ignition CHRYSLER VOYAGER 2001 Service Manual
[x] Cancel search | Manufacturer: CHRYSLER, Model Year: 2001, Model line: VOYAGER, Model: CHRYSLER VOYAGER 2001Pages: 4284, PDF Size: 83.53 MB
Page 3800 of 4284
message the PCM will terminate engine operation,
or 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
PCI Bus messages. This monitoring is called On
Board Diagnosis.
Certain criteria must be met for a diagnostic
trouble code to be entered into the SKIM memory.
The criteria may be a range of; Input voltage, PCI
Bus message, or coded messages to the SKIM. If all
of the criteria for monitoring a circuit or function
are met and a fault is sensed, a diagnostic trouble
code will be stored in the SKIM memory.
3.2.8 SKIS OPERATION
When ignition power is supplied to the SKIM, the
SKIM performs an internal self-test. After the self-
test is completed, the SKIM energizes the antenna
(this activates the transponder chip) and sends a
challenge to the transponder chip. The transponder
chip responds to the challenge by generating an
encrypted response message using the following:
Secret Key -This is an electronically stored
value (identification number) that is unique to each
SKIS. The secret key is stored in the SKIM, PCM
and all ignition key transponders.
Challenge- This is a random number that is
generated by the SKIM at each ignition key cycle.
The secret key and challenge are the two vari-
ables used in the algorithm that produces the
encrypted response message. The transponder uses
the crypto algorithm to receive, decode and respond
to the message sent by the SKIM. After responding
to the coded message, the transponder sends a
transponder I.D. message to the SKIM. The SKIM
compares the transponder I.D. to the available valid
key codes in the SKIM memory (8 key maximum at
any one time). After validating the key ignition the
SKIM sends a PCI Bus message called a Seed
Request to the engine controller then waits for a
PCM response. If the PCM does not respond, the
SKIM will send the seed request again. After three
failed attempts the SKIM will stop sending the seed
request and store a trouble code. If the PCM sends
a seed response, the SKIM sends a valid/invalid key
message to the PCM. This is an encrypted message
that is generated using the following:
VIN -Vehicle Identification Number
Seed -This is a random number that is generated
by the PCM at each ignition key cycle.
The VIN and seed are the two variables used in
the rolling code algorithm that encrypts the valid/
invalid key message. The PCM uses the rolling code
algorithm to receive, decode and respond to the
valid/invalid key message sent by the SKIM. Aftersending the valid/invalid key message the SKIM
waits 3.5 seconds for a PCM status message from
the PCM. If the PCM does not respond with a valid
key message to the SKIM, a fault is detected and a
trouble code is stored.
The SKIS incorporates a VTSS LED located on
the instrument panel upper cover. The LED re-
ceives switched ignition voltage and is hardwired to
the body control module. The LED is actuated when
the SKIM sends a PCI Bus message to the body
controller requesting the LED on. The body control-
ler then provides the ground for the LED. The
SKIM will request VTSS LED operation for the
following:
± bulb checks at ignition on
± to alert the vehicle operator to a SKIS mal-
function
± customer key programming mode
For all faults except transponder faults and VTSS
LED remains on steady. In the event of a transpon-
der fault the LED flashes at a rate of 1 Hz (once per
second). If a fault is present the LED will remain on
or flashing for the complete ignition cycle. If a fault
is stored in SKIM memory which prevents the
system from operating properly, the PCM will allow
the engine to start and run (for 2 seconds) up to six
times. After the sixth attempt, the PCM disables
the starter relay until the fault is corrected.
3.2.9 PROGRAMMING THE POWERTRAIN
CONTROL MODULE
Important Note:Before replacing the PCM for a
failed driver, control circuit or ground circuit, be
sure to check the related component/circuit integ-
rity for failures not detected due to a double fault in
the circuit. Most PCM driver/control circuit failures
are caused by internal failure to components (i.e.
12-volt pull-ups, drivers and ground sensors). These
failures are difficult to detect when a double fault
has occurred and only one DTC has set.
NOTE: IF THE PCM AND THE SKIM ARE
REPLACED AT THE SAME TIME, PROGRAM
THE VIN INTO THE PCM FIRST. ALL VEHICLE
KEYS WILL THEN NEED TO BE REPLACED
AND PROGRAMMED TO THE NEW SKIM.
The SKIS Secret Key is an I.D. code that is
unique to each SKIS. This code is programmed and
stored in the SKIM, engine controller and transpon-
der chip (ignition key). When replacing the PCM it
is necessary to program the secret key into the
PCM.
1. Turn the ignition on (transmission in park/
neutral).
2. Use the DRB and select THEFT ALARM, SKIM
then MISCELLANEOUS.
6
GENERAL INFORMATION
Page 3801 of 4284
3. Select PCM REPLACED.
4. Enter secured access mode by entering the vehi-
cle four-digit PIN.
NOTE: IF THREE ATTEMPTS ARE MADE TO
ENTER THE SECURE ACCESS MODE USING
AN INCORRECT PIN, SECURED ACCESS
MODE WILL BE LOCKED OUT FOR ONE
HOUR. TO EXIT THIS LOCKOUT MODE,
TURN THE IGNITION TO THE RUN POSITION
FOR ONE HOUR THEN ENTER THE
CORRECT PIN. (ENSURE ALL ACCESSORIES
ARE TURNED OFF. ALSO MONITOR THE
BATTERY STATE AND CONNECT A BATTERY
CHARGER IF NECESSARY).
5. Press ENTER to transfer the secret key (the
SKIM will send the secret key to the PCM).
3.2.10 PROGRAMMING THE SENTRY KEY
IMMOBILIZER MODULE
NOTE: IF THE PCM AND THE SKIM ARE
REPLACED AT THE SAME TIME, PROGRAM
THE VIN INTO THE PCM FIRST. ALL VEHICLE
KEYS WILL THEN NEED TO BE REPLACED
AND PROGRAMMED TO THE NEW SKIM.
1. Turn the ignition on (transmission in park/
neutral).
2. Use the DRB and select THEFT ALARM, SKIM
then MISCELLANEOUS.
3. Select SKIM MODULE REPLACEMENT (GAS-
OLINE).
4. Program the vehicle four-digit PIN into the
SKIM.
5. Select COUNTRY CODE and enter the correct
country.
NOTE: BE SURE TO ENTER THE CORRECT
COUNTRY CODE. IF THE INCORRECT
COUNTRY CODE IS PROGRAMMED INTO
SKIM, THE SKIM MUST BE REPLACED.
6. Select UPDATE VIN (the SKIM will learn the
VIN from the PCM).
7. Press ENTER to transfer the VIN (the PCM will
send the VIN to the SKIM).
8. The DRB will ask if you want to transfer the
secret key. Select ENTER to transfer secret key
from the PCM. This will ensure the current
vehicle ignition keys will still operate the SKIS
system.
3.2.11 PROGRAMMING THE IGNITION
KEYS TO THE SENTRY KEY
IMMOBILIZER MODULE
1. Turn the ignition on (transmission in park/
neutral).
2. Use the DRB and select THEFT ALARM, SKIM,
then MISCELLANEOUS.
3. Select PROGRAM IGNITION KEYS.
4. Enter secured access mode by entering the vehi-
cle four-digit PIN.
NOTE: A MAXIMUM OF EIGHT KEYS CAN BE
LEARNED TO EACH SKIM AT ONE TIME.
ONCE A KEY IS LEARNED TO A SKIM IT (THE
KEY) CANNOT BE TRANSFERRED TO
ANOTHER VEHICLE.
If ignition key programming is unsuccessful, the
DRB will display one of the following messages:
Programming Not Attempted- The DRB at-
tempts to read the programmed key status and
there are no keys programmed in the SKIM mem-
ory.
Programming Key Failed -(Possible Used Key
From Wrong Vehicle) - SKIM is unable to program
key due to one of the following:
± faulty ignition key transponder
± ignition key is programmed to another vehicle.
8 Keys Already Learned, Programming Not
Done- SKIM transponder ID memory is full.
1. Obtain ignition keys to be programmed from
customer (8 keys maximum)
2. Using the DRB, erase all ignition keys by select-
ing MISCELLANEOUS and ERASE ALL CUR-
RENT IGN. KEYS
3. Program all ignition keys.
Learned Key In Ignition- Ignition key transpon-
der ID is currently programmed in SKIM memory.
3.3 DIAGNOSTIC TROUBLE CODES
Each diagnostic trouble code is diagnosed by
following a specific testing procedure. The diagnos-
tic test procedures contain step-by-step instructions
for determining the cause of trouble codes as well as
no trouble code problems. It is not necessary to
perform all of the tests in this book to diagnose an
individual code.
Always begin by reading the diagnostic trouble
codes using the DRBIIIt.
3.3.1 HARD CODE
A diagnostic trouble code that comes back within
one cycle of the ignition key is a hard code. This
means that the defect is there every time the
7
GENERAL INFORMATION
Page 3802 of 4284
powertrain control module checks that circuit or
function. Procedures in this manual verify if the
DTC is a hard code at the beginning of each test.
When it is not a hard code, an intermittent test
must be performed.
DTC's that are for Euro Stage III OBD monitors
will not set with just the ignition key on. Comparing
these to non-emission DTC's, they will seem like an
intermittent. These DTC's require a set of parame-
ters to be performed (The DRBIIItpre-test screens
will help with this for MONITOR DTC's), this is
called a TRIP. 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 DTC's require
three successful, no failures, TRIPS to extinguish
the MIL, followed by 40 warm-up cycles to erase the
DTC.
3.3.2 INTERMITTENT CODE
A diagnostic trouble code that is not there every
time the PCM checks the circuit is an intermittent
DTC. Most intermittent DTC's 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 technical service bulletins that may
apply.
²Use the DRBIIItdata recorder or co-pilot.
3.3.3 DISTANCE SINCE MI SET
The Euro Stage III OBD directive requires that
the distance traveled by the vehicle while theMIis
activated must be available at any instant through
the serial port on the standard data link connector.
This feature works as follows:1. If the MI is illuminated due to a fault, the
distance count is updated (i.e. it is counting).
2. If there is a9stale9MI fault (i.e. the fault is still
frozen in memory but the MI has heen extin-
guished due to 3 good trips), the distance count is
held (i.e. frozen).
3. If the distance count is being held due to (Item
2.) and the fault is cleared, the distance is
cleared (set to zero).
4. If the distance count is being held due to (Item
2.) and another MI occurs, the distance count is
reset (to 0) and begins updating anew.
5. If a fault occurs while the MI is already illumi-
nated due to a previous fault (the distance count
is updating), then the distance count continues
to update w/out interruption.
6. If the MI is flashing due to activate misfire and
there is and9active9fault (i.e. matured fault for
which 3 good trips have not occurred), the dis-
tance count behaves as the MI in ON.
7. If the MI is flashing due to active misfire and
there is no9active9fault (i.e. the MI is flashing
for a 1 malf.), the distance count behaves as if
the MI is off (because it is not yet a matured
fault).
8. The distance count is cleared whenever the fault
is cleared. (Via 40 warm up cycles, or via scan
tool).
3.3.4 HANDLING NO DTC 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 FUEL PRESSURE
CHECKING THE ECT SENSOR
CHECKING THROTTLE POSITION SENSOR
CHECKING MAP SENSOR
CHECKING IDLE AIR CONTROL MOTOR OPERATION
CHECKING EGR SYSTEM
CHECKING IAT SENSOR
8
GENERAL INFORMATION
Page 3805 of 4284
important to block the wheels on front-wheel drive
vehicles; the parking brake does not hold the drive
wheels.
When servicing a vehicle, always wear eye pro-
tection, and remove any metal jewelry such as
watchbands or bracelets that might make an inad-
vertent electrical contact.
When diagnosing a powertrain system problem,
it is important to follow approved procedures where
applicable. These procedures can be found in ser-
vice manual procedures. Following these proce-
dures is very important to the safety of individuals
performing diagnostic tests.
4.2.2 VEHICLE PREPARATION FOR
TESTING
Make sure the vehicle being tested has a fully
charged battery. If it does not, false diagnostic codes
or error messages may occur.
4.2.3 SERVICING SUB ASSEMBLIES
Some components of the powertrain system are
intended to be serviced in assembly only. Attempt-
ing to remove or repair certain system sub-
components may result in personal injury and/or
improper system operation. Only those components
with approved repair and installation procedures in
the service manual should be serviced.
4.2.4 DRBIIITSAFETY INFORMATION
WARNING: EXCEEDING THE LIMITS OF THE
DRB MULTIMETER IS DANGEROUS. IT CAN
EXPOSE YOU TO SERIOUS INJURY.
CAREFULLY READ AND UNDERSTAND THE
CAUTIONS AND THE SPECIFICATION
LIMITS.
Follow the vehicle manufacturer 's service specifi-
cations at all times.
²Do not use the DRB if it has been damaged.
²Do not use the test leads if the insulation is
damaged or if metal is exposed.
²To avoid electrical shock, do not touch the test
leads, tips, or the circuit being tested.
²Choose the proper range and function for the
measurement. Do not try voltage or current mea-
surements that may exceed the rated capacity.
²Do not exceed the limits shown in the table below:
FUNCTION INPUT LIMIT
Volts 0 - 500 peak volts AC
0 - 500 volts DC
Ohms (resistance)* 0 - 1.12 megohms
FUNCTION INPUT LIMIT
Frequency Measured
Frequency Generated0-10kHz
Temperature -58 - 1100ÉF
-50 - 600ÉC
* Ohms cannot be measured if voltage is present.
Ohms can be measured only in a non-powered
circuit.
²Voltage between any terminal and ground must
not exceed 500v DC or 500v peak AC.
²Use caution when measuring voltage above 25v
DC or 25v AC.
²The circuit being tested must be protected by a
10A fuse or circuit breaker.
²Use the low current shunt to measure circuits up
to 10A. Use the high current clamp to measure
circuits exceeding 10A.
²When testing for the presence of voltage or cur-
rent, make sure the meter is functioning cor-
rectly. Take a reading of a known voltage or
current before accepting a zero reading.
²When measuring current, connect the meter in
series with the load.
²Disconnect the live test lead before disconnecting
the common test lead.
²When using the meter function, keep the DRBIIIt
away from spark plug or coil wires to avoid mea-
suring error from outside interference.
4.3 WARNINGS AND CAUTIONS
4.3.1 ROAD TEST WARNINGS
Some complaints will require a test drive as part
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic
code or symptom condition.
CAUTION: BEFORE ROAD TESTING A
VEHICLE, BE SURE THAT ALL
COMPONENTS ARE REASSEMBLED.
DURING THE TEST DRIVE, DO NOT TRY TO
READ THE DRBIIITSCREEN WHILE IN
MOTION. DO NOT HANG THE DRBIIITFROM
THE REAR VIEW MIRROR OR OPERATE IT
YOURSELF. HAVE AN ASSISTANT
AVAILABLE TO OPERATE THE DRBIIIT.
4.3.2 VEHICLE DAMAGE CAUTIONS
Before disconnecting any control module, make
sure the ignition is off. Failure to do so could
damage the module.
11
GENERAL INFORMATION
Page 3810 of 4284
Symptom:
P0622-GENERATOR FIELD NOT SWITCHING PROPERLY
When Monitored and Set Condition:
P0622-GENERATOR FIELD NOT SWITCHING PROPERLY
When Monitored: With the ignition on. Engine running.
Set Condition: When the PCM tries to regulate the generator field with no result during
monitoring.
POSSIBLE CAUSES
WIRING HARNESS INTERMITTENT
INSPECT WIRING HARNESS
ASD RELAY OUTPUT CIRCUIT OPEN
GENERATOR FIELD DRIVER CIRCUIT SHORTED TO GROUND
GENERATOR FIELD DRIVER CIRCUIT OPEN
GENERATOR
POWERTRAIN CONTROL MODULE
TEST ACTION APPLICABILITY
1 Turn the ignition on.
With the DRBIIIt, actuate the Generator Field Driver circuit.
Using a 12-volt test light connected to ground, backprobe the Generator Field Driver
circuit in the back of the Generator.
Does the test light illuminate brightly and flash?All
Ye s®Go To 2
No®Go To 4
2 Turn the ignition on.
With the DRBIIItactuate the Generator Field Driver circuit.
Wiggle the wiring harness from the Generator to PCM.
With the DRBIIIt, read DTC's.
Did the DTC reset?All
Ye s®Repair as necessary .
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No®Go To 3
3 Turn the 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 - 3.
No®Test Complete.
16
CHARGING
Page 3811 of 4284
TEST ACTION APPLICABILITY
4NOTE: Carefully inspect all Connectors for corrosion or spread Terminals
before continuing.
Disconnect the Generator Field harness connector.
Turn the ignition on.
With the DRBIIItactuate the Generator Field Driver circuit.
Using a 12-volt test light connected to ground, probe the ASD Relay Output circuit.
Does the test light illuminate brightly?All
Ye s®Go To 5
No®Repair the ASD Relay Output circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
5 Turn the ignition off.
Disconnect the PCM harness connector.
Disconnect the Generator Field harness connector.
Measure the resistance of the Generator Field Driver circuit from PCM harness
connector to ground.
Is the resistance below 5.0 ohms?All
Ye s®Repair the Generator Field Driver circuit for a shorted to ground.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No®Go To 6
6 Turn the ignition off.
Disconnect the PCM harness connector.
Disconnect the Generator Field harness connector.
Measure the resistance of the Generator Field Driver circuit from the PCM harness
connector to the Generator Field harness connector.
Is the resistance below 5.0 ohms?All
Ye s®Go To 7
No®Repair the Generator Field Driver circuit for an open.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
7 Turn the ignition off.
Disconnect the Generator Field harness connector.
Measure the resistance across the Generator Field Terminals at the Generator.
Is the resistance below 5.0 ohms?All
Ye s®Repair or replace the Generator as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No®Go To 8
8 If there is no more possible causes remaining, view repair. All
Repair
Replace and program the Powertrain Control Module in accor-
dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
17
CHARGING
P0622-GENERATOR FIELD NOT SWITCHING PROPERLY ÐContinued
Page 3812 of 4284
Symptom:
P1594-CHARGING SYSTEM VOLTAGE TOO HIGH
When Monitored and Set Condition:
P1594-CHARGING SYSTEM VOLTAGE TOO HIGH
When Monitored: The engine running. The engine speed greater than 380 RPM.
Set Condition: Battery voltage is 1 volt greater than desired system voltage.
POSSIBLE CAUSES
TARGET VOLTAGE DIFFERS FROM BATTERY VOLTAGE
INTERMITTENT CONDITION
GENERATOR FIELD DRIVER CIRCUIT SHORTED TO GROUND
GENERATOR FIELD
POWERTRAIN CONTROL MODULE
TEST ACTION APPLICABILITY
1Note: Battery must be fully charged.
Note: Generator Belt tension and condition must be checked before con-
tinuing.
Turn the ignition on.
With DRBIIIt, actuate the Generator Field Driver.
With a 12-volt test light connected to ground, backprobe the Generator Field Driver
circuit in the back of Generator Field harness connector.
Does the test light illuminate brightly and flash?All
Ye s®Go To 2
No®Go To 5
2 With DRBIIIt, stop all actuation.
Turn the ignition on.
With DRBIIIt, read the Target Charging voltage.
Is the Target Charging voltage above 13 volts?All
Ye s®Go To 3
No®Go To 4
3 Start the engine.
With the DRBIIIt, manually set the engine speed to 1600 RPM.
With DRBIIIt, read both the Battery voltage and the Target Charging voltage.
Compare the Target Charging Voltage to the Battery Voltage reading.
Monitor voltage for 5 minutes, if necessary. Look for a 1.0 volt difference or more.
Was there more than a 1.0 volt difference?All
Ye s®Replace the Powertrain Control Module in accordance with the
Service Information.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No®Go To 4
18
CHARGING
Page 3813 of 4284
TEST ACTION APPLICABILITY
4WARNING: 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 FAN. DO NOT WEAR LOOSE CLOTHING.
NOTE: The conditions that set the DTC are not present at this time. The
following list may help in identifying the intermittent condition.
With the engine running at normal operating temperature, monitor the DRB
parameters related to the DTC while wiggling the wiring harness. Look for param-
eter values to change and/or a DTC to set.
Review the DRB Freeze Frame information. If possible, try to duplicate the
conditions under which the DTC was set.
Refer to any Technical Service Bulletins (TSB) that may apply.
Visually inspect the related wiring harness. Look for any chafed, pierced, pinched, or
partially broken wires.
Visually inspect the related wiring harness connectors. Look for broken, bent, pushed
out, or corroded terminals.
Were any of the above conditions present?All
Ye s®Repair as necessary
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No®Test Complete.
5 Turn the ignition off.
Disconnect the PCM harness connector.
Disconnect the Generator Field harness connector.
Measure the resistance of the Generator Field Driver circuit from the PCM harness
connector to ground.
Is the resistance below 5.0 ohms?All
Ye s®Repair the Generator Field Driver circuit shorted to ground.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No®Go To 6
6 Turn the ignition off.
Disconnect the Generator Field harness connector.
Measure resistance of the Generator Field Driver terminal to ground.
Is the resistance below 5.0 ohms?All
Ye s®Repair or replace the shorted Generator as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No®Go To 7
7 If there are no possible causes remaining, view repair. All
Repair
Replace and program the Powertrain Control Module in accor-
dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
19
CHARGING
P1594-CHARGING SYSTEM VOLTAGE TOO HIGH ÐContinued
Page 3814 of 4284
Symptom:
P1682-CHARGING SYSTEM VOLTAGE TOO LOW
When Monitored and Set Condition:
P1682-CHARGING SYSTEM VOLTAGE TOO LOW
When Monitored: With the ignition on. Engine RPM greater than 1152 RPM. With no
other charging system codes set.
Set Condition: The battery sensed voltage is 1 volt below the charging goal for 13.47
seconds. The PCM senses the battery voltage turns off the field driver and senses the
battery voltage again. If the voltages are the same, the code is set.
POSSIBLE CAUSES
BATTERY TEMPERATURE
B+ CIRCUIT HIGH RESISTANCE
GENERATOR GROUND HIGH RESISTANCE
INTERMITTENT CONDITION
GENERATOR FIELD DRIVER CIRCUIT OPEN
ASD RELAY OUTPUT CIRCUIT OPEN
GENERATOR
TEST ACTION APPLICABILITY
1NOTE: Inspect the vehicle for aftermarket accessories that may exceed the
Generator System output.
Turn the ignition off.
NOTE: The battery must be fully charged.
NOTE: The Generator belt tension and condition must be checked before
continuing.
Start the engine.
Allow the idle to stabilize.
With the DRBIIIt, read the Target Charging Voltage.
Is the Target Charging Voltage above 15.1 volts?All
Ye s®Go To 2
No®Go To 3
20
CHARGING
Page 3815 of 4284
TEST ACTION APPLICABILITY
2WARNING: 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 FAN. DO NOT WEAR LOOSE CLOTHING.
Turn the ignition on.
NOTE: Ensure all wires are clear of the engine's moving parts.
Measure the voltage between the Generator B+ Terminal and the Battery+ Post.
Start the engine.
Is the voltage above 0.4 volt?All
Ye s®Repair the B+ circuit for high resistance between the Generator
and Battery.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No®Go To 3
3WARNING: 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 FAN. DO NOT WEAR LOOSE CLOTHING.
Start the engine.
Warm the engine to operating temperature.
NOTE: Ensure all wires are clear of the engine's moving parts.
Measure the voltage between the Generator case and Battery ground post.
Is the voltage above 0.1 volt?All
Ye s®Repair Generator Ground for high resistance, Generator Case to
Battery ground side.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No®Go To 4
4 Start the engine.
WARNING: 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 FAN. DO NOT WEAR LOOSE CLOTHING.
Turn on all accessories, manually set engine speed to 1600 RPM.
With DRBIIIt, read Target Charging and Charging voltage.
Compare the two readings.
Is there more than a 1.0 volt difference?All
Ye s®Go To 5
No®Go To 8
5 Turn the ignition off.
Disconnect the PCM harness connector.
Disconnect the Generator Field harness connector.
Measure the resistance of the Generator Field Driver circuit from the PCM harness
connector to Generator harness connector.
Is the resistance below 5.0 ohms?All
Ye s®Go To 6
No®Repair the Generator Field Driver circuit an open.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
21
CHARGING
P1682-CHARGING SYSTEM VOLTAGE TOO LOW ÐContinued