clock CHRYSLER VOYAGER 2001 Service Manual

GEARSHIFT MECHANISM
REMOVAL
(1) Disconnect battery negative cable.
(2) Remove gearshift knob by pushing down and
rotating ò turn clock-wise (Fig. 193).
(3) Remove gearshift boot from center console by
disengaging at three (3) retaining clips (Fig. 194).(4) Apply park brake to allow park brake handle to
clear center console upon removal.
(5) Remove two (2) cupholder bottom plugs (Fig.
195).
(6) Remove four (4) center console-to-gearshift
mechanism screws. Remove console assembly (Fig.
196).
Fig. 193 Gearshift Knob Removal/Installation
1 - GEARSHIFT KNOB
2 - GEARSHIFT LEVER
Fig. 194 Gearshift Boot Removal/Installation
1 - GEARSHIFT BOOT
2 - CENTER CONSOLE
Fig. 195 Cup Holder Plugs
1 - CUPHOLDER PLUG (2)
Fig. 196 Center Console Removal/Installation (LHD
Shown Ð RHD Typical)
1 - CENTER CONSOLE
2 - SCREW (4)
3 - GEARSHIFT MECHANISM
21a - 68 T850 MANUAL TRANSAXLERG

(6) Install center console assembly (Fig. 209).
Install and torque center console-to-gearshift mecha-
nism screws to 5 N´m (45 in. lbs.).
(7) Install cupholder plugs (Fig. 210).(8) Install gearshift boot to console (Fig. 211).
Secure with three (3) retainer clips.
(9) Install gearshift knob to gearshift lever (Fig.
212). Orient shift pattern ò-turn clockwise, push
down and rotate ò-turn counter-clockwise and
release. Secure boot to knob.
(10) Connect battery negative cable.
Fig. 209 Center Console Removal/Installation (LHD
Shown Ð RHD Typical)
1 - CENTER CONSOLE
2 - SCREW (4)
3 - GEARSHIFT MECHANISM
Fig. 210 Cup Holder Plugs
1 - CUPHOLDER PLUG (2)
Fig. 211 Gearshift Boot Removal/Installation
1 - GEARSHIFT BOOT
2 - CENTER CONSOLE
Fig. 212 Gearshift Knob Removal/Installation
1 - GEARSHIFT KNOB
2 - GEARSHIFT LEVER
21a - 72 T850 MANUAL TRANSAXLERG
GEARSHIFT MECHANISM (Continued)

TIRES/WHEELS
TABLE OF CONTENTS
page page
TIRES/WHEELS
DIAGNOSIS AND TESTING..................1
TIRE AND WHEEL VIBRATION..............1
STANDARD PROCEDURE...................4
TIRE AND WHEEL BALANCE...............4
TIRE AND WHEEL MATCH MOUNTING.......6
TIRE AND WHEEL ROTATION..............6
REMOVAL...............................7
INSTALLATION............................7
TIRES
DESCRIPTION............................8
DIAGNOSIS AND TESTING..................9
TIRE NOISE............................9
TIRE/VEHICLE LEAD.....................9
TIRE WEAR PATTERNS..................11
TREAD WEAR INDICATORS...............11
STANDARD PROCEDURE..................11
TIRE INFLATION PRESSURES.............11
TIRE PRESSURE FOR HIGH SPEED
OPERATION...........................12TIRE LEAK REPAIRING..................12
CLEANING..............................13
WHEELS
DESCRIPTION...........................13
DIAGNOSIS AND TESTING.................13
WHEEL INSPECTION....................13
CLEANING..............................14
SPECIFICATIONS........................14
WHEEL COVER
DESCRIPTION...........................14
REMOVAL..............................14
INSTALLATION...........................14
WHEEL MOUNTING STUDS - FRONT
REMOVAL..............................15
INSTALLATION...........................16
WHEEL MOUNTING STUDS - REAR
REMOVAL..............................16
INSTALLATION...........................17
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND WHEEL
VIBRATION
Tire and wheel imbalance, runout and force varia-
tion can cause vehicles to exhibit steering wheel
vibration.
VISUAL INSPECTION
Visual inspection of the vehicle is recommended
prior to road testing or performing any other proce-
dure. Raise vehicle on a suitable hoist. Refer to
Hoisting in Lubrication and Maintenance.
Inspect for the following:
²Verify correct (OEM) wheel and tire, as well as
correct wheel weights. Aluminum wheels require
unique wheel weights. They are designed to fit the
contour of the wheel (Fig. 1).
²Inspect tires and wheels for damage, mud pack-
ing and unusual wear; correct as necessary.
²Check and adjust tire air pressure to the pres-
sure listed on the label attached to the rear face of
the driver's door.
ROAD TEST
Road test vehicle on a smooth road for a least five
miles to warm tires (remove any flat spots). Lightlyplace hands on steering wheel at the 10:00 and 2:00
positions while slowly sweeping up and down from 90
to 110 km/h (55 to 70 mph) where legal speed limits
allow.
Observe the steering wheel for:
²Visual Nibble (oscillation: clockwise/counter-
clockwise, usually due to tire imbalance)
Fig. 1 Aluminum Wheel Weight
1 - TIRE
2 - WHEEL
3 - WHEEL WEIGHT
RSTIRES/WHEELS22-1

When wheels and tires are being installed, extra
care is needed to ensure that this direction of rota-
tion is maintained.
Refer to Owner's Manual for rotation schedule.
REMOVAL - TIRE AND WHEEL ASSEMBLY
(ALUMINUM WHEEL)
(1) Raise the vehicle so the tire and wheel assem-
bly clears ground level.
(2) Remove the 5 wheel mounting nuts from the
studs.
(3) Remove the tire and wheel from the hub.
REMOVAL - TIRE AND WHEEL ASSEMBLY
(STEEL WHEEL)
(1) Raise the vehicle so the tire and wheel assem-
bly clears ground level.
(2) Noting the location of the valve stem in rela-
tionship to the wheel mounting nuts, remove the
three wheel mounting nuts securing the wheel cover
to the wheel and hub (Fig. 12).
CAUTION: When removing the wheel cover, do not
pry the wheel cover from the wheel. This can result
in damage to the wheel cover. The wheel cover is
removed by pulling it off the wheel by hand.
(3) Grasp the wheel cover at the edges in line with
the remaining installed wheel mounting nuts and
pull straight outward from the wheel. This will pop
the wheel cover retaining tabs over the two remain-
ing wheel nuts, removing the wheel cover from the
vehicle.
(4) Remove the two remaining wheel mounting
nuts from the hub's studs.(5) Remove the wheel and tire from the hub.
INSTALLATION - TIRE AND WHEEL ASSEMBLY
(ALUMINUM WHEEL)
NOTE: Never use oil or grease on studs or wheel
mounting nuts.
(1) Position the tire and wheel assembly on the
wheel mounting studs using the hub pilot as a guide.
Place and hold the wheel flush up against the mount-
ing surface.
(2) Loosely install all 5 wheel mounting nuts.
Lightly snug the wheel nuts, then progressively
tighten them in the proper sequence (Fig. 13).
Tighten wheel mounting nuts to 135 N´m (100 ft.
lbs.).
(3) Lower the vehicle.
INSTALLATION - TIRE AND WHEEL ASSEMBLY
(STEEL WHEEL)
NOTE: Never use oil or grease on studs or wheel
mounting nuts.
(1) Position the tire and wheel assembly on the
wheel mounting studs using the hub pilot as a guide.
Place and hold the wheel flush up against the mount-
ing surface.
NOTE: Wheel mounting nuts must be installed on
the studs as shown (Fig. 14) to allow proper instal-
lation of the wheel cover.
(2) Using the valve stem as an index placed at the
12 O'clock position, install andlightly tightentwo
wheel mounting nuts on the studs located at the 4
O'clock and 8 O'clock positions as shown (Fig. 14).
Fig. 12 NUTS SECURING WHEEL COVER
1 - VALVE STEM
2 - BOLT-ON WHEEL COVER
3 - NUTS SECURING WHEEL COVER
Fig. 13 Tightening Sequence
RSTIRES/WHEELS22-7
TIRES/WHEELS (Continued)

(8) Install center roller channel end cover (Fig. 16).
(9) Install center stop on sliding door. (Refer to 23
- BODY/DOORS - SLIDING/STOP BUMPER -
INSTALLATION)
(10) Place upper roller stop bumper in position on
upper roller arm.
(11) Install screw to hold upper roller arm stop
bumper to upper roller arm (Fig. 14).
(12) Remove masking tape from body surfaces.
(13) Verify door operation and fit. Adjust as neces-
sary. (Refer to 23 - BODY/DOORS - SLIDING/SLID-
ING DOOR - ADJUSTMENTS)
SLIDING DOOR ADJUSTMENTS
NOTE: For power sliding door procedures refer to
POWER SLIDING DOOR SYSTEM in the ELECTRI-
CAL section.
PRELIMINARY CHECKS
(1) Close the sliding door, visually checking C-post
striker alignment entry into latch. Striker at this
point must not affect alignment. Striker should go
straight into the latching mechanism.
(2) On vehicles with left sliding doors, check the
fuel door blocker striker entry into latch. Striker at
this point must not affect alignment.
(3) Check C-post and B-post for door to aperture
gaps and door to door gaps. All gaps should be 5 mm
  1 mm.
(4) Check door for height using character lines as
a reference. Also check roof contour as a controlling
factor.
Using the procedures noted below, adjust the side
door in the order the individual steps are called out.
DOOR FLUSHNESS ADJUSTMENT
(1) Check sliding door flushness at the C-pillar
striker.
(2) Adjust the C-pillar striker in or out untill the
door is flush.
(3) Check upper B-pillar flushness to A-pillar
cover.
(4) Loosen one nut on upper hinge and adjust door
in or out untill the door is flush.
(5) Check flushness at upper C-pillar.
(6) If upper C-pillar flushness is out of specifica-
tion use a heavy rubber malet on the door assembly
until door is in spec.
DOOR GAP ADJUSTMENT - UP/DOWN
UP/DOWN ADJUSTMENT
(1) Visually inspect the sliding door for fitting low
at the top of the door by checking the alignment of
the top contour of the door to the quarter panel.(2) Fully open the sliding door.
(3) Verify that all center hinge bolts are tight.
(4) Adjust the rear of the sliding door up by turn-
ing the center hinge bolt clockwise (Fig. 19).
(5) Close the door and check the sliding door align-
ment.
(6) Fully open door and apply thread lock nut onto
the center hinge bolt. Tighten nut until till it butts
up against the welded nut on the center hinge.
Tighten nut to 15 N´m (130 in. lbs.). It may be nec-
essary to hold the center hinge bolt to prevent it
from turning while tightening nut.
(7) Verify alignment. Re-adjust as necessary.
DOOR GAP ADJUSTMENT - FORE/AFT
FORE/AFT ADJUSTMENT
(1) Check height of sliding door at the B-post and
C-post to determine which area is contributing the
greatest to the incorrect gaps.
(2) If the sliding door is high at the C-post;
(a) Open the door to mid-point of travel.
(b) Mark outline of center hinge on sliding door
to assist in making adjustments.
(c) Loosen center hinge bolts (Fig. 19).
(d) Move hinge fore or aft to position the sliding
door into the correct location.
(e) Tighten center hinge bolts.
(f) Verify alignment. Re-adjust as necessary.
(3) If the sliding door is low at the B-post;
(a) Remove access plug in the sliding door trim
panel.
(b) Open the door to mid-point of travel.
Fig. 19 Sliding Door Center Hinge
1 - ADJUSTING BOLT
2 - WELD NUT
RSDOORS - SLIDING23 - 171
SLIDING DOOR (Continued)

UNDER SEAT STORAGE BIN
GUIDE
REMOVAL
(1) Remove under seat storage bin. (Refer to 23 -
BODY/SEATS/UNDER SEAT STORAGE BIN -
REMOVAL).
(2) Remove screws attaching storage bin track
guide to seat riser (Fig. 45).
(3) Remove track guide from vehicle.
INSTALLATION
(1) Place track guide in position on seat riser.
(2) Install screws attaching storage bin track guide
to seat riser (Fig. 45). Tighten screws to 81 N´m (32
in lbs.) torque.
(3) Install under seat storage bin. (Refer to 23 -
BODY/SEATS/UNDER SEAT STORAGE BIN -
INSTALLATION).
UNDER SEAT STORAGE BIN
LOCK/LATCH
REMOVAL
(1) Open under seat storage bin.
(2) Remove screws holding under seat storage bin
lock/latch to storage bin (Fig. 46).
(3) Remove lock/latch from bin.
INSTALLATION
(1) Place lock/latch in position on storage bin.
(2) Install screws to hold lock/latch to storage bin
(Fig. 46).
(3) Verify under seat storage bin latch operation.
LUMBAR SUPPORT
REMOVAL
(1) Remove screw attaching lumbar handle to seat
back (Fig. 47).
(2) Remove seat back assembly from cushion.
(3) Detrim the seat back assembly.
(4) Remove frame and replace.
INSTALLATION
(1) Trim the seat back frame.
(2) Install seat back assembly to cushion.
(3) Install attaching screw to lumbar handle. The
handle is to be installed, between two and three
O'clock position. Tighten screw to 1 N´m (11 ft. lbs.)
torque.
(4) Test lumbar operation.
Fig. 45 Under Seat Storage Bin Guide
1 - STORAGE BIN TRACK GUIDE
2 - RISER
Fig. 46 Under Seat Storage Bin Lock/Latch
1 - UNDER SEAT STORAGE BIN
2 - LOCK/LATCH
Fig. 47 Lumbar Handle
1 - LUMBAR HANDLE
23 - 242 SEATSRS

OPERATION
The compressor is driven by the engine through an
electric clutch, drive pulley and belt arrangement.
The compressor is lubricated by refrigerant oil that is
circulated throughout the refrigerant system with the
refrigerant. The compressor draws in low-pressure
refrigerant vapor from the evaporator through its
suction port. It then compresses the refrigerant into
a high-pressure, high-temperature refrigerant vapor.
The compressor pumps high-pressure refrigerant
vapor to the condenser through the compressor dis-
charge port. The mechanical high pressure relief
valve is designed to vent refrigerant from the system
to protect against damage to the compressor or other
system components, caused by condenser air flow
restrictions or an overcharge of refrigerant. The valve
only vents enough refrigerant to reduce the system
pressure, then re-seats itself. The valve opens at a
discharge pressure of 3445 to 4135 kPA (500 to 600
psi) or above, and closes when a minimum discharge
pressure of 2756 kPa (400 psi) is reached.
DIAGNOSIS AND TESTING - COMPRESSOR
NOISE
Excessive noise while the air conditioning compres-
sor is operating can be caused by loose compressor
mounts, a loose compressor clutch, or high operating
pressures in the refrigerant system. Verify compres-
sor drive belt condition, proper compressor mounting,
correct refrigerant charge level, and compressor head
pressure before compressor repair is performed.
With the close tolerances within the compressor, it
is possible to experience a temporary lockup. The
longer the compressor is inactive, the more likely the
condition is to occur. This condition is the result of
normal refrigerant migration within the refrigerant
system caused by ambient temperature changes. The
refrigerant migration may wash the refrigerant oil
out of the compressor.
NOTE: Prior to a vehicle being removed from ser-
vice or stored for more than two weeks, the com-
pressor should be operated to ensure adequate
refrigerant oil distribution throughout the system
components. Turn on the air conditioner for a min-
imum of five minutes with outside air and the high-
est blower speed selected.
BELT NOISE
If the compressor drive belt slips at initial start-up,
it does not necessarily mean the compressor has
failed. The following procedure can be used to iden-
tify a compressor drive belt noise problem.
²Start the vehicle and run at idle.²Turn the air conditioner On and listen for belt
squeal.
²If belt squeal is heard, turn the air conditioner
Off immediately.
If the belt squeal stops when the air conditioner is
turned Off, perform the following repair procedures.
(1) Using an appropriate sized oil filter wrench or
a strap wrench, grasp the outer diameter of the com-
pressor clutch hub. While facing the compressor,
rotate the hub clockwise, then counterclockwise. If
the hub rotates, proceed to the next step. If the hub
will not rotate, the compressor is internally damaged,
and must be replaced.
(2) Turn the hub clockwise five complete revolu-
tions and remove the tool.
(3) Start the vehicle and run at idle.
(4) Turn the air conditioner On. Observe the com-
pressor and the system for normal operation, noting
cooling performance and noise levels. Operate for five
minutes before turning the air conditioner Off. If
acceptable cooling performance is observed during
compressor operation, the compressor does not need
to be replaced.
(5) Inspect the drive belt for wear, damage, and
proper tension. (Refer to 7 - COOLING/ACCESSORY
DRIVE/DRIVE BELTS - DIAGNOSIS AND TEST-
ING).
REMOVAL - COMPRESSOR
WARNING: REFER TO THE APPLICABLE WARN-
INGS AND CAUTIONS FOR THIS SYSTEM BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - FRONT - WARNING - A/C PLUMBING)
and (Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - FRONT - CAUTION - A/C PLUMBING).
(1) Recover the refrigerant from the refrigerant
system. (Refer to 24 - HEATING & AIR CONDI-
TIONING/PLUMBING - FRONT/REFRIGERANT -
STANDARD PROCEDURE - REFRIGERANT
RECOVERY).
(2) Disconnect and isolate the battery negative
cable.
(3) Remove the nut that secures the suction line
fitting to the top of the compressor.
(4) Disconnect the suction line fitting from the
compressor suction port.
(5) Remove the seal from the suction line fitting
and discard.
(6) Install plugs in, or tape over the opened suc-
tion line fitting and the compressor suction port.
(7) Remove the nut that secures the discharge line
fitting to the top of the compressor.
(8) Disconnect the discharge line fitting from the
compressor discharge port.
RSPLUMBING - FRONT24-65
COMPRESSOR (Continued)

LEAK DETECTION PUMP MONITOR
The leak detection assembly incorporates two pri-
mary functions: it must detect a leak in the evapora-
tive system and seal the evaporative system so the
leak detection test can be run.
The primary components within the assembly are:
A three port solenoid that activates both of the func-
tions listed above; a pump which contains a switch,
two check valves and a spring/diaphragm, a canister
vent valve (CVV) seal which contains a spring loaded
vent seal valve.
Immediately after a cold start, between predeter-
mined temperature thresholds limits, the three port
solenoid is briefly energized. This initializes the
pump by drawing air into the pump cavity and also
closes the vent seal. During non test conditions the
vent seal is held open by the pump diaphragm
assembly which pushes it open at the full travel posi-
tion. The vent seal will remain closed while the
pump is cycling due to the reed switch triggering of
the three port solenoid that prevents the diaphragm
assembly from reaching full travel. After the brief
initialization period, the solenoid is de-energized
allowing atmospheric pressure to enter the pump
cavity, thus permitting the spring to drive the dia-
phragm which forces air out of the pump cavity and
into the vent system. When the solenoid is energized
and de energized, the cycle is repeated creating flow
in typical diaphragm pump fashion. The pump is con-
trolled in 2 modes:
Pump Mode:The pump is cycled at a fixed rate to
achieve a rapid pressure build in order to shorten the
overall test length.
Test Mode:The solenoid is energized with a fixed
duration pulse. Subsequent fixed pulses occur when
the diaphragm reaches the Switch closure point.
The spring in the pump is set so that the system
will achieve an equalized pressure of about 7.5º H20.
The cycle rate of pump strokes is quite rapid as the
system begins to pump up to this pressure. As the
pressure increases, the cycle rate starts to drop off. If
there is no leak in the system, the pump would even-
tually stop pumping at the equalized pressure. If
there is a leak, it will continue to pump at a rate rep-
resentative of the flow characteristic of the size of the
leak. From this information we can determine if the
leak is larger than the required detection limit (cur-
rently set at .020º orifice by CARB). If a leak is
revealed during the leak test portion of the test, the
test is terminated at the end of the test mode and no
further system checks will be performed.
After passing the leak detection phase of the test,
system pressure is maintained by turning on the
LDP's solenoid until the purge system is activated.
Purge activation in effect creates a leak. The cycle
rate is again interrogated and when it increases dueto the flow through the purge system, the leak check
portion of the diagnostic is complete.
The canister vent valve will unseal the system
after completion of the test sequence as the pump
diaphragm assembly moves to the full travel position.
Evaporative system functionality will be verified by
using the stricter evap purge flow monitor. At an
appropriate warm idle the LDP will be energized to
seal the canister vent. The purge flow will be clocked
up from some small value in an attempt to see a
shift in the 02 control system. If fuel vapor, indicated
by a shift in the 02 control, is present the test is
passed. If not, it is assumed that the purge system is
not functioning in some respect. The LDP is again
turned off and the test is ended.
DESCRIPTION - HIGH AND LOW LIMITS
The PCM compares input signal voltages from each
input device with established high and low limits for
the device. If the input voltage is not within limits
and other criteria are met, the PCM stores a diagnos-
tic trouble code in memory. Other diagnostic trouble
code criteria might include engine RPM limits or
input voltages from other sensors or switches that
must be present before verifying a diagnostic trouble
code condition.
OPERATION - SYSTEM
The Powertrain Control Module (PCM) monitors
many different circuits in the fuel injection, ignition,
emission and engine systems. If the PCM senses a
problem with a monitored circuit often enough to
indicate an actual problem, it stores a Diagnostic
Trouble Code (DTC) in the PCM's memory. If the
code applies to a non-emissions related component or
system, and the problem is repaired or ceases to
exist, the PCM cancels the code after 40 warmup
cycles. Diagnostic trouble codes that affect vehicle
emissions illuminate the Malfunction Indicator Lamp
(MIL). Refer to Malfunction Indicator Lamp in this
section.
Certain criteria must be met before the PCM
stores a DTC in memory. The criteria may be a spe-
cific range of engine RPM, engine temperature,
and/or input voltage to the PCM.
The PCM might not store a DTC for a monitored
circuit even though a malfunction has occurred. This
may happen because one of the DTC criteria for the
circuit has not been met.For example, assume the
diagnostic trouble code criteria requires the PCM to
monitor the circuit only when the engine operates
between 750 and 2000 RPM. Suppose the sensor's
output circuit shorts to ground when engine operates
above 2400 RPM (resulting in 0 volt input to the
PCM). Because the condition happens at an engine
25 - 8 EMISSIONS CONTROLRS
EMISSIONS CONTROL (Continued)

TABLE OF CONTENTS - Continued
AMBIENT TEMPERATURE SENSOR - BLACK 2 WAY........................291
AMBIENT TEMPERATURE SENSOR (SENSOR SIDE)-2WAY................292
BRAKE LAMP SWITCH - BLACK 6 WAY...................................292
BRAKE TRANSMISSION SHIFT INTERLOCK SOLENOID - BLACK 2 WAY.......292
CAMSHAFT POSITION SENSOR - BLACK 3 WAY...........................292
CLOCKSPRING C1 - WHITE 6 WAY.......................................292
CRANKSHAFT POSITION SENSOR - BLACK 3 WAY.........................293
DATA LINK CONNECTOR - WHITE 16 WAY................................293
DIAGNOSTIC JUNCTION PORT - BLACK 16 WAY...........................293
EGR SOLENOID - GRAY 2 WAY..........................................294
ENGINE COOLANT TEMPERATURE SENSOR - BLACK 2 WAY................294
ENGINE OIL PRESSURE SWITCH - LT. GREEN 2 WAY......................294
EVAP/PURGE SOLENOID - BLACK 2 WAY.................................294
FUEL INJECTOR NO. 1 - BLACK 2 WAY...................................295
FUEL INJECTOR NO. 2 - BLACK 2 WAY...................................295
FUEL INJECTOR NO. 3 - BLACK 2 WAY...................................295
FUEL INJECTOR NO. 4 - BLACK 2 WAY...................................295
FUEL INJECTOR NO. 5 (3.3L/3.8L) - BLACK 2 WAY..........................296
FUEL INJECTOR NO. 6 (3.3L/3.8L) - BLACK 2 WAY..........................296
FUEL TANK MODULE - LT. GRAY 4 WAY...................................296
GENERATOR - BLACK 2 WAY...........................................296
GENERATOR (GENERATOR SIDE).......................................297
MANIFOLD ABSOLUTE PRESSURE SENSOR - BLACK 3 WAY................297
OXYGEN SENSOR 1/1 UPSTREAM - BLACK 4 WAY.........................297
OXYGEN SENSOR 1/2 DOWNSTREAM - BLACK 4 WAY.....................297
FUSES (IPM)..........................................................299
A/C COMPRESSOR CLUTCH RELAY......................................299
ACCESSORY RELAY...................................................299
AUTOMATIC SHUTDOWN RELAY........................................300
ENGINE STARTER MOTOR RELAY.......................................300
FUEL PUMP RELAY....................................................300
POSITIVE TEMPERATURE COEFFICIENTS................................300
TRANSMISSION SAFETY SHUTDOWN RELAY.............................300
POWERTRAIN CONTROL MODULE C1 - GRAY/BLACK 40 WAY...............301
POWERTRAIN CONTROL MODULE C2 - GRAY/GRAY 40 WAY................302
10.0 SCHEMATIC DIAGRAMS................................................303
10.12001 RG 2.4L....................................................303
10.22001 RG 3.3L/3.8L................................................304
11.0 CHARTS AND GRAPHS................................................305
11.1SPECIFICATION..................................................305
v

AMBIENT TEMPERATURE SENSOR (SENSOR SIDE)-2WAYCAV CIRCUIT FUNCTION
1 - AMBIENT TEMPERATURE SENSOR SIGNAL
2 - AMBIENT TEMPERATURE SENSOR RETURN
BRAKE LAMP SWITCH - BLACK 6 WAYCAV CIRCUIT FUNCTION
1 A103 18GY/RD FUSED B(+)
2 L50 18WT/TN BRAKE LAMP SWITCH OUTPUT
3 V30 20VT/WT SPEED CONTROL BRAKE SWITCH OUTPUT
4 V32 20VT/YL SPEED CONTROL ON/OFF SWITCH SENSE
5 Z429 20BK/OR GROUND
6 B29 20DG/WT BRAKE SWITCH SENSE
BRAKE TRANSMISSION SHIFT INTERLOCK SOLENOID - BLACK 2 WAYCAV CIRCUIT FUNCTION
1 K32 18DB/YL BRAKE TRANSMISSION SHIFT INTERLOCK SOLENOID CONTROL
2 F2 18PK/YL FCM OUTPUT (UNLOCK-RUN-START)
CAMSHAFT POSITION SENSOR - BLACK 3 WAYCAV CIRCUIT FUNCTION
1 F888 18BR/PK 8 VOLT SUPPLY
2 K900 18DB/DG SENSOR GROUND
3 K44 18DB/GY CAMSHAFT POSITION SENSOR SIGNAL
CLOCKSPRING C1 - WHITE 6 WAYCAV CIRCUIT FUNCTION
1 X920 20GY/OR (AUTOMAT-
IC TEMPERATURE CON-
TROL)RADIO CONTROL MUX RETURN
2 X20 20GY/WT (AUTOMAT-
IC TEMPERATURE CON-
TROL)RADIO CONTROL MUX
3 X3 20DG/VT HORN SWITCH SENSE
4 V37 20VT SPEED CONTROL SWITCH SIGNAL
5 Z23 20BK/LB GROUND
6- -
C
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N
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E
C
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P
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T
S
292
CONNECTOR PINOUTS