stop start CHRYSLER VOYAGER 2001 User Guide

Symptom:
LEFT REAR WHEEL SPEED SIGNAL FAILURE
When Monitored and Set Condition:
LEFT REAR WHEEL SPEED SIGNAL FAILURE
When Monitored: Wheel speed comparison is checked at drive off or every 7 milliseconds
(ms). Wheel speed circuit continuity is checked every 7 milliseconds. Wheel speed phase
length supervision is checked every 7 milliseconds.
Set Condition: If, during an ABS stop, the CAB commands any valve solenoid on for an
extended length of time, and does not see a corresponding wheel speed change, the
Diagnostic Trouble Code (DTC) is set. The DTC can also set if the signal is missing or
erratic.
POSSIBLE CAUSES
SENSOR OR TONE WHEEL CONCERN
DTC INTERMITTENT
LEFT REAR WHEEL SPEED SENSOR INOPERATIVE
INTERMITTENT SIGNAL DTC
TEST ACTION APPLICABILITY
1 With the DRBIIIt, erase DTCs.
Turn the ignition off.
Start the engine.
Slowly accelerate as straight as possible from a stop to 24 km/h (15 mph).
Using the DRBIIIt, monitor the Left Rear Wheel Speed Sensor while an assistant
drives the vehicle.
With the DRBIIIt, monitor all wheel speed sensors.
Is Left Rear WSS Signal 0 km/h (0 mph) or differing from others by more than 5 km/h
(3 mph)?All
Ye s®Go To 2
No®Go To 3
2 Inspect the Left Rear Wheel Speed Sensor, Connector and Tone Wheel.
NOTE: Inspect components for damage and correct installation.
Are there any visible Sensor, Connector or Tone Wheel concerns?All
Ye s®Correct the sensor, connector or tone wheel concern as necessary.
The vehicle must be driven at 25 km/h (15 mph) to extinguish the
ABS indicator.
Perform ABS VERIFICATION TEST - VER 1.
No®Replace the Left Rear Wheel Speed Sensor in accordance with the
Service Information. The vehicle must be driven at 25 km/h (15
mph) to extinguish the ABS indicator.
Perform ABS VERIFICATION TEST - VER 1.
19
BRAKES (CAB)

Symptom:
RIGHT FRONT WHEEL SPEED SIGNAL FAILURE
When Monitored and Set Condition:
RIGHT FRONT WHEEL SPEED SIGNAL FAILURE
When Monitored: Wheel speed comparison is checked at drive off or every 7 milliseconds
(ms). Wheel speed continuity is checked every 7 milliseconds. Wheel speed phase length
supervision is checked every 7 milliseconds.
Set Condition: If, during an ABS stop, the CAB commands any valve solenoid on for an
extended length of time, and does not see a corresponding wheel speed change, the
Diagnostic Trouble Code (DTC) is set. The DTC can also set if the signal is missing or
erratic.
POSSIBLE CAUSES
SENSOR OR TONE WHEEL CONCERN
DTC INTERMITTENT
RIGHT FRONT WHEEL SPEED SENSOR INOPERATIVE
CAB - WON'T RESPOND TO RIGHT FRONT WHEEL SPEED SENSOR SIGNAL
INTERMITTENT SIGNAL DTC
TEST ACTION APPLICABILITY
1 With the DRBIIIt, erase DTCs.
Turn the ignition off.
Start the engine.
Slowly accelerate as straight as possible from a stop to 24 km/h (15 mph).
Using the DRBIIIt, monitor the Right Front Wheel Speed Sensor while an assistant
drives the vehicle.
With the DRBIIIt, monitor all wheel speed sensors.
Is Right Front WSS Signal 0 km/h (0 mph) or differing from others by more than 5
km/h (3 mph)?All
Ye s®Go To 2
No®Go To 3
2 Inspect the Right Front Wheel Speed Sensor, Connector and Tone Wheel.
NOTE: Inspect components for damage and correct installation.
Are there any visible Sensor, Connector or Tone Wheel concerns?All
Ye s®Correct the sensor, connector or tone wheel concern as necessary.
The vehicle must be driven at 25 km/h (15 mph) to extinguish the
ABS indicator.
Perform ABS VERIFICATION TEST - VER 1.
No®Replace the Right Front Wheel Speed Sensor in accordance with
the Service Information. The vehicle must be driven at 25 km/h
(15 mph) to extinguish the ABS indicator.
Perform ABS VERIFICATION TEST - VER 1.
24
BRAKES (CAB)

Symptom:
RIGHT REAR WHEEL SPEED SIGNAL FAILURE
When Monitored and Set Condition:
RIGHT REAR WHEEL SPEED SIGNAL FAILURE
When Monitored: Wheel speed comparison is checked at drive off or every 7 milliseconds
(ms). Wheel speed circuit continuity is checked every 7 milliseconds. Wheel speed phase
length supervision is checked every 7 milliseconds.
Set Condition: If, during an ABS stop, the CAB commands any valve solenoid on for an
extended length of time, and does not see a corresponding wheel speed change, the
Diagnostic Trouble Code (DTC) is set. The DTC can also set if the signal is missing or
erratic.
POSSIBLE CAUSES
SENSOR OR TONE WHEEL CONCERN
DTC INTERMITTENT
RIGHT REAR WHEEL SPEED SENSOR INOPERATIVE
INTERMITTENT SIGNAL DTC
TEST ACTION APPLICABILITY
1 With the DRBIIIt, erase DTCs.
Turn the ignition off.
Start the engine.
Slowly accelerate as straight as possible from a stop to 24 km/h (15 mph).
Using the DRBIIIt, monitor the Right Rear Wheel Speed Sensor while an assistant
drives the vehicle.
With the DRBIIIt, monitor all wheel speed sensors.
Is Right Rear WSS Signal 0 km/h (0 mph) or differing from others by more than 5
km/h (3 mph)?All
Ye s®Go To 2
No®Go To 3
2 Inspect the Right Rear Wheel Speed Sensor, Connector and Tone Wheel.
NOTE: Inspect components for damage and correct installation.
Are there any visible Sensor, Connector or Tone Wheel concerns?All
Ye s®Correct the sensor, connector or tone wheel concern as necessary.
The vehicle must be driven at 25 km/h (15 mph) to extinguish the
ABS indicator.
Perform ABS VERIFICATION TEST - VER 1.
No®Replace the Left Rear Wheel Speed Sensor in accordance with the
Service Information. The vehicle must be driven at 25 km/h (15
mph) to extinguish the ABS indicator.
Perform ABS VERIFICATION TEST - VER 1.
26
BRAKES (CAB)

Symptom:
SYSTEM UNDERVOLTAGE
When Monitored and Set Condition:
SYSTEM UNDERVOLTAGE
When Monitored: Ignition on. The CAB monitors the Fused Ignition Switch Output
circuit voltage above 10 km/h (6 mph) every 7 milliseconds for proper system voltage.
Set Condition: If the voltage is below 9.5 volts, the Diagnostic Trouble Code (DTC) is set.
POSSIBLE CAUSES
BATTERY VOLTAGE LOW
INTERMITTENT DTC
FUSED IGNITION SWITCH OUTPUT CIRCUIT HIGH RESISTANCE
CAB - INTERNAL FAULT
TEST ACTION APPLICABILITY
1 Turn the ignition on.
With the DRBIIIt, erase DTC's.
Turn the ignition off.
Turn the ignition on.
Start the engine.
Drive the vehicle above 16 km/h (10 mph) for at least 20 seconds.
Stop the vehicle
With the DRBIIIt, read DTC's.
Does the DRBIIItdisplay System Undervoltage DTC?All
Ye s®Go To 2
No®Go To 5
2 Engine Running.
Measure the battery voltage.
Is the battery voltage below 10 volts?All
Ye s®Refer to appropriate service information for charging system
testing and repair.
Perform ABS VERIFICATION TEST - VER 1.
No®Go To 3
3 Disconnect the CAB harness connector.
Turn the ignition on.
Measure the voltage of the Fused Ignition Switch circuit.
Is the voltage above 10 volts?All
Ye s®Go To 4
No®Repair the Fused Ignition Switch Output Circuit for high resis-
tance
Perform ABS VERIFICATION TEST - VER 1.
30
BRAKES (CAB)

Verification Tests
ABS VERIFICATION TEST - VER 1 APPLICABILITY
1. Turn the ignition off.
2. Connect all previously disconnected components and connectors.
3. Ensure all accessories are turned off and the battery is fully charged.
4. Ensure that the Ignition is on, and with the DRBIII, erase all Diagnostic Trouble Codes from
ALL modules. Start the engine and allow it to run for 2 minutes and fully operate the system
that was malfunctioning.
5. Turn the ignition off and wait 5 seconds. Turn the ignition on and using the DRBIII, read
DTC's from ALL modules.
6. If any Diagnostic Trouble Codes are present, return to Symptom list and troubleshoot new
or recurring symptom.
7. If there are no DTC's present after turning ignition on, road test the vehicle for at least 5
minutes. Perform several antilock braking stops.
8. Caution: Ensure braking capability is available before road testing.
9. Again, with the DRBIIItread DTC's. If any DTC's are present, return to Symptom list.
10. If there are no Diagnostic Trouble Codes (DTC's) present, and the customer's concern can
no longer be duplicated, the repair is complete.
Are any DTC's present or is the original concern still present?All
Ye s®Repair is not complete, refer to appropriate symptom.
No®Repair is complete.
40
VERIFICATION TESTS

sponder ID message to the SKIM. The SKIM com-
pares the transponder ID message to the available
valid key codes in SKIM memory (8 key maximum
at any one time). After validating the ignition key,
the SKIM sends a PCI Bus message called a seed
request to the ECM, then waits for the ECM re-
sponse. If the ECM 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 in memory. If the
ECM sends a seed response, the SKIM sends a
valid/invalid key message to the ECM. 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 ECM at each ignition key cycle.
The VIN and seed are two variables used in the
rolling code algorithm that encrypts the valid/
invalid key message. The ECM uses the rolling code
algorithm to receive, decode and respond to the
valid/invalid key message sent by the SKIM. After
sending the valid/invalid key message, the SKIM
waits 3.5 seconds for an ECM status message from
the ECM. If the ECM does not respond with a valid
key message to the SKIM, a fault is detected and a
code is stored.
The SKIS incorporates a warning lamp located in
the information center. The lamp receives switched
ignition voltage and is hardwired to the body con-
trol module. The lamp is actuated when the SKIM
sends a PCI Bus message to the body control
module requesting the lamp on. The body control
module then provides the ground for the lamp.
The SKIM will request lamp operation for the
following:
± bulb check at ignition on
± to alert the vehicle operator to a SKIS malfunc-
tion
± when the SKIM is in customer key programming
mode
For all faults except transponder faults the lamp
remains on steady. In the event of a transponder
fault the lamp will flash at a rate of 1Hz (once per
second). If a fault is present, the lamp 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 ECM will allow
the engine to start and idle for 2 seconds then stall.
This may occur up to six times. After the sixth
attempt, the ECM disables the starter relay until
the fault is corrected.
3.3 DIAGNOSTIC TROUBLE CODES
Each diagnostic trouble code (DTC) is diagnosed
by following a specific procedure. The diagnostic
test procedure contains step-by-step instruction fordetermining the cause of the DTC as well as no
trouble code problems. It is not necessary to per-
form all of the tests in this book to diagnose an
individual code.
Always begin diagnosis by reading the DTC's
using the DRBIIIt.
3.3.1 HARD CODE
A DTC that comes back within one cycle of the
ignition key is a hard code. This means that the
problem is current every time the ECM/SKIM
checks that circuit or function. Procedures in this
manual verify if the DTC is a hard code at the
beginning of each test. When the fault is not a hard
code, an intermittent test must be performed.
NOTE: If the DRBIIItdisplays faults for multiple
components (i.e. ECT, VSS, Oil Temp sensors) iden-
tify and check the shared circuits for possible prob-
lems before continuing (i.e. sensor grounds or 5-volt
supply circuits). Refer to the appropriate schematic
to identify shared circuits.
3.3.2 INTERMITTENT CODE
A DTC that is not current every time the ECM/
SKIM checks the circuit or function is an intermit-
tent code. Most intermittent DTCs are caused by
wiring or connector problems. Problems that come
and go like this are the most difficult to diagnose;
they must be looked for under specific conditions
that cause them. The following checks may assist
you in identifying a possible intermittent problem.
²Visually inspect the related wire harness connec-
tors. Look for broken, bent, pushed out, or cor-
roded terminals.
²Visually inspect the related wire harness. Look
for chafed, pierced, or partially broken wire.
²Refer to hotlines or technical service bulletins
that may apply.
NOTE: Electromagnetic (radio) interference can
cause an intermittent system malfunction. This
interference can interrupt communication between
the ignition key transponder and the SKIM.
3.3.3 ECM DIAGNOSTIC TROUBLE CODES
IMPORTANT NOTE:Before replacing the ECM
for a failed driver, control circuit or ground circuit,
be sure to check the related component/circuit in-
tegrity for failures not detected due to a double fault
in the circuit. Most ECM driver/control circuit fail-
ures are caused by internal failures to components
(i.e. relays and solenoids) and shorted circuits (i.e.
sensor pull-ups, drivers and ground circuits). These
faults are difficult to detect when a double fault has
occurred and only one DTC has set.
If the DRB displays faults for multiple compo-
nents (i.e. VSS, ECT, Batt Temp, etc.), identify and
3
GENERAL INFORMATION

A/C PRESSURE SENSOR CIRCUIT SIGNAL
VOLTAGE TOO HIGH
A/C PRESSURE SENSOR CIRCUIT SIGNAL
VOLTAGE TOO LOW
A/C PRESSURE SENSOR CIRCUIT SUPPLY
VOLTAGE TOO HIGH OR LOW
A/C PRESSURE SENSOR CIRCUIT PLAUSI-
BILITY
SYSTEM VOLTAGE TOO HIGH
SYSTEM VOLTAGE TOO LOW
S/C SWITCH SIGNAL CIRCUIT SIGNAL VOLT-
AGE TOO HIGH
S/C SWITCH SIGNAL CIRCUIT SIGNAL VOLT-
AGE TOO LOW
S/C SWITCH SIGNAL CIRCUIT PLAUSIBILITY
ECM ERROR RECOVERY HAS OCCURRED
ECM ERROR REDUNDANT OVERRUN MONI-
TORING
ECM ERROR GATE ARRAY - QUANTITY STOP
ECM ERROR GATE ARRAY - COMMUNICA-
TION
ECM ERROR - COMMUNICATION NOT VERI-
FIED
STARTER RELAY CIRCUIT OPEN CIRCUIT
STARTER RELAY CIRCUIT SHORT CIRCUIT
GENERATOR FIELD CONTROL MALF BAT-
TERY VOLTAGE TOO HIGH
GENERATOR FIELD CONTROL MALF BAT-
TERY VOLTAGE TOO LOW
GENERATOR FIELD CONTROL MALF OPEN
CIRCUIT
GENERATOR FIELD CONTROL MALF SHORT
CIRCUIT
GENERATOR FIELD CONTROL MALF
CHARGING VOLTS TOO LOW
GENERATOR FIELD CONTROL MALF BAT-
TERY VOLTAGE DEVIATION TOO HIGH
GENERATOR FIELD CONTROL MALF BAT-
TERY VOLTAGE DEVIATION TOO LOW
GENERATOR FIELD CONTROL MALF UN-
STABLE CURRENT
SENSOR REFERENCE VOLTAGE A CKT VOLT-
AGE TOO HIGH
SENSOR REFERENCE VOLTAGE A CKT VOLT-
AGE TOO LOW
SENSOR REFERENCE VOLTAGE B CKT
VOLTAGE TOO HIGH
SENSOR REFERENCE VOLTAGE B CKT
VOLTAGE TOO LOW
A/C CLUTCH RELAY CIRCUIT OPEN CIRCUIT
A/C CLUTCH RELAY CIRCUIT SHORT CIR-
CUIT
ECM/PCM RELAY CONTROL CIRCUIT SHUTS
OFF TOO EARLY
ECM/PCM RELAY CONTROL CIRCUIT SHUTS
OFF TOO LATE
BRAKE SWITCH SIGNAL CIRCUITS INCOR-
RECT CAN MESSAGEBRAKE SWITCH SIGNAL CIRCUITS PLAUSI-
BILITY WITH REDUNDANT CONTACT
BRAKE SWITCH SIGNAL CIRCUITS PLAUSI-
BILITY WITH REDUNDANT CONTACT AFTER
INITIALIZATION
CLUTCH UPSTOP SWITCH PERF PLAUSIBIL-
ITY
CLUTCH UPSTOP SWITCH PERF PLAUSIBIL-
ITY WITH P/N SWITCH
FUEL RAIL PRESSURE MALFUNCTION
PRESSURE TOO HIGH - LIMITATION
FUEL RAIL PRESSURE MALFUNCTION
PRESSURE TOO LOW
FUEL RAIL PRESSURE MALFUNCTION SO-
LENOID OPEN
FUEL RAIL PRESSURE MALFUNCTION
LEAKAGE DETECTED
FUEL PRESSURE SOLENOID OPEN CIRCUIT
FUEL PRESSURE SOLENOID SHORT CIR-
CUIT
FUEL PRESSURE SOLENOID PLAUSIBILITY
IN AFTER-RUN
CALCULATED INJECTOR VOLTAGE - VOLT-
AGE 1 TOO LOW
CALCULATED INJECTOR VOLTAGE - VOLT-
AGE 2 TOO LOW
BATTERY SENSE LINE 1 VOLTAGE TOO
HIGH
BATTERY SENSE LINE 1 VOLTAGE TOO LOW
FUEL PRESS REG CURRENT CONTROL SIG-
NAL TOO HIGH
FUEL PRESS REG CURRENT CONTROL SIG-
NAL TOO LOW
GENERATOR FIELD CURRENT TOO HIGH
GENERATOR FIELD CURRENT TOO LOW
CAPACITOR VOLTAGE 1 VOLTAGE TOO HIGH
CAPACITOR VOLTAGE 1 VOLTAGE TOO LOW
CAPACITOR VOLTAGE 2 VOLTAGE TOO HIGH
CAPACITOR VOLTAGE 2 VOLTAGE TOO LOW
IGNITION SWITCH PLAUSIBILITY
AFTER RUN SHUT OFF ERROR - ZERO
QUANTITY
AFTERRUN SHUT OFF ERROR - INJ. POWER-
STAGE
VOLTAGE REGULATOR SIGNAL VOLTAGE
TOO HIGH
VOLTAGE REGULATOR SIGNAL VOLTAGE
TOO LOW
MIL/DIAG LAMP VIA J1850 BUS IN FRAME
RESPONSE ERROR
MIL/DIAG LAMP VIA J1850 BUS - STATUS
ERROR
J1850 COMMUNICATION BUS SHORT TO
VOLTAGE
J1850 COMMUNICATION BUS SHORT TO
GROUND
J1850 COMMUNICATION BUS TRANSMIT
BUFFER OVERRUN
5
GENERAL INFORMATION

J1850 COMMUNICATION BUS SPI ERROR
J1850 COMMUNICATION BUS RECEIVE TIME-
OUT
J1850 COMMUNICATION BUS UNAUTHO-
RIZED RESET
EEPROM PLAUSIBILITY CHECKSUM ERROR
EEPROM PLAUSIBILITY VIN CHECKSUM
ERROR
EEPROM PLAUSIBILITY COMMUNICATION
ERROR
EEPROM PLAUSIBILITY WRITE ERROR
EEPROM PLAUSIBILITY VARIATION NUM-
BER ERROR
EEPROM PLAUSIBILITY CODE WORD IN-
CORRECT OR MISSING
SKIM SYSTEM SKIM ERROR
SKIM SYSTEM WRITE ACCESS TO EEPROM
FAILURE
SKIM SYSTEM INVALID SECRET KEY IN EE-
PROM
SKIM SYSTEM KEY COMMUNICATION
TIMED OUT
SKIM SYSTEM INVALID KEY CODE RE-
CEIVED
EEPROM RECOVERY OCCURRED
EEPROM REDUNDANT OVERRUN MONI-
TORING
EEPROM QUANTITY STOP
EEPROM COMMUNICATION ERROR
EEPROM COMMUNICATION NOT VERIFIED
ACC PEDAL POSITION SENSOR 1 CKT SIG-
NAL VOLTAGE TOO HIGH
ACC PEDAL POSITION SENSOR 1 CKT SIG-
NAL VOLTAGE TOO LOW
ACC PEDAL POSITION SENSOR 1 CKT SUP-
PLY VOLTAGE TOO HIGH OR LOW
ACC PEDAL POSITION SENSOR 1 CKT PLAU-
SIBILITY WITH POTENTIOMETER
ACC PEDAL POSITION SENSOR 1 CKT PLAU-
SIBILITY WITH BRAKE SWITCH
ACC PEDAL POSITION SENSOR 1 CKT PLAU-
SIBILITY
3.3.4 SKIM DIAGNOSTIC TROUBLE CODES
ANTENNA FAILURE
COP FAILURE
EEPROM FAILURE
PCM STATUS FAILURE
INTERNAL FAULT
RAM FAILURE
ROLLING CODE FAILURE
SERIAL LINK EXTERNAL FAULT
SERIAL LINK INTERNAL FAULT
STACK OVERFLOW FAILURE
TRANSPONDER COMMUNICATION FAILURE
TRANSPONDER CRC (CYCLIC REDUN-
DANCY CHECK) FAILURE
TRANSPONDER ID MISMATCHTRANSPONDER RESPONSE MISMATCH
VIN MISMATCH
3.3.5 HANDLING NO TROUBLE CODE
PROBLEMS
After reading Section 3.0 (System Description
and Functional Operation), you should have a bet-
ter understanding of the theory and operation of the
on-board diagnostics, and how this relates to the
diagnosis of a vehicle that may have a driveability-
related symptom or complaint.
3.4 USING THE DRBIIIT
Refer to the DRBIIItuser 's guide for instructions
and assistance with reading the DTCs, erasing the
DTCs, lab scope usage and other DRBIIItfunc-
tions.
3.4.1 DRBIIITDOES NOT POWER UP
If the LEDs do not light or no sound is emitted at
start up, check for loose cable connections or a bad
cable. Check the vehicle battery voltage at data link
connector cavity 16. A minimum of 11.0 volts is
required to adequately power the DRB. Check for
proper ground connection at data link connector
cavities 4 and 5.
If all connections are proper between the
DRBIIItand the vehicle or other devices, and the
vehicle battery is fully charged, an inoperative
DRBIIItmay be the result of a faulty cable or
vehicle wiring. For a blank screen, refer to the
appropriate diagnostic manual.
3.4.2 DISPLAY IS NOT VISIBLE
Low temperatures will affect the visibility of the
display. Adjust the contrast to compensate for this
condition.
6
GENERAL INFORMATION

Symptom:
P0560-SYSTEM VOLTAGE TOO HIGH
When Monitored and Set Condition:
P0560-SYSTEM VOLTAGE TOO HIGH
When Monitored: With the engine running.
Set Condition: The ECM detects battery voltage is above 17.5 volts.
POSSIBLE CAUSES
INTERMITTENT CONDITION
ECM - TARGET CHARGING VOLTAGE TOO LOW
GENERATOR FIELD DRIVER CIRCUIT SHORTED TO GROUND
GROUND CIRCUIT HIGH RESISTANCE
BATTERY SUPPLY CIRCUIT HIGH RESISTANCE
GENERATOR INTERNALLY SHORTED TO GROUND
ECM - FIELD DRIVER SHORTED TO GROUND
TEST ACTION APPLICABILITY
1NOTE: The battery must be fully charged and the generator belt must be in
good condition and tensioned properly before continuing.
Turn the ignition on.
With the DRB, actuate the Generator Field.
Measure the voltage between ground and the Generator Field Driver circuit by back
probing the Generator Field harness connector with a voltmeter.
Does the voltage cycle from B+ to below 2.0 volts?All
Ye s®Go To 2
No®Go To 6
NOTE: With the DRB, stop the Generator Field actuation.
2 Start the engine.
With the DRB, read the Target Charging voltage.
Is the Target Charging voltage above 13.0 volts?All
Ye s®Go To 3
No®Replace and program the Engine Control Module in accordance
with the Service Information.
Perform CHARGING VERIFICATION - VER-3.
11 7
DRIVEABILITY - DIESEL

TEST ACTION APPLICABILITY
2 Turn the ignition on.
With the DRB, actuate the Generator Field.
Measure the voltage between ground and the Generator Field Driver circuit by back
probing the Generator Field harness connector with a voltmeter.
NOTE: The voltage should cycle from Battery voltage to below 2.0 volts
every 1.4 seconds.
While monitoring the voltmeter, wiggle the generator field harness and connectors
between the generator, ECM and the ECM/PCM Relay (in the PDC).
Was there any interruption of the normal voltage cycling?All
Ye s®Repair the harness as necessary where the wiggling caused the
interruption.
Perform CHARGING VERIFICATION - VER-3.
No®Go To 3
NOTE: With the DRB, stop the Generator Field actuation.
3 Connect the positive lead of a voltmeter to the generator B+ (12V) terminal and the
negative lead to the battery positive (+) post.
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.
Start the engine.
Is the voltage on the voltmeter below 0.4 volt?All
Ye s®Go To 4
No®Repair the Generator Fused B+ circuit for high resistance.
Perform CHARGING VERIFICATION - VER-3.
4 Connect the positive lead of a voltmeter to the generator case (housing) and the
negative lead to the battery negative (-) post.
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.
Start the engine.
Is the voltage on the voltmeter below 0.4 volt?All
Ye s®Go To 5
No®Repair the Generator Ground circuit for high resistance.
Perform CHARGING VERIFICATION - VER-3.
5 Turn the ignition off, then on.
With the DRB, read and record the Battery Voltage.
With a voltmeter, measure and record the voltage between the Battery terminals.
Compare the DRB Battery Voltage reading to the voltmeter reading.
Is the difference between the two readings less than 0.5 volt?All
Ye s®Go To 6
No®Go To 7
121
DRIVEABILITY - DIESEL
P0560-SYSTEM VOLTAGE TOO LOW ÐContinued