Engine ground CHRYSLER TOWN AND COUNTRY 2002 Owner's Manual

(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC
SCAN TOOL
CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P0138 (M) 1/2 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal
operating range.
P0139 (M) 1/2 O2 Sensor Slow Response Oxygen sensor response not as expected.
P0140 (M) 1/2 O2 Sensor Stays at Center Neither rich or lean condition is detected from the oxygen
sensor.
P0141 (M) 1/2 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0143 1/3 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal
operating range.
P0144 1/3 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal
operating range.
P0145 1/3 O2 Sensor Slow Response Oxygen sensor response slower than minimum required
switching frequency.
P0146 1/3 O2 Sensor Stays at Center Neither rich or lean condition is detected from the oxygen
sensor.
P0147 1/3 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0151 (M) 2/1 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal
operating range.
P0152 (M) 2/1 O2 Sensor Shorted To Voltage Oxygen sensor input voltage sustained above normal
operating range.
P0153 (M) 2/1 O2 Sensor Slow Response Oxygen sensor response slower than minimum required
switching frequency.
P0154 (M) 2/1 O2 Sensor Stays at Center Neither rich or lean condition is detected from the oxygen
sensor.
P0155 (M) 2/1 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0157 (M) 2/2 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal
operating range.
P0158 (M) 2/2 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal
operating range.
P0159 2/2 O2 Sensor Slow Response Oxygen sensor response slower than minimum required
switching frequency.
P0160 (M) 2/2 O2 Sensor Stays at Center Neither rich or lean condition is detected from the oxygen
sensor.
P0161 (M) 2/2 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0165 Starter Relay Circuit
P0171 (M) 1/1 Fuel System Lean A lean air/fuel mixture has been indicated by an abnormally
rich correction factor.
P0172 (M) 1/1 Fuel System Rich A rich air/fuel mixture has been indicated by an abnormally
lean correction factor.
P0174 (M) 2/1 Fuel System Lean A lean air/fuel mixture has been indicated by an abnormally
rich correction factor.
P0175 (M) 2/1 Fuel System Rich A rich air/fuel mixture has been indicated by an abnormally
lean correction factor.
P0176 Flex Fuel Calibration Signal No calibration voltage present from flex fuel sensor.
RSELECTRONIC CONTROL MODULES8E-15
POWERTRAIN CONTROL MODULE (Continued)
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(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC
SCAN TOOL
CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P1489 (M) High Speed Fan CTRL Relay Circuit An open or shorted condition detected in the control circuit of
the high speed radiator fan control relay.
P1490 (M) Low Speed Fan CTRL Relay Circuit An open or shorted condition detected in control circuit of the
low speed radiator fan control relay.
P1491 Rad Fan Control Relay Circuit An open or shorted condition detected in the radiator fan
control relay control circuit. This includes PWM solid state
relays.
P1492 (M,G) Ambient/Batt Temp Sen Volts Too High External temperature sensor input above acceptable voltage.
P1493 (M,G) Ambient/Batt Temp Sen Volts Too Low External temperature sensor input below acceptable voltage.
P1494 (M) Leak Detection Pump Sw or
Mechanical FaultIncorrect input state detected for the Leak Detection Pump
(LDP) pressure switch.
P1495 (M) Leak Detection Pump Solenoid Circuit An open or shorted condition detected in the Leak Detection
Pump (LDP) solenoid circuit.
P1496 (M) 5 Volt Supply, Output Too Low 5 volt sensor feed is sensed to be below an acceptable limit.
( < 4v for 4 sec ).
P1498 High Speed Rad Fan Ground CTRL
Rly CircuitAn open or shorted condition detected in the control circuit of
the #3 high speed radiator fan control relay.
P1594 (G) Charging System Voltage Too High Battery voltage sense input above target charging voltage
during engine operation.
P1595 Speed Control Solenoid Circuits An open or shorted condition detected in either of the speed
control vacuum or vent solenoid control circuits.
P1596 Speed Control Switch Always High Speed control switch input above maximum acceptable
voltage.
P1597 Speed Control Switch Always Low Speed control switch input below minimum acceptable
voltage.
P1598 A/C Pressure Sensor Volts Too High A/C pressure sensor input above maximum acceptable
voltage.
P1599 A/C Pressure Sensor Volts Too Low A/C pressure sensor input below minimum acceptable
voltage.
P1602 (M) PCM not Programmed PCM not programmed (generic controller fault).
P1603 PCM Internal Dual Port Ram
CommunicationDual port RAM communication link error.
P1604 PCM Internal Dual Port Ram
Read/Write Integrity FailureDual port RAM read/write error.
P1607 PCM internal Shutdown Timer
RationalityA rationality error has been detected for the shutdown timer.
P1680 Clutch Released Switch Circuit
P1681 No I/P Cluster CCD/J1850 Messages
ReceivedNo CCD/J1850 messages received from the cluster control
module.
P1682 (G) Charging System Voltage Too Low Battery voltage sense input below target charging voltage
during engine operation and no significant change in voltage
detected during active test of generator output circuit.
RSELECTRONIC CONTROL MODULES8E-23
POWERTRAIN CONTROL MODULE (Continued)
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(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC
SCAN TOOL
CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P2008 Short Runner Valve Solenoid Circuit An open or shorted condition detected in the short runner
tuning valve control circuit.
P2302 Ignition Coil Secondary #1 Circuit
P2305 Ignition Coil Secondary #2 Circuit
P2308 Ignition Coil Secondary #3 Circuit
P2311 Ignition Coil Secondary #4 Circuit
P2314 Ignition Coil Secondary #5 Circuit
P2317 Ignition Coil Secondary #6 Circuit
P2320 Ignition Coil Secondary #7 Circuit
P2323 Ignition Coil Secondary #8 Circuit
P2503 Charging System Voltage Low Charging system voltage below minimum acceptable voltage.
OPERATION - SENSOR RETURN - PCM INPUT
The sensor return circuit provides a low electrical
noise ground reference for all of the systems sensors.
The sensor return circuit connects to internal ground
circuits within the Powertrain Control Module (PCM).
OPERATION - SCI RECEIVE - PCM INPUT
SCI Receive is the serial data communication
receive circuit for the DRB scan tool. The Powertrain
Control Module (PCM) receives data from the DRB
through the SCI Receive circuit.
OPERATION - IGNITION SENSE - PCM INPUT
The ignition sense input informs the Powertrain
Control Module (PCM) that the ignition switch is in
the crank or run position.
OPERATION - PCM GROUND
Ground is provided through multiple pins of the
PCM connector. Depending on the vehicle there may
be as many as three different ground pins. There are
power grounds and sensor grounds.
The power grounds are used to control the ground
side of any relay, solenoid, ignition coil or injector.
The signal ground is used for any input that uses
sensor return for ground, and the ground side of any
internal processing component.
The SBEC III case is shielded to prevent RFI and
EMI. The PCM case is grounded and must be firmly
attached to a good, clean body ground.
Internally all grounds are connected together, how-
ever there is noise suppression on the sensor ground.
For EMI and RFI protection the case is also
grounded separately from the ground pins.
OPERATION
OPERATION - 8-VOLT SUPPLY - PCM OUTPUT
The PCM supplies 8 volts to the crankshaft posi-
tion sensor, camshaft position sensor.
OPERATION - 5 VOLT SUPPLY - PCM OUTPUT
The PCM supplies 5 volts to the following sensors:
²A/C pressure transducer
²Engine coolant temperature sensor
²Manifold absolute pressure sensor
²Throttle position sensor
²Linear EGR solenoid
²Battery temperature
²Knock sensor
STANDARD PROCEDURE - OBTAINING
DIAGNOSTIC TROUBLE CODES
BULB CHECK
Key on: Bulb illuminated until vehicle starts, as
long as all once per trip (readiness) monitors com-
pleted. If monitors havenotbeen completed, then:
Key on: bulb check for about 8 seconds, lamp then
flashes if once per trip (readiness) monitors havenot
been completed until vehicle is started, then MIL is
extinguished.
OBTAINING DTC'S USING DRB SCAN TOOL
(1) Connect the DRB scan tool to the data link
(diagnostic) connector. This connector is located in
the passenger compartment; at the lower edge of
instrument panel; near the steering column.
RSELECTRONIC CONTROL MODULES8E-25
POWERTRAIN CONTROL MODULE (Continued)
ProCarManuals.com

these sensor inputs to adjust fuel quantity and fuel
injector timing.
Limp-In Mode
If there is a fault detected with the accelerator
pedal position sensor, the ECM will set the engine
speed at 1100 RPM.
Overspeed Detection Mode
If the ECM detects engine RPM that exceeds 5200
RPM, the ECM will set a DTC in memory and illu-
minate the MIL until the DTC is cleared.
After-Run Mode
The ECM transfers RAM information to ROM and
performs an Input/Output state check.
MONITORED CIRCUITS
The ECM is able to monitor and identify most
driveability related trouble conditions. Some circuits
are directly monitored through ECM feedback cir-
cuitry. In addition, the ECM monitors the voltage
state of some circuits and compares those states with
expected values. Other systems are monitored indi-
rectly when the ECM conducts a rationality test to
identify problems. Although most subsytems of the
engine control module are either directly or indirectly
monitored, there may be occasions when diagnostic
trouble codes are not immediately identified. For a
trouble code to set, a specific set of conditions must
occur and unless these conditions occur, a DTC will
not set.
DIAGNOSTIC TROUBLE CODES
Each diagnostic trouble code (DTC) is diagnosed by
following a specific procedure. The diagnostic test
procedure contains step-by-step instruction for deter-
mining the cause of the DTC as well as no trouble
code problems. Refer to the appropriate Diesel Pow-
ertrain Diagnostic Manual for more information.
HARD CODE
A DTC that comes back within one cycle of the
ignition key is a hard code. This means that the
problem is current every time the ECM/SKIM checks
that circuit or function. Procedures in this manual
verify if the DTC is a hard code at the beginning of
each test. When the fault is not a hard code, an
intermittent test must be performed. NOTE: If the
DRBIIItdisplays faults for multiple components (i.e.
ECT, VSS, IAT sensors) identify and check the
shared circuits for possible problems before continu-
ing (i.e. sensor grounds or 5-volt supply circuits).
Refer to the appropriate schematic to identify shared
circuits. Refer to the appropriate Diesel Powertrain
Diagnostic Manual for more information.INTERMITTENT CODE
A DTC that is not current every time the ECM/
SKIM checks the circuit or function is an intermit-
tent code. Most intermittent DTCs are caused by
wiring or connector problems. Problems that come
and go like this are the most difficult to diagnose;
they must be looked for under specific conditions that
cause them.NOTE: Electromagnetic (radio)
interference can cause an intermittent system
malfunction.This interference can interrupt com-
munication between the ignition key transponder and
the SKIM. The following checks may assist you in
identifying a possible intermittent problem:
²Visually inspect the related wire harness connec-
tors. Look for broken, bent, pushed out or corroded
terminals.
²Visually inspect the related wire harness. Look
for chafed, pierced or partially broken wire.
²Refer to hotlines or technical service bulletins
that may apply. Refer to the appropriate Diesel Pow-
ertrain Diagnostic Manual for more information.
ECM DIAGNOSTIC TROUBLE CODES
IMPORTANT NOTE: Before replacing the ECM for
a failed driver, control circuit or ground circuit, be
sure to check the related component/circuit integrity
for failures not detected due to a double fault in the
circuit. Most ECM driver/control circuit failures are
caused by internal failures to components (i.e. relays
and solenoids) and shorted circuits (i.e. sensor pull-
ups, drivers and ground circuits). These faults are
difficult to detect when a double fault has occurred
and only one DTC has set. If the DRBIIItdisplays
faults for multiple components (i.e.VSS, ECT, Batt
Temp, etc.) identify and check the shared circuits for
possible problems before continuing (i.e. sensor
grounds or 5-volt supply circuits). Refer to the appro-
priate wiring diagrams to identify shared circuits.
Refer to the appropriate Diesel Powertrain Diagnos-
tic Manual for more information.
STANDARD PROCEDURE - PCM/ECM/SKIM
PROGRAMMING - DIESEL
NOTE: Before replacing the PCM/ECM for a failed
driver, control circuit or ground circuit, be sure to
check the related component/circuit integrity for
failures not detected due to a double fault in the cir-
cuit. Most PCM/ECM driver/control circuit failures
are caused by internal component failures (i.e. relay
and solenoids) and shorted circuits (i.e. pull-ups,
drivers and switched circuits). These failures are
difficult to detect when a double fault has occurred
and only one DTC has set.
8Ea - 2 ELECTRONIC CONTROL MODULESRG
ENGINE CONTROL MODULE (Continued)
ProCarManuals.com

(1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off.
(2) Remove the nut with washer that secures the
battery hold down bracket to the battery tray and
support unit.
(3) Remove the battery hold down bracket from
the battery tray and support unit.
INSTALLATION
(1) Install the battery hold down bracket in the
battery tray and support unit.
(2) Install the nut with washer that secures the
battery hold down bracket to the battery tray and
support unit. Torque to 20 N´m (180 in. lbs.).
BATTERY CABLES
DESCRIPTION
The battery cables are large gauge, stranded cop-
per wires sheathed within a heavy plastic or syn-
thetic rubber insulating jacket. The wire used in the
battery cables combines excellent flexibility and reli-
ability with high electrical current carrying capacity.
Refer toWiring Diagramsin the index of this ser-
vice manual for the location of the proper battery
cable wire gauge information.
A clamping type female battery terminal made of
stamped metal is attached to one end of the battery
cable wire. A square headed pinch-bolt and hex nut
are installed at the open end of the female battery
terminal clamp. Large eyelet type terminals are
crimped onto the opposite end of the battery cable
wire and then solder-dipped. The battery positive
cable wires have a red insulating jacket to provide
visual identification and feature a larger female bat-
tery terminal clamp to allow connection to the larger
battery positive terminal post. The battery negative
cable wires have a black insulating jacket and a
smaller female battery terminal clamp.
The battery cables cannot be repaired and, if dam-
aged or faulty they must be replaced. Both the bat-
tery positive and negative cables are available for
service replacement only as a unit with the battery
wire harness, which may include portions of the wir-
ing circuits for the generator and other components
on some models. Refer toWiring Diagramsin the
index of this service manual for the location of more
information on the various wiring circuits included in
the battery wire harness for the vehicle being ser-
viced.
OPERATION
The battery cables connect the battery terminal
posts to the vehicle electrical system. These cables
also provide a path back to the battery for electricalcurrent generated by the charging system for restor-
ing the voltage potential of the battery. The female
battery terminal clamps on the ends of the battery
cable wires provide a strong and reliable connection
of the battery cable to the battery terminal posts.
The terminal pinch bolts allow the female terminal
clamps to be tightened around the male terminal
posts on the top of the battery. The eyelet terminals
secured to the opposite ends of the battery cable
wires from the female battery terminal clamps pro-
vide secure and reliable connection of the battery
cables to the vehicle electrical system.
The battery positive cable terminal clamp is
attached to the ends of two wires. One wire has an
eyelet terminal that connects the battery positive
cable to the B(+) terminal stud of the Integrated
Power Module (IPM), and the other wire has an eye-
let terminal that connects the battery positive cable
to the B(+) terminal stud of the engine starter motor
solenoid. The battery negative cable terminal clamp
is also attached to the ends of two wires. One wire
has an eyelet terminal that connects the battery neg-
ative cable to the vehicle powertrain through a stud
on the left side of the engine cylinder block. The
other wire has an eyelet terminal that connects the
battery negative cable to the vehicle body through a
ground screw on the left front fender inner shield,
near the battery.
DIAGNOSIS AND TESTING - BATTERY CABLE
A voltage drop test will determine if there is exces-
sive resistance in the battery cable terminal connec-
tions or the battery cable. If excessive resistance is
found in the battery cable connections, the connec-
tion point should be disassembled, cleaned of all cor-
rosion or foreign material, then reassembled.
Following reassembly, check the voltage drop for the
battery cable connection and the battery cable again
to confirm repair.
When performing the voltage drop test, it is impor-
tant to remember that the voltage drop is giving an
indication of the resistance between the two points at
which the voltmeter probes are attached.EXAM-
PLE:When testing the resistance of the battery pos-
itive cable, touch the voltmeter leads to the battery
positive cable terminal clamp and to the battery pos-
itive cable eyelet terminal at the starter solenoid
B(+) terminal stud. If you probe the battery positive
terminal post and the battery positive cable eyelet
terminal at the starter solenoid B(+) terminal stud,
you are reading the combined voltage drop in the
battery positive cable terminal clamp-to-terminal
post connection and the battery positive cable.
8F - 16 BATTERY SYSTEMRS
BATTERY HOLDDOWN (Continued)
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(4) Connect the voltmeter to measure between the
battery negative cable terminal clamp and a good
clean ground on the engine block (Fig. 16). Rotate
and hold the ignition switch in the Start position.
Observe the voltmeter. If the reading is above 0.2
volt, clean and tighten the battery negative cable
eyelet terminal connection to the engine block.
Repeat the test. If the reading is still above 0.2 volt,
replace the faulty battery negative cable.
REMOVAL
The battery cables on this model may include por-
tions of wiring circuits for the generator and other
components on the vehicle. If battery cable replace-
ment is required, it will be necessary to extract the
cables out of the engine wire harness assembly. Use
care not to damage the other wires and circuits
which are also packaged into the engine wire harness
assembly.
(1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off.
(2) Disconnect and isolate the negative battery
cable terminal.
(3) Remove the battery thermowrap (if equipped)
from the battery tray.
(4) Remove the tape from the engine wire harness
assembly, to access the desired battery cable.
(5) One at a time, trace and disconnect the battery
cable retaining fasteners and routing clips until the
desired cable is free from the vehicle.
(6) Feed the battery cable out of the vehicle.
INSTALLATION
(1) Position the battery cable in the vehicle.(2) One at a time, trace and install the battery
cable retaining fasteners and routing clips until the
desired cable is properly installed in the engine wire
harness assembly.
(3) Install the tape on the engine wire harness
assembly.
(4) Install the battery thermowrap (if equipped) on
the battery tray.
(5) Connect the negative battery cable terminal.
BATTERY TRAY
DESCRIPTION
The battery is mounted in a molded plastic battery
tray and support unit located in the left front corner
of the engine compartment. The battery tray and
support unit is secured with two nuts, one is located
directly under the battery and the other is located on
the right side of the tray which also serves as a cool-
ant bottle neck retaining bolt. An additional bolt is
located directly under the battery.
The battery tray and support unit also includes a
engine vacuum reservoir, located in the rear of the
unit (Fig. 17). And a drainage hose, located in the
front of the unit (Fig. 17).
Fig. 16 TEST GROUND CIRCUIT RESISTANCE -
TYPICAL
1 - VOLTMETER
2 - BATTERY
3 - ENGINE GROUND
Fig. 17 RS BATTERY TRAY
1 - ENGINE VACUUM RESERVOIR
2 - BATTERY TRAY ASSEMBLY
3 - DRAINAGE HOSE
8F - 18 BATTERY SYSTEMRS
BATTERY CABLES (Continued)
ProCarManuals.com

CHARGING
TABLE OF CONTENTS
page page
CHARGING
DESCRIPTION - CHARGING SYSTEM.......21
OPERATION - CHARGING SYSTEM.........21
DIAGNOSIS AND TESTING - ON-BOARD
DIAGNOSTIC SYSTEM.................22
SPECIFICATIONS
GENERATOR........................23
TORQUE............................23
SPECIAL TOOLS.......................23
BATTERY TEMPERATURE SENSOR
DESCRIPTION.........................24
OPERATION...........................24
REMOVAL.............................24
GENERATOR
DESCRIPTION.........................24
OPERATION...........................24REMOVAL
REMOVAL - 2.4L......................24
REMOVAL - 3.3/3.8L...................24
INSTALLATION
INSTALLATION - 2.4L..................25
INSTALLATION - 3.3/3.8L................25
GENERATOR DECOUPLER PULLEY
DESCRIPTION.........................25
OPERATION...........................26
DIAGNOSIS AND TESTING - GENERATOR
DECOUPLER PULLEY..................26
REMOVAL.............................26
INSTALLATION.........................26
VOLTAGE REGULATOR
DESCRIPTION.........................27
OPERATION...........................27
CHARGING
DESCRIPTION - CHARGING SYSTEM
The charging system consists of:
²Generator
²Decoupler Pulley (If equipped)
²Electronic Voltage Regulator (EVR) circuitry
within the Powertrain Control Module (PCM)
²Ignition switch (refer to the Ignition System sec-
tion for information)
²Battery (refer to the Battery section for informa-
tion)
²Inlet Air Temperature (calculated battery tem-
perature)
²Voltmeter (refer to the Instrument Cluster sec-
tion for information if equipped)
²Wiring harness and connections (refer to the
Wiring section for information)
²Accessory drive belt (refer to the Cooling section
for more information)
OPERATION - CHARGING SYSTEM
The charging system is turned on and off with the
ignition switch. The system is on when the engine is
running and the ASD relay is energized. The ASD
relay is energized when the PCM grounds the ASD
control circuit. This voltage is connected through the
PCM or IPM (intelligent power module) (if equipped)
and supplied to one of the generator field terminals
(Gen. Source +) at the back of the generator.The generator is driven by the engine through a
serpentine belt and pulley or decoupler pulley
arrangement.
The amount of DC current produced by the gener-
ator is controlled by the EVR (field control) circuitry
contained within the PCM. This circuitry is con-
nected in series with the second rotor field terminal
and ground.
An Inlet air temperature sensor is used to calcu-
late the temperature near the battery. This tempera-
ture data, along with data from monitored line
voltage (battery voltage sense circuit), is used by the
PCM to vary the battery charging rate. This is done
by cycling the ground path to control the strength of
the rotor magnetic field. The PCM then compensates
and regulates generator current output accordingly
to maintain system voltage at the targeted system
voltage based on battery temperature.
All vehicles are equipped with On-Board Diagnos-
tics (OBD). All OBD-sensed systems, including EVR
(field control) circuitry, are monitored by the PCM.
Each monitored circuit is assigned a Diagnostic Trou-
ble Code (DTC). The PCM will store a DTC in elec-
tronic memory for certain failures it detects and
illuminate the (MIL) lamp. Refer to On-Board Diag-
nostics in the Electronic Control Modules(Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/POWERTRAIN CONTROL MODULE -
DESCRIPTION) section for more DTC information.
RSCHARGING8F-21
ProCarManuals.com

(6) Inspect decoupler pulley (if equipped). Ensure
decoupler pulley is driving the alternator rotor.
(7) Inspect automatic belt tensioner (if equipped).
Refer to the Cooling System for more information.
(8) Inspect generator electrical connections at gen-
erator field, battery output, and ground terminal (if
equipped). Also check generator ground wire connec-
tion at engine (if equipped). They should all be clean
and tight. Repair as required.SPECIFICATIONS
GENERATOR
Type Engine Minimun Test
Amperage
Denso 2.4 L 125 Amp
Denso 3.3/3.8L 135 Amp or 145
Amp
Test Specification:
1. Engine RPM : 2500 RPM  20 RPM
2. Voltage Output : 14.0 V   0.5 V
3. Field Current : 5 amps   0.1 amps
Part number is located on the side of the generator.
TORQUE
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Battery Hold Down Clamp
Bolt20 14.7 180
Generator B+ Nut 12.4 9.2 110
Battery Terminal Nut 4 35
Generator Mounting Bolt
2.4L28.2 20.8 250
Generator Mounting Bolts
3.3/3.8L54.2 40
Starter Solenoid Battery
Nut 3.3/3.8L11.3 8.3 100
Generator Decoupler 109.8 81
SPECIAL TOOLS
Fig. 1 GENERATOR DECOUPLER 8433
RSCHARGING8F-23
CHARGING (Continued)
ProCarManuals.com

BATTERY TEMPERATURE
SENSOR
DESCRIPTION
The PCM incorporates a Battery Temperature Sen-
sor (BTS) on its circuit board.
OPERATION
The PCM uses the temperature of the battery area
to control the charge system voltage. This tempera-
ture, along with data from monitored line voltage, is
used by the PCM to vary the battery charging rate.
The system voltage is higher at cold temperatures
and is gradually reduced as temperature around the
battery increases.
The ambient temperature sensor is used to control
the battery voltage based upon ambient temperature
(approximation of battery temperature). The PCM
maintains the optimal output of the generator by
monitoring battery voltage and controlling it to a
range of 13.5 - 14.7 volts based on battery tempera-
ture.
The battery temperature sensor is also used for
OBD II diagnostics. Certain faults and OBD II mon-
itors are either enabled or disabled depending upon
the battery temperature sensor input (example: dis-
able purge and EGR, enable LDP). Most OBD II
monitors are disabled below 20ÉF.
REMOVAL
The battery temperature sensor is not serviced sep-
arately. If replacement is necessary, the PCM must
be replaced.
GENERATOR
DESCRIPTION
The generator is belt-driven by the engine. It is
serviced only as a complete assembly. The generator
produces DC voltage at the B+ terminal. If the gen-
erator is failed, the generator assembly subcompo-
nents (generator and decoupler pulley) must be
inspected for individual failure and replaced accord-
ingly.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur-
rent into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The Y type stator winding connections deliver the
induced AC current to 3 positive and 3 negative
diodes for rectification. From the diodes, rectified DCcurrent is delivered to the vehicles electrical system
through the generator, battery, and ground terminals.
Excessive or abnormal noise emitting from the gen-
erator may be caused by:
²Worn, loose or defective bearings
²Loose or defective drive pulley (2.4L) or decou-
pler (3.3/3.8L)
²Incorrect, worn, damaged or misadjusted drive
belt
²Loose mounting bolts
²Misaligned drive pulley
²Defective stator or diode
²Damaged internal fins
REMOVAL
REMOVAL - 2.4L
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable.
(3) Disconnect the Inlet Air Temperature sensor.
(4) Remove the Air Box, refer to the Engine/Air
Cleaner for more information.
(5) Remove the EVAP Purge solenoid from its
bracket and reposition.
(6) Disconnect the push-in field wire connector
from back of generator.
(7) Remove nut holding B+ wire terminal to back
of generator.
(8) Separate B+ terminal from generator.
(9) Remove accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(10) Remove the generator.
REMOVAL - 3.3/3.8L
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable.
(3) Disconnect the push-in field wire connector
from back of generator.
(4) Remove nut holding B+ wire terminal to back
of generator.
(5) Separate B+ terminal from generator.
(6) Raise vehicle and support.
(7) Remove the right front lower splash shield.
(8) Remove accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(9) Remove the lower oil dip stick tube bolt (Fig.
2).
(10) Remove wiring harness from the oil dip stick
tube
(11) Remove the 3 mounting bolts.
(12) Lower vehicle.
(13) Remove oil dip stick tube from vehicle.
(14) Roll and remove the generator from vehicle
(Fig. 3).
8F - 24 CHARGINGRS
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(3) Install the Air Box, refer to the Engine section
for more information.
(4) Raise vehicle and support.
(5) Install accessory drive belt, refer to the Cooling
System section for proper procedures (Fig. 5).
(6) Install the right front lower splash shield.
(7) Lower vehicle.
(8) Connect battery negative cable.
VOLTAGE REGULATOR
DESCRIPTION
The Electronic Voltage Regulator (EVR) is not a
separate component. It is actually a voltage regulat-
ing circuit located within the Powertrain Control
Module (PCM). The EVR is not serviced separately. If
replacement is necessary, the PCM must be replaced.
OPERATION
The amount of DC current produced by the gener-
ator is controlled by EVR circuitry contained within
the PCM. This circuitry is connected in series with
the generators second rotor field terminal and its
ground.
Voltage is regulated by cycling the ground path to
control the strength of the rotor magnetic field. The
EVR circuitry monitors system line voltage (B+) and
calculated battery temperature or inlet air tempera-
ture sensor (refer to Inlet Air Temperature Sensor, if
equipped, for more information ). It then determines
a target charging voltage. If sensed battery voltage is
lower than the target voltage, the PCM grounds the
field winding until sensed battery voltage is at the
target voltage. A circuit in the PCM cycles the
ground side of the generator field at 250 times per
second (250Hz), but has the capability to ground the
field control wire 100% of the time (full field) to
achieve the target voltage. If the charging rate can-
not be monitored (limp-in), a duty cycle of 25% is
used by the PCM in order to have some generator
output. Also refer to Charging System Operation for
additional information.
Fig. 6 DECOUPLER REMOVAL (LITENS)
Fig. 7 SPECIAL TOOL 8433 AND DECOUPLER
Fig. 8 DECOUPLER INSTALLATION (Litens)
RSCHARGING8F-27
GENERATOR DECOUPLER PULLEY (Continued)
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