Regulation
²Horn Relay Actuation
²Headlamp Washer Relay Actuation
²Name Brand Speaker (NBS) Relay Actuation
²Occupant Restraint Controller Voltage
²Park Lamp Relay Actuation
²Rear Washer Motor
²Side Airbag Voltage
The following inputs areReceived/Monitoredby
the Front Control Module:
²Ambient Temperature Sensing
²Back-Up switch
²Brake Fluid Level
²B+ Connection Detection
²Engine Crank Signal (Diesel Engine Vehicles)
²Horn Input
²Ignition Switch Start Only
²Ignition Switch Run and Start Only
²Stop Lamp Sense
²Washer Fluid Level
²Windshield Wiper Park
DIAGNOSIS AND TESTING - FRONT CONTROL
MODULE
The Front Control Module (FCM) is a printed cir-
cuit board based module with a on-board micro-pro-
cessor. The FCM interfaces with other electronic
modules in the vehicle via the Programmable Com-
munications Interface (PCI) data bus. In order to
obtain conclusive testing the PCI data bus and all of
the electronic modules that provide inputs to, or
receive outputs from the FCM must be checked. All
PCI communication faults must be resolved prior to
further diagnosing any front control module related
issues.
The FCM was designed to be diagnosed with an
appropriate diagnostic scan tool, such as the DRB
IIIt. The most reliable, efficient, and accurate means
to diagnose the front control module requires the use
of a DRB IIItscan tool and the proper Body Diag-
nostic Procedures manual.
Before any testing of the FCM is attempted, the
battery should be fully charged and all wire harness
Fig. 4 DATA LINK CONNECTOR
RSELECTRONIC CONTROL MODULES8E-7
DATA LINK CONNECTOR (Continued)
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GENERATOR DECOUPLER
PULLEY
DESCRIPTION
The Generator Decoupler is a one way clutch (Fig.
3). It is attached to the generator and replaces the
standard pulley. It is a non-serviceable item and is to
be replaced as an assembly. It is a dry operation (no
grease or lubricants). The operation of it is not tem-
perature sensitive and has a low sensitivity to elec-
trical load.
OPERATION
The generator decoupler is a one way clutch and
should be replaced as an assembly. It is designed to
help reduce belt tension fluctuation, reduce fatigue
loads, improve belt life, reduce hubloads on compo-
nents, and reduce noise.
DIAGNOSIS AND TESTING - GENERATOR DECOUPLER PULLEY
CONDITION VERIFICATION PROCEDURE POSSIBLE CAUSES CORRECTION
Does not drive
generator (Generator
not Charging)1. Start engine and allow
engine to idle.Clutch failure Replace Decoupler
2.Verify generator pulley is
rotating.
3. View generator internal fins
thru generator housing.
4. Fins either do not rotate or
rotate very erratic.
5. Rotate decoupler pulley in
clockwise direction then
quickly rotate in
counterclockwise direction to
see if clutch engages.
Noise from generator
at engine shut down.1. Start engine and allow
engine to idle.Defective decoupler
pulley bearing.Replace decoupler pulley.
2. Shutdown engine and listen
to generator.
3. Noise heard just as engine
stops. Sounds like a click.
4. Remove accessory drive
belt.
5. Verify rotation in
counterclock wise direction is
rough.
Fig. 3 GENERATOR DECOUPLER 3.3/3.8L
RSCHARGING8F-25
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RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the PDC fuse as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
to the starter solenoid field coils. There should be
continuity between the cavity for relay terminal 87
and the starter solenoid terminal at all times. If OK,
go to Step 4. If not OK, repair the open circuit to the
starter solenoid as required.
(4) The coil battery terminal (85) is connected to
the electromagnet in the relay. It is energized when
the ignition switch is held in the Start position and
the clutch pedal is depressed (manual trans). Check
for battery voltage at the cavity for relay terminal 86
with the ignition switch in the Start position and the
clutch pedal is depressed (manual trans), and no
voltage when the ignition switch is released to the
On position. If OK, go to Step 5. If not OK, check for
an open or short circuit to the ignition switch and
repair, if required. If the circuit to the ignition switch
is OK, see the Ignition Switch Test procedure in this
group.
(5) The coil ground terminal (86) is connected to
the electromagnet in the relay. It is grounded by the
PCM if the conditions are right to start the car. For
automatic trans. cars the PCM must see Park Neu-
tral switch low and near zero engine speed (rpm).
For manual trans. cars the PCM only needs to see
near zero engine speed (rpm) and low clutch inter-
lock input and see near zero engine speed (rpm). To
diagnose the Park Neutral switch of the trans range
sensor refer to the transaxle section. Check for conti-
nuity to ground while the ignition switch is in the
start position and if equipped the clutch pedal
depressed. If not OK and the vehicle has an auto-
matic trans. verify Park Neutral switch operation. If
that checks OK check for continuity between PCM
and the terminal 86. Repair open circuit as required.
Also check the clutch interlock switch operation if
equipped with a manual transmission. If OK, the
PCM may be defective.
SAFETY SWITCHES
For diagnostics of the Transmission Range Sensor,
refer to the Transaxle section for more information.
If equipped with Clutch Interlock/Upstop Switch,
refer to Diagnosis and Testing in the Clutch section.
IGNITION SWITCH
After testing starter solenoid and relay, test igni-
tion switch and wiring. Refer to the Ignition Section
or Wiring Diagrams for more information. Check all
wiring for opens or shorts, and all connectors for
being loose or corroded.
BATTERY
For battery diagnosis and testing, refer to the Bat-
tery section for procedures.
ALL RELATED WIRING AND CONNECTORS
Refer to Wiring Diagrams for more information.
DIAGNOSIS AND TESTING - FEED CIRCUIT
RESISTANCE TEST
Before proceeding with this operation, review Diag-
nostic Preparation and Starter Feed Circuit Tests.
The following operation will require a voltmeter,
accurate to 1/10 of a volt.
CAUTION: Ignition and Fuel systems must be dis-
abled to prevent engine start while performing the
following tests.
(1) To disable the Ignition and Fuel systems, dis-
connect the Automatic Shutdown Relay (ASD). The
ASD relay is located in the Power Distribution Cen-
ter (PDC). Refer to the PDC cover for proper relay
location.
(2) Gain access to battery terminals.
(3) With all wiring harnesses and components
properly connected, perform the following:
(a) Connect the negative lead of the voltmeter to
the battery negative post, and positive lead to the
battery negative cable clamp. Rotate and hold the
ignition switch in the START position. Observe the
voltmeter. If voltage is detected, correct poor con-
tact between cable clamp and post.
(b) Connect positive lead of the voltmeter to the
battery positive post, and negative lead to the bat-
tery positive cable clamp. Rotate and hold the igni-
tion switch key in the START position. Observe the
voltmeter. If voltage is detected, correct poor con-
tact between the cable clamp and post.
(c) Connect negative lead of voltmeter to battery
negative terminal, and positive lead to engine
block near the battery cable attaching point.
Rotate and hold the ignition switch in the START
position. If voltage reads above 0.2 volt, correct
poor contact at ground cable attaching point. If
voltage reading is still above 0.2 volt after correct-
ing poor contacts, replace ground cable.
(4) Connect positive voltmeter lead to the starter
motor housing and the negative lead to the battery
negative terminal. Hold the ignition switch key in
8F - 32 STARTINGRS
STARTING (Continued)
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