engine coolant CHRYSLER VOYAGER 2000 Diagnostic Manual

TABLE OF CONTENTS - Continued
9.0 CONNECTOR PINOUTS................................................333
A/C COMPRESSOR CLUTCH - BLACK 2 WAY..............................333
AMBIENT TEMPERATURE SENSOR - GRAY 2 WAY.........................333
AMBIENT TEMPERATURE SENSOR (SENSOR SIDE) 2 WAY..................333
BRAKE LAMP SWITCH - GRAY 6 WAY....................................333
BRAKE SHIFT INTERLOCK SOLENOID (EXCEPT BUILT-UP EXPORT)-2WAY ..334
CAMSHAFT POSITION SENSOR - BLACK 3-WAY...........................334
CLOCKSPRING C1 - YELLOW 2 WAY.....................................334
CLOCKSPRING C2 - NATURAL 5 WAY....................................334
CLOCKSPRING C3 - BLACK 2 WAY.......................................335
CLUTCH INTERLOCK SWITCH (MTX) - BLACK 2 WAY.......................335
CLUTCH INTERLOCK SWITCH JUMPER (EATX) - BLACK 2 WAY..............335
CRANKSHAFT POSITION SENSOR - BLACK 3 WAY.........................335
DATA LINK CONNECTOR - BLACK 16 WAY................................336
EGR SOLENOID - GRAY 2 WAY..........................................336
ENGINE COOLANT TEMPERATURE SENSOR - BLACK 2 WAY................336
ENGINE OIL PRESSURE SWITCH - GREEN 2 WAY.........................336
EVAP/PURGE SOLENOID - BLACK 2 WAY.................................337
DUTY CYCLE EVAP/PURGE SOLENOID...................................337
FUEL INJECTOR NO. 1 (2.0L/2.4L) - BLACK 2 WAY..........................337
FUEL INJECTOR NO. 1 (3.3L/3.8L) - BLACK 2 WAY..........................338
FUEL INJECTOR NO. 2 (2.OL/2.4L) - BLACK 2 WAY.........................338
FUEL INJECTOR NO. 2 (3.3L/3.8L) - BLACK 2 WAY..........................338
FUEL INJECTOR NO. 3 (3.3L/3.8L)- BLACK 2 WAY..........................338
FUEL INJECTOR NO. 3 (2.0L/2.4L) - BLACK 2 WAY..........................339
FUEL INJECTOR NO. 4 (3.3L/3.8L) - BLACK 2 WAY..........................339
FUEL INJECTOR NO. 4 (2.0L/2.4L) - BLACK 2 WAY..........................339
FUEL INJECTOR NO. 5 (3.3L/3.8L) - BLACK 2 WAY..........................339
FUEL INJECTOR NO. 6 (3.3L/3.8L) - BLACK 2 WAY..........................340
FUEL TANK MODULE - LIGHT GRAY 4 WAY...............................340
GENERATOR (GENERATOR SIDE).......................................340
GENERATOR - BLACK 3 WAY...........................................340
IDLE AIR CONTROL MOTOR - BLACK 4 WAY..............................341
IGNITION COIL PACK (2.0L/2.4L) - BLACK 3 WAY...........................341
IGNITION COIL PACK (3.3L/3.8L) - BLACK 4 WAY...........................341
INSTRUMENT CLUSTER - BLACK 13 WAY.................................341
INTAKE AIR TEMPERATURE/MANIFOLD ABSOLUTE PRESSURE SENSOR (2.0L) -
GRAY4 WAY..........................................................342
INTAKE AIR TEMPERATURE SENSOR (2.4L) - GRAY 2 WAY..................342
KNOCK SENSOR - GRAY 2 WAY.........................................342
LEAK DETECTION PUMP - LT. GRAY 4 WAY...............................342
MANIFOLD ABSOLUTE PRESSURE SENSOR (2.4L/3.3L/3.8L) - BLACK 3 WAY. . .343
OUTPUT SPEED SENSOR - GRAY 2 WAY.................................343
OXYGEN SENSOR (SENSOR SIDE)......................................343
OXYGEN SENSOR 1/1 UPSTREAM - GRAY 4 WAY..........................343
OXYGEN SENSOR 1/2 DOWNSTREAM - BLACK 4 WAY.....................344
PARK/NEUTRAL POSITION SWITCH (ATX) - BLACK 3 WAY...................344
FUSES...............................................................346
A/C COMPRESSOR CLUTCH RELAY......................................346
AUTOMATIC SHUT DOWN RELAY (GAS)..................................346
CIGAR LIGHTER/ACCESSORY RELAY....................................346
DIESEL POWER RELAY................................................347
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1.0 INTRODUCTION
The procedures contained in this manual include
specifications, instructions, and graphics needed to
diagnose the PCM Powertrain System. The diag-
nostics in this manual are based on the failure
condition or symptom being present at time of
diagnosis.
Please follow the recommendations below when
choosing your diagnostic path.
1. First make sure the DRBIIItis communicating
with the appropriate modules; ie., if the DRBIIIt
displays a ``No Response'' condition, you must
diagnose this first before proceeding.
2. Read DTC's (diagnostic trouble codes) with the
DRBIIIt.
3. If no DTC's are present, identify the customer
complaint.
4. Once the DTC or customer complaint is identi-
fied, locate the matching test in the Table of
Contents and begin to diagnose the symptom.
All component location views are in Section 8.0.
All connector pinouts are in Section 9.0. All system
schematics are in Section 10.0.
An * placed before the symptom description indi-
cates a customer complaint.
When repairs are required, refer to the appropri-
ate service manual for the proper removal and
repair procedure.
Diagnostic procedures change every year. New
diagnostic systems may be added; carryover sys-
tems may be enhanced. READ THIS MANUAL
BEFORE TRYING TO DIAGNOSE A VEHICLE
CODE. It is recommended that you review the
entire manual to become familiar with all new and
changed diagnostic procedures.
After using this book, if you have any comments
or recommendations, please fill out the form at the
back of the book and mail it back to us.
1.1 SYSTEM COVERAGE
This diagnostic procedures manual covers the
following 2000 Chrysler Caravan Voyager vehicles
equipped with the 2.0L, 2.4L DOHC, 3.0L MPI,
3.3L/3.8L MPI, or 3.3L E85 compatible Engine.
1.2 SIX-STEP TROUBLESHOOTING
PROCEDURE
Diagnosis of the powertrain control module
(PCM) is done in six basic steps:
²verification of complaint
²verification of any related symptoms
²symptom analysis
²problem isolation
²repair of isolated problem
²verification of proper operation
2.0 IDENTIFICATION OF
SYSTEM
The Powertrain Control Module (PCM) monitors
and controls:
²Fuel system
²Ignition system
²charging system
²speed control system
²cooling system
3.0 SYSTEM DESCRIPTION AND
FUNCTIONAL OPERATION
3.1 GENERAL DESCRIPTION
These Sequential Fuel Injection (SFI) engine sys-
tems have the latest in technical advances. The
on-board Euro Stage III On-Board Diagnostic incor-
porated with the powertrain control module (PCM)
are intended to assist the field technician in repair-
ing vehicle problems by the quickest means.
3.2 FUNCTION OPERATION
3.2.1 FUEL CONTROL
The PCM controls the air/fuel ratio of the engine
by varying fuel injector on time. Mass air flow is
calculated using the speed density method using
engine speed, manifold absolute pressure, and air
temperature change.
Different fuel calculation strategies are used de-
pendent on the operational state of the engine.
During crank mode, a prime shot fuel pulse is
delivered followed by fuel pulses determined by a
crank time strategy. Cold engine operation is deter-
mined via an open loop strategy until the O2
sensors have reached operating temperature. At
this point, the strategy enters a closed loop mode
where fuel requirements are based upon the state of
the O2 sensors, engine speed, MAP, throttle posi-
tion, air temperature, battery voltage, and coolant
temperature.
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3.2.3 OTHER CONTROLS
CHARGING SYSTEM
The charging system is turned on when the
engine is started and ASD relay energized. When
the ASD relay is on, ASD output voltage is supplied
to the ASD sense circuit at the PCM. This voltage is
connected in some cases, through the PCM and
supplied to one of the generator field terminals
(Gen Source +). All others, the Gen field is con-
nected directly to the ASD output voltage. The
amount of current produced by the generator is
controlled by the Electronic Voltage Regulator
(EVR) circuitry, in the PCM. A battery temperature
sensor, located either in the battery tray, using the
ambient sensor, or in the PCM itself, is used to
sense battery temperature. This temperature along
with sensed line voltage, is used by the PCM to vary
the battery charging rate. This is done by cycling
the ground path to the other generator field termi-
nal (Gen field driver).
SPEED CONTROL SYSTEM
The PCM controls vehicle speed by operation of
the speed control servo vacuum and vent solenoids.
Energizing the vacuum solenoid applies vacuum to
the servo to increase throttle position. Operation of
the vent solenoid slowly releases the vacuum allow-
ing throttle position to decrease. A special dump
solenoid allows immediate release of throttle posi-
tion caused by braking, cruise control switch turned
off, shifting into neutral, excessive RPM (tires spin-
ning) or ignition key off.
3.2.4 PCM OPERATING MODES
As input signals to the powertrain control module
(PCM) change, the PCM adjusts its response to
output devices. For example, the PCM must calcu-
late a different injector pulse width and ignition
timing for idle than it does for wide open throttle.
There are several different modes of operation that
determine how the PCM responds to the various
input signals.
There are two types of engine control operation:
open loopandclosed loop.
In open loop operation, the PCM receives input
signals and responds according to preset program-
ming. Inputs from the heated oxygen sensors are
not monitored.
In closed loop operation, the PCM monitors the
inputs from the heated oxygen sensors. This input
indicates to the PCM whether or not the calculated
injector pulse width results in the ideal air-fuel
ratio of 14.7 parts air to 1 part fuel. By monitoring
the exhaust oxygen content through the oxygen
sensor, the PCM can fine tune injector pulse width.
Fine tuning injector pulse width allows the PCM toachieve the lowest emission levels while maintain-
ing optimum fuel economy.
The engine start-up (crank), engine warm-up,
and wide open throttle modes are open loop modes.
Under most operating conditions, closed loop modes
occur with the engine at operating temperature.
IGNITION SWITCH ON (ENGINE OFF) MODE
When the ignition switch activates the fuel injec-
tion system, the following actions occur:
1. The PCM determines atmospheric air pressure
from the MAP sensor input to determine basic
fuel strategy.
2. The PCM monitors the engine coolant tempera-
ture sensor and throttle position sensor input.
The PCM modifies fuel strategy based on this
input.
When the key is in the ªonº position and the
engine is not running (zero rpm), the auto shut-
down relay and fuel pump relay are not energized.
Therefore, voltage is not supplied to the fuel pump,
ignition coil, and fuel injectors.
Engine Start-up Mode -This is an open loop
mode. The following actions occur when the starter
motor is engaged:
1. The auto shutdown and fuel pump relays are
energized. If the PCM does not receive the cam-
shaft and crankshaft signal within approxi-
mately one second, these relays are de-
energized.
2. The PCM energizes all fuel injectors until it
determines crankshaft position from the cam-
shaft and crankshaft signals. The PCM deter-
mines crankshaft position within one engine
revolution. After the crankshaft position has
been determined, the PCM energizes the fuel
injectors in sequence. The PCM adjusts the in-
jector pulse width and synchronizes the fuel
injectors by controlling the fuel injectors' ground
paths.
3. Once the engine idles within 64 rpm of its target
engine speed, the PCM compares the current
MAP sensor value with the value received dur-
ing the ignition switch on (zero rpm) mode. A
diagnostic trouble code is written to PCM mem-
ory if a minimum difference between the two
values is not found.
Once the auto shutdown and fuel pump relays
have been energized, the PCM determines the fuel
injector pulse width based on the following:
± engine coolant temperature
± manifold absolute pressure
± intake air temperature
± engine revolutions
± throttle position
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GENERAL INFORMATION
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The PCM determines the spark advance based on
the following:
± engine coolant temperature
± crankshaft position
± camshaft position
± intake air temperature
± manifold absolute pressure
± throttle position
Engine Warm-Up Mode -This is an open loop-
mode. The PCM adjusts injector pulse width and
controls injector synchronization by controlling the
fuel injectors' ground paths. The PCM adjusts igni-
tion timing and engine idle speed. The PCM adjusts
the idle speed by controlling the idle air control
motor and spark advance.
Cruise or Idle Mode -When the engine is at
normal operating temperature, this is a closed loop
mode.
Acceleration Mode -This is a closed loop mode.
The PCM recognizes an increase in throttle position
and a decrease in manifold vacuum as engine load
increases. In response, the PCM increases the in-
jector pulse width to meet the increased load. The
A/C compressor may be de-energized for a short
period of time.
Deceleration -This is a closed loop mode. The
PCM recognizes a decrease in throttle position and
an increase in manifold vacuum as engine load
decreases. In response, the PCM decreases the
injector pulse width to meet the decreased load.
Full injector shut off may be obtained during high
speed deceleration.
Wide Open Throttle Mode -This is an open
loop mode. The throttle position sensor notifies the
PCM of a wide open throttle condition. Once a wide
open throttle is sensed, the PCM de-energizes the
A/C compressor clutch relay for 15 seconds.
3.2.5 NON-MONITORED CIRCUITS
The PCM does not monitor the following circuits,
systems, and conditions even though they could
have malfunctions that result in driveability prob-
lems. A diagnostic code may not be displayed for the
following conditions. However, problems with these
systems may cause a diagnostic code to be displayed
for other systems. For example, a fuel pressure
problem will not register a diagnostic code directly,
but could cause a rich or lean condition. This could
cause an oxygen sensor, fuel system, or misfire
monitor trouble code to be stored in the PCM.
Engine Timing -The PCM cannot detect an
incorrectly indexed timing chain, camshaft
sprocket, or crankshaft sprocket. The PCM also
cannot detect an incorrectly indexed distributor.(*)
Fuel Pressure -Fuel pressure is controlled by
the fuel pressure regulator. The PCM cannot detecta clogged fuel pump inlet filter, clogged in-line filter,
or a pinched fuel supply.(*)
Fuel Injectors -The PCM cannot detect if a fuel
injector is clogged, the pintle is sticking, or the
wrong injectors are installed.(*)
Fuel Requirements -Poor quality gasoline can
cause problems such as hard starting, stalling, and
stumble. Use of methanol-gasoline blends may re-
sult in starting and driveability problems. See indi-
vidual symptoms and their definitions in Section
6.0 (Glossary of Terms)
PCM Grounds -The PCM cannot detect a poor
system ground. However, a diagnostic trouble code
may be stored in the PCM as a result of this
condition.
Throttle Body Air Flow -The PCM cannot
detect a clogged or restricted air cleaner inlet or
filter element.(*)
Exhaust System -The PCM cannot detect a
plugged, restricted, or leaking exhaust system.(*)
Cylinder Compression -The PCM cannot de-
tect uneven, low, or high engine cylinder compres-
sion.(*)
Excessive Oil Consumption -Although the
PCM monitors the exhaust stream oxygen content
through the oxygen sensor when the system is in a
closed loop, it cannot determine excessive oil con-
sumption.
(*)NOTE: ANY OF THESE CONDITIONS
COULD RESULT IN A RICH OR LEAN
CONDITION CAUSING AN OXYGEN SENSOR
TROUBLE CODE TO BE STORED IN THE
PCM, OR THE VEHICLE MAY EXHIBIT ONE
OR MORE OF THE DRIVEABILITY
SYMPTOMS LISTED IN THE TABLE OF
CONTENTS.
3.2.6 SKIS OVERVIEW
The Sentry Key Immobilizer System (SKIS) is an
immobilizer system design to prevent unauthorized
vehicle operation. The system consists of a Sentry
Key Immobilizer Module (SKIM), ignition key(s)
equipped with a transponder chip and engine con-
troller. When the ignition switch is turned on, the
SKIM interrogates the ignition key. If the ignition
key is ``Valid'', the SKIM sends a CCD Bus message
to the engine controller indicating the presence of a
valid igntion key. Upon receiving a ``Valid'' key
signal the PCM will allow the engine to continue to
operate.
3.2.7 SKIM ON-BOARD DIAGNOSTICS
The SKIM has been programmed to transmit and
monitor many different coded messages as well as
CCD Bus messages. This monitoring is called ``On
Board Diagnosis''.
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GENERAL INFORMATION
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to non-emission codes, they will seem like an intermit-
tent. These codes require a set of parameters to be
performed (The DRBIIItpre-test screens will help
with this for MONITOR codes), this is called a ªTRIPº.
All EURO STAGE III OBD DTCs will be set after one
or in some cases two trip failures, and the MIL will be
turned on. These codes require three successful (no
failures) TRIPS to extinguish the MIL, followed by 40
warm-up cycles to erase the code.
3.3.2 INTERMITTENT CODE
A diagnostic trouble code that is not there every
time the PCM checks the circuit is an ªintermittentº
code. Most intermittent codes are caused by wiring
or connector problems. Defects that come and go
like this are the most difficult to diagnose; they
must be looked for under specific conditions that
cause them. The following checks may assist you in
identifying a possible intermittent problem:
²Visually inspect related wire harness connectors.
Look for broken, bent, pushed out, or corroded
terminals.
²Visually inspect the related harnesses. Look for
chafed, pierced, or partially broken wire.
²Refer to any Hotline Newsletters or technical
service bulletins that may apply.
²Use the DRBIIItdata recorder or co-pilot.
²Use the DRBIIItPEP module lab scope.
3.3.3 RESET COUNTER
The reset counter counts the number of times the
vehicle has been started since codes were last set,
erased, or the battery was disconnected. The reset
counter will count up to 255 start counts.
The number of starts helps determine when the
trouble code actually happened. This is recorded by
the PCM and can be viewed on the DRBIIItas
STARTS since set.
When there are no trouble codes stored in mem-
ory, the DRBIIItwill display ªNO DTC'S Detectedº
and the reset counter will show ªSTARTS since
clear = XXX.º
3.3.4 HANDLING NO TROUBLE CODE
PROBLEMS
Symptom checks cannot be used properly unless
the driveability problem characteristic actually
happens while the vehicle is being tested.
Select the symptom that most accurately de-
scribes the vehicle's driveability problem and then
perform the test routine that pertains to this symp-
tom. Perform each routine test in sequence until the
problem is found. For definitions, see Section 6.0
Glossary of Terms.SYMPTOM DIAGNOSTIC TEST
HARD START CHECKING THE 5-VOLT
SUPPLY CIRCUIT
CHECKING SECONDARY
IGNITION SYSTEM
CHECKING ENGINE VAC-
UUM
CHECKING THE FUEL
PRESSURE
CHECKING COOLANT SEN-
SOR CALIBRATION
CHECKING THROTTLE PO-
SITION SENSOR CALIBRA-
TION
CHECKING MAP SENSOR
CALIBRATION
CHECKING THE MINIMUM
IDLE AIR FLOW
CHECKING IDLE AIR CON-
TROL MOTOR OPERATION
CHECKING ENGINE ME-
CHANICAL SYSTEMS
CHECKING EVAP EMISSION
SYSTEM
CHECKING EGR SYSTEM
CHECKING IAT SENSOR
START AND
STALLCHECKING THE 5-VOLT
SUPPLY CIRCUIT
CHECKING SECONDARY
IGNITION SYSTEM
CHECKING PCM POWER
AND GND CKT
CHECKING THE FUEL
PRESSURE
CHECKING COOLANT SEN-
SOR CALIBRATION
CHECKING THROTTLE PO-
SITION SENSOR CALIBRA-
TION
CHECKING MAP SENSOR
CALIBRATION
CHECKING THE MINIMUM
IDLE AIR FLOW
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GENERAL INFORMATION
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CHECKING IDLE AIR CON-
TROL MOTOR OPERATION
HESITATION/
SAG/
STUMBLECHECKING THE 5-VOLT
SUPPLY CIRCUIT
CHECKING SECONDARY
IGNITION SYSTEM
CHECKING PCM POWER
AND GND CKT
CHECKING ENGINE VAC-
UUM
CHECKING THE FUEL
PRESSURE
CHECKING COOLANT SEN-
SOR CALIBRATION
CHECKING THROTTLE PO-
SITION SENSOR CALIBRA-
TION
CHECKING MAP SENSOR
CALIBRATION
CHECKING THE MINIMUM
IDLE AIR FLOW
CHECKING FOR OXYGEN
SENSOR SWITCHING
CHECKING O2S HEATER
CHECKING IDLE AIR CON-
TROL MOTOR OPERATION
CHECKING ENGINE ME-
CHANICAL SYSTEMS
CHECKING EVAP EMISSION
SYSTEM
CHECKING EGR SYSTEM
CHECKING IAT SENSOR
CHECKING PNP SWITCH
SURGE CHECKING THE 5-VOLT
SUPPLY CIRCUIT
CHECKING SECONDARY
IGNITION SYSTEM
CHECKING PCM POWER
AND GND CKT
CHECKING THE FUEL
PRESSURE
CHECKING COOLANT SEN-
SOR CALIBRATIONCHECKING THROTTLE PO-
SITION SENSOR CALIBRA-
TION
CHECKING MAP SENSOR
CALIBRATION
CHECKING THE MINIMUM
IDLE AIR FLOW
CHECKING FOR OXYGEN
SENSOR SWITCHING
CHECKING IDLE AIR CON-
TROL MOTOR OPERATION
CHECKING EVAP EMISSION
SYSTEM
LACK OF
POWER/
SLUGGISHCHECKING THE 5-VOLT
SUPPLY CIRCUIT
CHECKING SECONDARY
IGNITION SYSTEM
CHECKING PCM POWER
AND GND CKT
CHECKING THE FUEL
PRESSURE
CHECKING COOLANT SEN-
SOR CALIBRATION
CHECKING THROTTLE PO-
SITION SENSOR CALIBRA-
TION
CHECKING MAP SENSOR
CALIBRATION
CHECKING THE MINIMUM
IDLE AIR FLOW
CHECKING FOR OXYGEN
SENSOR SWITCHING
CHECKING IDLE AIR CON-
TROL MOTOR OPERATION
CHECKING EGR SYSTEM
SPARK
KNOCK/
DETONATIONCHECKING SECONDARY
IGNITION SYSTEM
CHECKING PCM POWER
AND GND CKT
CHECKING THE FUEL
PRESSURE
CHECKING COOLANT SEN-
SOR CALIBRATION
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GENERAL INFORMATION
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CHECKING THROTTLE PO-
SITION SENSOR CALIBRA-
TION
CHECKING MAP SENSOR
CALIBRATION
CHECKING THE MINIMUM
IDLE AIR FLOW
CHECKING FOR OXYGEN
SENSOR SWITCHING
CHECKING IDLE AIR CON-
TROL MOTOR OPERATION
CHECKING EVAP EMISSION
SYSTEM
CUTS OUT/
MISSESCHECKING SECONDARY
IGNITION SYSTEM
CHECKING PCM POWER
AND GND CKT
CHECKING THE FUEL
PRESSURE
CHECKING THE MINIMUM
IDLE AIR FLOW
CHECKING FOR OXYGEN
SENSOR SWITCHING
CHECKING IDLE AIR CON-
TROL MOTOR OPERATION
CHECKING EGR SYSTEM
BACKFIRE/
POPBACKCHECKING SECONDARY
IGNITION SYSTEM
CHECKING PCM POWER
AND GND CKT
CHECKING THE FUEL
PRESSURE
CHECKING MAP SENSOR
CALIBRATION
CHECKING THE MINIMUM
IDLE AIR FLOW
CHECKING FOR OXYGEN
SENSOR SWITCHING
CHECKING EGR SYSTEM
RUNS
ROUGH/
UNSTABLE/
ERRATIC
IDLECHECKING SECONDARY
IGNITION SYSTEMCHECKING PCM POWER
AND GND CKT
CHECKING ENGINE VAC-
UUM
CHECKING THE FUEL
PRESSURE
CHECKING COOLANT SEN-
SOR CALIBRATION
CHECKING THROTTLE PO-
SITION SENSOR CALIBRA-
TION
CHECKING MAP SENSOR
CALIBRATION
CHECKING THE MINIMUM
IDLE AIR FLOW
CHECKING FOR OXYGEN
SENSOR SWITCHING
CHECKING O2S HEATER
CHECKING IDLE AIR CON-
TROL MOTOR OPERATION
CHECKING ENGINE ME-
CHANICAL SYSTEMS
CHECKING EVAP EMISSION
SYSTEM
CHECKING EGR SYSTEM
CHECKING IAT SENSOR
CHECKING PNP SWITCH
POOR FUEL
ECONOMYCHECKING SECONDARY
IGNITION SYSTEM
CHECKING PCM POWER
AND GND CKT
CHECKING ENGING VAC-
UUM
CHECKING THE FUEL
PRESSURE
CHECKING COOLANT SEN-
SOR CALIBRATION
CHECKING THROTTLE PO-
SITION SENSOR CALIBRA-
TION
CHECKING MAP SENSOR
CALIBRATION
CHECKING THE MINIMUM
IDLE AIR FLOW
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GENERAL INFORMATION
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4.3.3 ELECTRONIC PINION FACTOR
WARNING
The pinion factor must be set for all new trans-
mission control modules. If the pinion factor is not
set or if it is set incorrectly, any speed-related
accessories will not operate or will operate inaccu-
rately. This includes the speedometer, speed con-
trol, rolling door locks, and other devices that are
operated by the powertrain and body control mod-
ules. For instructions on setting the pinion factor,
see the appropriate transmission diagnostic man-
ual or the service manual.
5.0 RECOMMENDED TOOLS
AND EQUIPMENT
DRBIIIt(diagnostic readout box) scan tool
fuel pressure adapter (C-6631) or #6539
fuel pressure kit (C-4799-B) or #5069
fuel release hose (C-4799-1)
MinAir flow fitting #6457
jumper wires
ohmmeter
oscilloscope
vacuum gauge
voltmeter
12 volt test light minimum 25 ohms resistance
with probe #8382
CAUTION: A 12 VOLT TEST LIGHT SHOULD
NOT BE USED FOR THE FOLLOWING
CIRCUITS, DAMAGE TO THE POWERTRAIN
CONTROLLER WILL OCCUR.
²5 Volt Supply
²8 Volt Supply
²J1850 PCI Bus
²CCD Bus
²CKP Sensor Signal
²CMP Sensor Signal
²Vehicle Speed Sensor Signal
²O2 Sensor Signal
6.0 GLOSSARY OF TERMS
ABSantilock brake system
backfire,
popbackfuel ignites in either the intake or
the exhaust system
CKPcrank position sensor
CMPcamshaft position sensor
cuts out,
missesa steady pulsation or the inability of
the engine to maintain a consistent
rpmDLCdata link connector (previously
called ªengine diagnostic connectorº)
detona-
tion,
spark
knocka mild to severe ping, especially un-
der loaded engine conditions
ECTengine coolant temperature sensor
EGRexhaust gas recirculation valve and
system
genera-
torpreviously called ªalternatorº
hard
startThe engine takes longer than usual
to start, even though it is able to
crank normally.
hesita-
tion, sag,
stumble
There is a momentary lack of response
when the throttle is opened.
This can
occur at all vehicle speeds. If it is se-
vere enough, the engine may stall.
IATintake air temperature sensor
IACidle air control valve
JTECCombined engine and transmission
control module
lack of
power,
sluggish
The engine has less than expected
power, with little or no increase in vehi-
cle speed when the throttle is opened.
LDPLeak Detection Pump
MAPmanifold absolute pressure sensor
MILmalfunction indicator lamp
MTVmanifold tuning valve
O2Soxygen sensor
PCIProgrammable Communication In-
terface
PCMpowertrain control module
PCMpowertrain control module
PCVpositive crankcase ventilation
PEPPeripheral Expansion Port
poor fuel
economyThere is significantly less fuel mile-
age than other vehicles of the same
design and configuration
rough,
unstable,
or er-
ratic idle
stallingThe engine runs unevenly at idle
and causes the engine to shake if it
is severe enough. The engine idle
rpm may vary (called ªhuntingº).
This condition may cause stalling if
it is severe enough.
SKIMSentry Key Immobilizer Module
SKISSentry Key Immobilizer System
start and
stallThe engine starts but immediately
dies.
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GENERAL INFORMATION
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Symptom:
P-0117 ECT SENSOR VOLTAGE TOO LOW
When Monitored and Set Condition:
P-0117 ECT SENSOR VOLTAGE TOO LOW
When Monitored: With the ignition on.
Set Condition: The engine coolant temperature sensor circuit voltage at PCM cavity 26
goes below .5 volt for more than 3 seconds.
POSSIBLE CAUSES
ECT SENSOR VOLTAGE ABOVE 4.0 VOLTS
ECT SENSOR SIGNAL CIRCUIT SHORT TO GROUND
ECT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND CKT
ECT WIRING HARNESS INTERMITTENT DEFECT
ECT WIRING HARNESS OBSERVABLE DEFECT
PCM DEFECTIVE (ECT SENSOR V LOW)
TEST ACTION APPLICABILITY
1 Ignition On, Engine Not Running
With the DRB, read the Engine Coolant Temperature (ECT) Sensor voltage.
Is the Engine Coolant Temperature Sensor voltage below 0.5 volt?All
Ye s®Go To 2
No®Go To 6
2 Ignition Off
Disconnect the Engine Coolant Temperature (ECT) Sensor Connector.
Note: Check connectors - Clean/repair as necessary.
Ignition on, engine not running.
With the DRB, read the Engine Coolant Temperature Sensor voltage.
Is the ECT Sensor voltage above 4.0 volts?All
Ye s®Replace the Engine Coolant Temperature Sensor.
Perform Powertrain Verification Test VER-5A.
No®Go To 3
38
DRIVEABILITY
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TEST ACTION APPLICABILITY
3 Ignition Off
Disconnect the Engine Coolant Temperature Sensor (ECT) Connector.
Note: Check connectors - Clean/repair as necessary.
Disconnect the Powertrain Control Module Connector.
Note: Check connectors - Clean/repair as necessary.
With an ohmmeter, measure the resistance between the ECT Sensor Signal Circuit
and the ECT Sensor Ground Circuit.
Is the resistance below 5.0 ohms?All
Ye s®Repair the ECT Sensor Signal Circuit shorted to the ECT Sensor
Ground Circuit.
Perform Powertrain Verification Test VER-5A.
No®Go To 4
4 Ignition Off
Disconnect the Engine Coolant Temperature (ECT) Sensor Connector.
Note: Check connectors - Clean/repair as necessary.
Disconnect the Powertrain Control Module Connector.
Note: Check connectors - Clean/repair as necessary.
Using an Ohmmeter, measure the ECT Sensor Signal Circuit to ground.
Is the resistance below 5.0 ohms?All
Ye s®Repair the ECT Sensor Signal Circuit for a short to ground.
Perform Powertrain Verification Test VER-5A.
No®Go To 5
5 Ignition Off
If there are no potential causes remaining, the PCM is assumed to be defective.
View repair options.All
Repair
Replace the Powertrain Control Module.
Perform Powertrain Verification Test VER-5A.
6 Ignition On, Engine Not Running
Using the schematic, wiggle the ECT Sensor Connector and Harness.
Monitor the DRB display.
Was there any ECT Sensor voltage change?All
Ye s®Repair the Harness or Connector that caused the voltage change.
Perform Powertrain Verification Test VER-5A.
No®Go To 7
7 Ignition Off
Using the schematic as a guide, inspect the Wiring and Connectors.
Were any problems found?All
Ye s®Repair as necessary.
Perform Powertrain Verification Test VER-5A.
No®Test Complete.
39
DRIVEABILITY
P-0117 ECT SENSOR VOLTAGE TOO LOW ÐContinued
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