ECU CHRYSLER VOYAGER 1996 Workshop Manual

(3) Starting at the fuse block, wiggle the wiring
harness about six to eight inches apart and watch
the voltmeter/test lamp.
(4) If the voltmeter registers voltage or the test
lamp glows, there is a short to ground in that gen-
eral area of the wiring harness.
TESTING FOR A SHORT TO GROUND ON
FUSES POWERING SEVERAL LOADS
(1) Refer to the wiring diagrams and disconnect or
isolate all items on the suspected fused circuits.
(2) Replace the blown fuse.
(3) Supply power to the fuse by turning ON the
ignition switch or re-connecting the battery.
(4) Start connecting the items in the fuse circuit
one at a time. When the fuse blows the circuit with
the short to ground has been isolated.
TESTING FOR A VOLTAGE DROP
(1) Connect the positive lead of the voltmeter to
the side of the circuit closest to the battery (Fig. 9).
(2) Connect the other lead of the voltmeter to the
other side of the switch or component.
(3) Operate the item.
(4) The voltmeter will show the difference in volt-
age between the two points.
TROUBLESHOOTING WIRING PROBLEMS
When troubleshooting wiring problems there are
six steps which can aid in the procedure. The steps
are listed and explained below. Always check for non-
factory items added to the vehicle before doing any
diagnosis. If the vehicle is equipped with these items,disconnect them to verify these add-on items are not
the cause of the problem.
(1) Verify the problem.
(2) Verify any related symptoms. Do this by per-
forming operational checks on components that are
in the same circuit. Refer to the wiring diagrams.
(3) Analyze the symptoms. Use the wiring dia-
grams to determine what the circuit is doing, where
the problem most likely is occurring and where the
diagnosis will continue.
(4) Isolate the problem area.
(5) Repair the problem.
(6) Verify proper operation. For this step check for
proper operation of all items on the repaired circuit.
Refer to the wiring diagrams.
SERVICE PROCEDURES
WIRING REPAIR
When replacing or repairing a wire, it is important
that the correct gage be used as shown in the wiring
diagrams. The wires must also be held securely in
place to prevent damage to the insulation.
(1) Disconnect battery negative cable
(2) Remove 1 inch of insulation from each end of
the wire.
(3) Place a piece of heat shrink tubing over one
side of the wire. Make sure the tubing will be long
enough to cover and seal the entire repair area.
(4) Spread the strands of the wire apart on each
part of the exposed wire (example 1). (Fig. 10)
Fig. 8 Testing for ContinuityFig. 9 Testing for Voltage Drop
8W - 01 - 10 8W-01 GENERAL INFORMATIONNS/GS
DIAGNOSIS AND TESTING (Continued)

(5) Push the two ends of wire together until the
strands of wire are close to the insulation (example
2) (Fig. 10)
(6) Twist the wires together (example 3) (Fig. 10)
(7) Solder the connection together using rosin core
type solder only.Do not use acid core solder.
(8) Center the heat shrink tubing over the joint,
and heat using a heat gun. Heat the joint until the
tubing is tightly sealed and sealant comes out of both
ends of the tubing.
(9) Secure the wire to the existing ones to prevent
chafing or damage to the insulation
(10) Connect battery and test all affected systems.
TERMINAL/CONNECTOR REPAIR-MOLEX
CONNECTORS
(1) Disconnect battery.
(2) Disconnect the connector from its mating half/
component.
(3) Insert the terminal releasing special tool 6742
into the terminal end of the connector (Fig. 11).
(4) Using special tool 6742 release the locking fin-
gers on the terminal (Fig. 12).
(5) Pull on the wire to remove it from the connec-
tor.
(6) Repair or replace the connector or terminal, as
necessary.
CONNECTOR REPLACEMENT
(1) Disconnect battery.
(2) Disconnect the connector that is to be repaired
from its mating half/component(3) Remove the connector locking wedge, if
required (Fig. 13)
(4) Position the connector locking finger away from
the terminal using the proper pick from special tool
Fig. 10 Wire Repair
Fig. 11 Molex Connector Repair
Fig. 12 Using Special Tool 6742
Fig. 13 Connector Locking Wedge
NS/GS8W-01 GENERAL INFORMATION 8W - 01 - 11
SERVICE PROCEDURES (Continued)

8W-39 VEHICLE THEFT SECURITY SYSTEM
Component Page
Body Control Module...............8W-39-2, 3, 4
BS19...............................8W-39-2
Clockspring..........................8W-39-2
Driver Door Ajar Switch................8W-39-2
Driver Door Arm/Disarm Switch..........8W-39-3
Driver Door Lock Switch................8W-39-3
Fuse 9 (PDC).........................8W-39-2
Fuse 18 (PDC)........................8W-39-5
Fuse 28 (PDC)........................8W-39-2
G200...............................8W-39-5
G301...........................8W-39-2, 3, 4
G302...............................8W-39-4
G400.............................8W-39-3, 4
High Note Horn.......................8W-39-2
Hood Ajar Switch.....................8W-39-4
Horn Relay..........................8W-39-2
Horn Switch.........................8W-39-2
Junction Block......................8W-39-2, 5Component Page
Left Rear Door Ajar Switch..............8W-39-4
Liftgate Ajar Switch...................8W-39-4
Liftgate Arm/Disarm Switch.............8W-39-3
Low Note Horn.......................8W-39-2
Memory Seat/Mirror Module.............8W-39-2
Message Center.......................8W-39-2
Passenger Door Ajar Switch.............8W-39-2
Passenger Door Arm/Disarm Switch.......8W-39-3
Passenger Door Lock Switch.............8W-39-3
Power Distribution Center.............8W-39-2, 5
PS01...............................8W-39-5
PS02...............................8W-39-5
PTC 1 (JB)..........................8W-39-5
Remote Keyless Entry Module...........8W-39-2
Right Rear Door Ajar Switch.............8W-39-4
Sentry Key Immobilizer Module..........8W-39-5
VTSS Lamp..........................8W-39-2
NS/GS8W - 39 VEHICLE THEFT SECURITY SYSTEM 8W - 39 - 1

8587
3086
RELAY HORN
C248C2
20A
FUSE
9
BATT A0
POWER
DISTRIBUTION
CENTER
13 12
VTSS
LAMP
CENTER MESSAGE
28FUSE10A
C35
JUNCTION
BLOCK
6C4
13C1
C2
169
BODY
CONTROL
MODULE
VTSS
LAMP
DRIVERFUSED
B (+) RELAYHORN
18
CONTROL
M1
20
PKG69
22
BK/OR
M1
20
PK
C116
MODULE MIRROR
SEAT/
MEMORY
M1
20
PK
C24
GY/OR20 X4
79C1 C148
SENSE SWITCHAJAR DRIVER
DOOR DOOR PASSENGER
AJAR
SWITCH
SENSE
DRIVER
DOOR
AJAR
SWITCH
SWITCH AJAR
DOOR PASSENGER
G75
18
TNG74
18
TN/RD
HORN NOTE
LOW HIGH
NOTE
HORN
X2
18
DG/RD
X2
18
DG/RDX2
18
DG/RD
BS19
A A
BB
Z1
18
BK
Z1
18
BK
G301
FUSED
B (+)
1 13
HORN
SWITCH CLOCKSPRING
X3
20
BK/RD
20C2
1X3
20
BK/RD
CONTROLRELAYHORN
*7 *8
* RHD
C2
3
MODULE ENTRY
KEYLESS
REMOTE
7P50
NOT
USED
M1
20
PK
M1
22
PK
(8W-10-30) (8W-10-8)
(8W-10-9)
(8W-10-10)
(8W-46-2) (8W-10-11)
(8W-12-2)
(8W-45-3)
(8W-45-7)(8W-62-3)
(8W-63-4)
(8W-15-10)
(8W-15-11)(8W-41-2) (8W-41-2)(8W-61-5) (8W-12-20)
8W - 39 - 2 8W-39 VEHICLE THEFT SECURITY SYSTEMNS/GS
J988W-3GS003902

BK/LG20 Z2
9
G400
WT/RD20 P98
6J03A
L16
LJ01 B176
WT/RD20 P98
C144SIGNALMUX LIFTGATE
BK/LG20 Z2BK/LG20 Z2Z2
20
BK/LG
2
SWITCH LOCK
DOOR PASSENGER
3
B03 D01P3
Z2
20
BK/LG
55C1
P96
20
WT/LG
4B03
D01P
P96
20
WT/LG
P96
20
WT/LG
BK/LG20 Z2
3D01D
B02
BK/LG20 Z2
G301
WT/DG20 P97
3
DRIVER
DOOR
LOCK
SWITCH
2
WT/DG20 P97
D01D B0211
WT/DG18 P97 DRIVER
BODY
CONTROL
MODULE
C145
DOOR
SWITCH
MUX
SWITCH DISARM
ARM/
LIFTGATE
1 2
2 1
12
2
1
PASSENGER
DOOR
ARM/
DISARM
SWITCH SWITCH DISARM
ARM/
DOOR
DRIVER
1 2
2 1
2 31 UNLOCK
2 LOCK 2 LOCK1 UNLOCK2 LOCK 1 UNLOCK PASSANGER
DOOR
SWITCH
MUX
MUX SWITCHDOOR DRIVER PASSANGER
DOOR
SWITCH
MUX
GROUND
(8W-15-14) (8W-61-6)
(8W-15-10)
(8W-15-11) (8W-61-6)(8W-45-6)
(8W-45-8)
NS/GS8W-39 VEHICLE THEFT SECURITY SYSTEM 8W - 39 - 3
GS003903J988W-3

TN/BK18 G78
BK20Z1
G400
SWITCH AJAR
LIFTGATE
3
1
Z1
18
BK
G301
G70
18
BR/TN
C143SENSE SWITCHAJAR HOOD
L16 J03A4
TN/BK18 G78
4B17
LJ01
SENSE SWITCHAJAR LIFTGATE
59C1
TN/BK18 G78
G302
BK18Z1BK18Z1REAR RIGHT
C177
DOOR
AJAR
SWITCH
SENSE
G76
18
TN/YL
TN/OR18 G77
2
SWITCH AJAR
HOOD
12
RIGHT
REAR
DOOR
AJAR
SWITCH
11
SWITCH AJAR
DOOR
REAR
LEFT
2
SENSE SWITCHAJAR DOOR
47C1
MODULE
CONTROL
BODY
LEFT
REAR
814 1211
(8W-15-14) (8W-15-10) (8W-15-13)(8W-45-7)
(8W-45-8)
8W - 39 - 4 8W-39 VEHICLE THEFT SECURITY SYSTEMNS/GS
J988W-3GS003904

18FUSE15A
BATT A0
12
CENTER
DISTRIBUTION
POWER
2C2
15C2
F41
20
PK/VT
20C3
PTC
1
9A
ST-RUN A21
BLOCK JUNCTION
C4
19
MODULE IMMOBILIZER
KEY
SENTRY
1F41
20
PK/VT3
F87
20
WT/BK
FUSED
B(+)FUSED
IGNITION
(ST-RUN)
CCD
BUS
(+) (-)BUS CCD
GROUND
Z2
20
BK
G200
2 56
D1
20
VT/BR
D2
20
WT/BK
TO
PS01
TO
PS02
(8W-10-20)(8W-10-8)
(8W-10-9)
(8W-12-13)(8W-10-16)
(8W-12-2)
(8W-15-4)
(8W-30-4) (8W-30-4)
NS/GS8W-39 VEHICLE THEFT SECURITY SYSTEM
BUILT-UP-EXPORT8W - 39 - 5
GS003905J988W-3

made to seal the area between the bedplate and cyl-
inder block without disturbing the bearing clearance
or alignment of these components.
GASKET DISASSEMBLY
Parts assembled with form-in-place gaskets may be
disassembled without unusual effort. In some
instances, it may be necessary to lightly tap the part
with a mallet or other suitable tool to break the seal
between the mating surfaces. A flat gasket scraper
may also be lightly tapped into the joint but care
must be taken not to damage the mating surfaces.
SURFACE PREPARATION
Scrape clean or wire brush all gasket surfaces to
remove all loose material. Inspect stamped parts to
ensure gasket rails are flat. Gasket surfaces must be
free of oil and dirt. Make sure old gasket material is
removed from blind attaching holes.
FORM-IN-PLACE GASKET APPLICATION
Assembling parts using a form-in-place gasket
requires care but it's easier then using precut gas-
kets.
MopartGasket Maker material should be applied
sparingly 1 mm (0.040 in.) diameter or less of sealant
to one gasket surface. Be certain the material sur-
rounds each mounting hole. Excess material can eas-
ily be wiped off. Components should be torqued in
place within 15 minutes. The use of a locating dowel
is recommended during assembly to prevent smear-
ing the material off location.
TheMopartSilicone Rubber Adhesive Sealant
gasket material or equivalent should be applied in a
continuous bead approximately 3 mm (0.120 in.) in
diameter. All mounting holes must be circled. For
corner sealing, a 3.17 or 6.35 mm (1/8 or 1/4 in.) drop
is placed in the center of the gasket contact area.
Uncured sealant may be removed with a shop towels.
Components should be torqued in place while the
sealant is still wet to the touch (within 10 minutes).
The usage of a locating dowel is recommended during
assembly to prevent smearing of material off loca-
tion.
CRANKSHAFT SPROCKET BOLT ACCESS PLUG
An Access plug is located in the right inner fender
shield. Remove the plug and insert the proper size
socket, extension and ratchet, when crankshaft rota-
tion is necessary.
ENGINE CORE PLUGS
REMOVAL
Using a blunt tool such as a drift or a screwdriver
and a hammer, strike the bottom edge of the cup
plug (Fig. 1). With the cup plug rotated, grasp firmlywith pliers or other suitable tool and remove plug
(Fig. 1).
CAUTION: Do not drive cup plug into the casting
as restricted cooling can result and cause serious
engine problems.
INSTALLATION
Thoroughly remove all rust and clean inside of cup
plug hole in cylinder block or head. Be sure to
remove old sealer. Lightly coat inside of cup plug hole
with sealer. Make certain the new plug is cleaned of
all oil or grease. Using proper drive plug, drive plug
into hole so that the sharp edge of the plug is at
least 0.5 mm (0.020 inch.) inside the lead in chamfer
(Fig. 1).
It is in not necessary to wait for curing of the seal-
ant. The cooling system can be refilled and the vehi-
cle placed in service immediately.
ENGINE PERFORMANCE
If a loss of performance is noticed, timing belt or
chain may have skipped one or two teeth. Camshaft
and crankshaft timing should be checked. Refer to
Group 9, Engine Timing belt or chain installation.
It is important that the vehicle is operating to its
optimum performance level to maintain fuel economy
and lowest vehicle emissions. If vehicle is not operat-
ing to these standards, refer to Engine Diagnosis out-
lined is this section. The following procedures can
assist in achieving the proper engine diagnosis.
(1) Test cranking amperage draw. Refer to Group
8B, Starting.
(2) Check intake manifold for vacuum leaks.
(3) Perform cylinder compression pressure test.
Refer to Engine Diagnosis, outlined in this section.
(4) Clean or replace spark plugs as necessary and
adjust gap as specified in Group 8D, Ignition System.
Tighten to specifications.
Fig. 1 Core Hole Plug Removal
9 - 2 ENGINENS
GENERAL INFORMATION (Continued)

ENGINE DIAGNOSIS
INDEX
page page
DIAGNOSIS AND TESTING
CYLINDER COMBUSTION
PRESSURE LEAKAGE TEST.............. 8
CYLINDER COMPRESSION PRESSURE TEST . . 7
ENGINE DIAGNOSISÐMECHANICAL......... 12
ENGINE DIAGNOSISÐPERFORMANCE...... 10GENERAL INFORMATION.................. 7
INSPECTION
(ENGINE OIL LEAKS IN GENERAL)......... 8
INTAKE MANIFOLD LEAKAGE DIAGNOSIS..... 7
LASH ADJUSTER (TAPPET)
NOISE DIAGNOSIS...................... 8
DIAGNOSIS AND TESTING
GENERAL INFORMATION
Engine diagnosis is helpful in determining the
causes of malfunctions.
These malfunctions may be classified as either
mechanical (e.g., a strange noise), or performance
(e.g., engine idles rough and stalls).
Refer to the Service DiagnosisÐMechanical Chart
and the Service DiagnosisÐPerformance Chart, for
possible causes and corrections of malfunctions. Refer
to Group 14, Fuel System, for the fuel system diag-
nosis.
Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that can-
not be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagno-
sis is provided within the following:
²Cylinder Compression Pressure Test
²Cylinder Combustion Pressure Leakage Test
²Engine Cylinder Head Gasket Failure Diagnosis
²Intake Manifold Leakage Diagnosis
INTAKE MANIFOLD LEAKAGE DIAGNOSIS
An intake manifold air leak is characterized by
lower than normal manifold vacuum. Also, one or
more cylinders may not be functioning.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR THE FAN.
DO NOT WEAR LOOSE CLOTHING.
(1) Start the engine.
(2) Spray a small stream of water (Spray Bottle) at
the suspected leak area.
(3) If a change in RPM'S, the area of the suspected
leak has been found.
(4) Repair as required.
CYLINDER COMPRESSION PRESSURE TEST
The results of a cylinder compression pressure test
can be utilized to diagnose several engine malfunc-
tions.
Ensure the battery is completely charged and the
engine starter motor is in good operating condition.
Otherwise the indicated compression pressures may
not be valid for diagnosis purposes.
(1) Check engine oil level and add oil if necessary.
(2) Drive the vehicle until engine reaches normal
operating temperature. Select a route free from traf-
fic and other forms of congestion, observe all traffic
laws, and accelerate through the gears several times
briskly.
(3) Remove all spark plugs from engine. As spark
plugs are being removed, check electrodes for abnor-
mal firing indicators fouled, hot, oily, etc. Record cyl-
inder number of spark plug for future reference.
(4) Disconnect coil wire from distributor and
secure to good ground to prevent a spark from start-
ing a fire (Conventional Ignition System). For Direct
Ignition System DIS disconnect the coil connector.
(5) Be sure throttle blade is fully open during the
compression check.
(6) Insert compression gage adaptor into the #1
spark plug hole in cylinder head. Crank engine until
maximum pressure is reached on gage. Record this
pressure as #1 cylinder pressure.
(7) Repeat the previous step for all remaining cyl-
inders.
(8) Compression should not be less than (689kPa)
100 psi and not vary more than 25 percent from cyl-
inder to cylinder.
(9) If one or more cylinders have abnormally low
compression pressures, repeat the compression test.
(10) If the same cylinder or cylinders repeat an
abnormally low reading on the second compression
test, it could indicate the existence of a problem in
the cylinder in question.The recommended com-
pression pressures are to be used only as a
guide to diagnosing engine problems. An engine
should not be disassembled to determine the
NSENGINE 9 - 7

aligning yokes. The yokes are secured by an align-
ment yoke retainer (Fig. 4).
PRELIMINARY STEP TO CHECKING THE
HYDRAULIC TAPPETS
Before disassembling any part of the engine to cor-
rect tappet noise, read the oil pressure at the gauge.
Install a reliable gauge at pressure sending unit if
vehicle has no oil pressure gauge and check the oil
level in the oil pan. The pressure should be between
30 and 80 psi (206.8 to 551.6 kPa) at 2000 rpm.
The oil level in the pan should never be above the
MAX mark on dipstick, or below the MIN mark.
Either of these two conditions could be responsible
for noisy tappets.Oil Level Check: stop engineafter reaching normal operating temperature.
Allow 5 minutes to stabilize oil level, check dipstick.
OIL LEVEL TOO HIGH
If oil level is above the MAX mark on dip stick, it
is possible for the connecting rods to dip into the oil
while engine is running and create foam. Foam in oil
pan would be fed to the hydraulic tappets by the oil
pump causing them to become soft and allow valves
to seat noisily.
OIL LEVEL TOO LOW
Low oil level may allow pump to take in air which
when fed to the tappets, causes them to become soft
and allows valves to seat noisily. Any leaks on intake
side of pump through which air can be drawn will
create the same tappet action. Check the lubrication
system from the intake strainer to the pump cover,
including the relief valve retainer cap. When tappet
noise is due to aeration, it may be intermittent or
constant, and usually more than one tappet will be
noisy. When oil level and leaks have been corrected,
engine should be operated at fast idle to allow all of
the air inside of the tappets to be bled out.
VALVE TRAIN NOISE DIAGNOSIS
To determine source of valve train noise, operate
engine at idle with cylinder head covers removed and
listen for source of the noise.
Fig. 3 3.3/3.8L V-6 Engines
Fig. 4 Roller Tappets Aligning Yoke and Retainer
NS3.3/3.8L ENGINE 9 - 95
DIAGNOSIS AND TESTING (Continued)