torque CHRYSLER VOYAGER 2001 Service Manual

put component, it can verify that the command was
carried out by monitoring specific input signals for
expected changes. For example, when the PCM com-
mands the Idle Air Control (IAC) Motor to a specific
position under certain operating conditions, it expects
to see a specific (target) idle speed (RPM). If it does
not, it stores a DTC.
PCM outputs monitored for functionality include:
²Fuel Injectors
²Ignition Coils
²Torque Converter Clutch Solenoid
²Idle Air Control
²Purge Solenoid
²EGR Solenoid
²LDP Solenoid
²Radiator Fan Control
²Trans Controls
OXYGEN SENSOR (O2S) MONITOR
DESCRIPTIONÐEffective control of exhaust
emissions is achieved by an oxygen feedback system.
The most important element of the feedback system
is the O2S. The O2S is located in the exhaust path.
Once it reaches operating temperature 300É to 350ÉC
(572É to 662ÉF), the sensor generates a voltage that
is inversely proportional to the amount of oxygen in
the exhaust. When there is a large amount of oxygen
in the exhaust caused by a lean condition, the sensor
produces a low voltage, below 450 mV. When the oxy-
gen content is lower, caused by a rich condition, the
sensor produces a higher voltage, above 450mV.
The information obtained by the sensor is used to
calculate the fuel injector pulse width. The PCM is
programmed to maintain the optimum air/fuel ratio.
At this mixture ratio, the catalyst works best to
remove hydrocarbons (HC), carbon monoxide (CO)
and nitrous oxide (NOx) from the exhaust.
The O2S is also the main sensing element for the
EGR, Catalyst and Fuel Monitors.
The O2S may fail in any or all of the following
manners:
²Slow response rate (Big Slope)
²Reduced output voltage (Half Cycle)
²Heater Performance
Slow Response Rate (Big Slope)ÐResponse rate
is the time required for the sensor to switch from
lean to rich signal output once it is exposed to a
richer than optimum A/F mixture or vice versa. As
the PCM adjusts the air/fuel ratio, the sensor must
be able to rapidly detect the change. As the sensor
ages, it could take longer to detect the changes in the
oxygen content of the exhaust gas. The rate of
change that an oxygen sensor experiences is called
'Big Slope'. The PCM checks the oxygen sensor volt-
age in increments of a few milliseconds.Reduced Output Voltage (Half Cycle)ÐThe
output voltage of the O2S ranges from 0 to 1 volt. A
good sensor can easily generate any output voltage in
this range as it is exposed to different concentrations
of oxygen. To detect a shift in the A/F mixture (lean
or rich), the output voltage has to change beyond a
threshold value. A malfunctioning sensor could have
difficulty changing beyond the threshold value. Each
time the voltage signal surpasses the threshold, a
counter is incremented by one. This is called the Half
Cycle Counter.
Heater PerformanceÐThe heater is tested by a
separate monitor. Refer to the Oxygen Sensor Heater
Monitor.
OPERATIONÐAs the Oxygen Sensor signal
switches, the PCM monitors the half cycle and big
slope signals from the oxygen sensor. If during the
test neither counter reaches a predetermined value, a
malfunction is entered and a Freeze Frame is stored.
Only one counter reaching its predetermined value is
needed for the monitor to pass.
The Oxygen Sensor Monitor is a two trip monitor
that is tested only once per trip. When the Oxygen
Sensor fails the test in two consecutive trips, the
MIL is illuminated and a DTC is set. The MIL is
extinguished when the Oxygen Sensor monitor
passes in three consecutive trips. The DTC is erased
from memory after 40 consecutive warm-up cycles
without test failure.
Enabling ConditionsÐThe following conditions
must typically be met for the PCM to run the oxygen
sensor monitor:
²Battery voltage
²Engine temperature
²Engine run time
²Engine run time at a predetermined speed
²Engine run time at a predetermined speed and
throttle opening
²Transmission in gear (automatic only)
²Fuel system in Closed Loop
²Long Term Adaptive (within parameters)
²Power Steering Switch in low PSI (no load)
²Engine at idle
²Fuel level above 15%
²Ambient air temperature
²Barometric pressure
²Engine RPM within acceptable range of desired
idle
²Closed throttle speed
Pending ConditionsÐThe Task Manager typi-
cally does not run the Oxygen Sensor Monitor if over-
lapping monitors are running or the MIL is
illuminated for any of the following:
²Misfire Monitor
²Front Oxygen Sensor and Heater Monitor
²MAP Sensor
25 - 2 EMISSIONS CONTROLRS
EMISSIONS CONTROL (Continued)

the O2S must be tested to ensure that it is heating
the sensor properly.
The O2S circuit is monitored for a drop in voltage.
The sensor output is used to test the heater by iso-
lating the effect of the heater element on the O2S
output voltage from the other effects.
EGR MONITOR
The Powertrain Control Module (PCM) performs
an on-board diagnostic check of the EGR system.
The EGR monitor is used to test whether the EGR
system is operating within specifications. The diag-
nostic check activates only during selected engine/
driving conditions. When the conditions are met, the
EGR is turned off (solenoid energized) and the O2S
compensation control is monitored. Turning off the
EGR shifts the air fuel (A/F) ratio in the lean direc-
tion. The O2S data should indicate an increase in the
O2 concentration in the combustion chamber when
the exhaust gases are no longer recirculated. While
this test does not directly measure the operation of
the EGR system, it can be inferred from the shift in
the O2S data whether the EGR system is operating
correctly. Because the O2S is being used, the O2S
test must pass its test before the EGR test.
MISFIRE MONITOR
Excessive engine misfire results in increased cata-
lyst temperature and causes an increase in HC emis-
sions. Severe misfires could cause catalyst damage.
To prevent catalytic convertor damage, the PCM
monitors engine misfire.
The Powertrain Control Module (PCM) monitors
for misfire during most engine operating conditions
(positive torque) by looking at changes in the crank-
shaft speed. If a misfire occurs the speed of the
crankshaft will vary more than normal.
FUEL SYSTEM MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide. The catalyst works best
when the air fuel (A/F) ratio is at or near the opti-
mum of 14.7 to 1.
The PCM is programmed to maintain the optimum
air/fuel ratio. This is done by making short term cor-
rections in the fuel injector pulse width based on the
O2S output. The programmed memory acts as a self
calibration tool that the engine controller uses to
compensate for variations in engine specifications,
sensor tolerances and engine fatigue over the life
span of the engine. By monitoring the actual air-fuel
ratio with the O2S (short term) and multiplying that
with the program long-term (adaptive) memory and
comparing that to the limit, it can be determined
whether it will pass an emissions test. If a malfunc-tion occurs such that the PCM cannot maintain the
optimum A/F ratio, then the MIL will be illuminated.
CATALYST MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a
catalyst to decay. A meltdown of the ceramic core can
cause a reduction of the exhaust passage. This can
increase vehicle emissions and deteriorate engine
performance, driveability and fuel economy.
The catalyst monitor uses dual oxygen sensors
(O2S's) to monitor the efficiency of the converter. The
dual O2S's strategy is based on the fact that as a cat-
alyst deteriorates, its oxygen storage capacity and its
efficiency are both reduced. By monitoring the oxy-
gen storage capacity of a catalyst, its efficiency can
be indirectly calculated. The upstream O2S is used to
detect the amount of oxygen in the exhaust gas
before the gas enters the catalytic converter. The
PCM calculates the A/F mixture from the output of
the O2S. A low voltage indicates high oxygen content
(lean mixture). A high voltage indicates a low content
of oxygen (rich mixture).
When the upstream O2S detects a lean condition,
there is an abundance of oxygen in the exhaust gas.
A functioning converter would store this oxygen so it
can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of
the downstream O2S will indicate limited activity in
this condition.
As the converter loses the ability to store oxygen,
the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
chemical reaction takes place. This means the con-
centration of oxygen will be the same downstream as
upstream. The output voltage of the downstream
O2S copies the voltage of the upstream sensor. The
only difference is a time lag (seen by the PCM)
between the switching of the O2S's.
To monitor the system, the number of lean-to-rich
switches of upstream and downstream O2S's is
counted. The ratio of downstream switches to
upstream switches is used to determine whether the
catalyst is operating properly. An effective catalyst
will have fewer downstream switches than it has
upstream switches i.e., a ratio closer to zero. For a
totally ineffective catalyst, this ratio will be one-to-
one, indicating that no oxidation occurs in the device.
The system must be monitored so that when cata-
lyst efficiency deteriorates and exhaust emissions
increase to over the legal limit, the MIL (Check
Engine lamp) will be illuminated.
RSEMISSIONS CONTROL25-7
EMISSIONS CONTROL (Continued)

PCV VALVE
DESCRIPTION
The PCV valve contains a spring loaded plunger.
The plunger meters the amount of crankcase vapors
routed into the combustion chamber based on intake
manifold vacuum.
OPERATION
When the engine is not operating or during an
engine backfire, the spring forces the plunger back
against the seat. This prevents vapors from flowing
through the valve (Fig. 8).
When the engine is at idle or cruising, high mani-
fold vacuum is present. At these times manifold vac-
uum is able to completely compress the spring and
pull the plunger to the top of the valve (Fig. 9). In
this position there is minimal vapor flow through the
valve.During periods of moderate intake manifold vac-
uum the plunger is only pulled part way back from
the inlet. This results in maximum vapor flow
through the valve (Fig. 10).
DIAGNOSIS AND TESTING - PCV SYSTEM
INSPECTION
WARNING: APPLY PARKING BRAKE AND/OR
BLOCK WHEELS BEFORE PERFORMING ANY TEST
OR ADJUSTMENT WITH THE ENGINE OPERATING.
(1) With engine idling, remove the hose from the
PCV valve. If the valve is not plugged, a hissing
noise will be heard as air passes through the valve. A
strong vacuum should also be felt when a finger is
placed over the valve inlet.
(2) Install hose on PCV valve. Remove the
make-up air hose from the air plenum at the rear of
the engine. Hold a piece of stiff paper (parts tag)
loosely over the end of the make-up air hose.
(3)
After allowing approximately one minute for
crankcase pressure to reduce, the paper should draw up
against the hose with noticeable force. If the engine
does not draw the paper against the grommet after
installing a new valve, replace the PCV valve hose.
(4)Turn the engine off. Remove the PCV valve from
intake manifold. The valve should rattle when shaken.
(5) Replace the PCV valve and retest the system if
it does not operate as described in the preceding
tests.Do not attempt to clean the old PCV valve.
If the valve rattles, apply a light coating of Loctitet
Pipe Sealant With Teflon to the threads. Thread the
PCV valve into the manifold plenum and tighten to 7
N´m (60 in. lbs.) torque.
Fig. 7 PCV VALVE 2.4L
1 - PCV Valve
Fig. 8 Engine Off or Engine Backfire No Vapor Flow
Fig. 9 High Intake Manifold Vacuum Minimal Vapor
Flow
Fig. 10 Moderate Intake Manifold Vacuum Maximum
Vapor Flow
RSEVAPORATIVE EMISSIONS25-17

EXHAUST GAS RECIRCULATION
TABLE OF CONTENTS
page page
EXHAUST GAS RECIRCULATION
SPECIFICATIONS........................20
TUBE
REMOVAL..............................20
INSTALLATION...........................20VA LV E
DESCRIPTION...........................21
OPERATION.............................21
REMOVAL..............................22
INSTALLATION...........................22
EXHAUST GAS RECIRCULATION
SPECIFICATIONS
TORQUE
DESCRIPTION N´m Ft. Lbs. In. Lbs.
EGR valve to cyl. head 2.4L 22 200625
EGR tube to EGR valve 2.4L 11.9 105620
EGR tube to intake manifold 2.4L 11.9 105620
EGR valve to adaptor 3.3/3.8L 22 200625
EGR tube to EGR valve 3.3/3.8L 11.9 105620
EGR tube to intake manifold 3.3L 5.6 50610
EGR tube to intake manifold 3.8L 11.9 105620
TUBE
REMOVAL - 2.4L
(1) Remove EGR tube attaching bolts at intake
manifold.
(2) Remove EGR tube attaching bolts at EGR
valve.
(3) Check for signs of leakage or cracked surfaces
on either the manifold or tube. Repair or replace as
necessary.
REMOVAL - 3.3/3.8L
(1) Remove EGR tube attaching bolts at intake
manifold.
(2) Remove EGR tube attaching bolts at EGR
valve.
(3) Check for signs of leakage or cracked surfaces
on either the manifold or tube. Repair or replace as
necessary.
INSTALLATION - 2.4L
(1) Loose install EGR tube and gasket with attach-
ing bolts at intake manifold.
(2) Loose install EGR tube and gasket with attach-
ing bolts at EGR valve.
(3) Tighten bolts to EGR valve to 11.9 N´m (105
620 ins. lbs.).
(4) Tighten bolts to Intake manifold to 11.9 N´m
(105620 ins. lbs.).
INSTALLATION - 3.3L
(1) Loose install EGR tube with attaching screws
at intake manifold.
(2) Loose install EGR tube and gasket with attach-
ing bolts at EGR valve.
(3) Tighten bolts to EGR valve to 11.9 N´m (105
620 ins. lbs.).
(4) Tighten bolts to Intake manifold to 5.6 N´m (50
610 ins. lbs.).
25 - 20 EXHAUST GAS RECIRCULATIONRS

A failed or malfunctioning EGR system can cause
engine spark knock, sags or hesitation, rough idle,
engine stalling and increased emissions.
REMOVAL - 2.4L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 1).(1) Disconnect vacuum tube from electric EGR
transducer. Inspect vacuum tube for damage.
(2) Remove electrical connector from solenoid.
(3) Remove EGR tube bolts from EGR valve.
(4) Remove EGR valve from cylinder head adaptor.
(5) Clean gasket surface and discard old gasket.
Check for any signs of leakage or cracked surfaces.
Repair or replace as necessary.
REMOVAL - 3.3/3.8L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 2).
(1) Disconnect vacuum tube from electric EGR
transducer. Inspect vacuum tube for damage.
(2) Remove electrical connector from solenoid.
(3) Remove EGR tube bolts from EGR valve.
(4) Remove EGR valve from cylinder head adaptor.
(5) Clean gasket surface and discard old gasket.
Check for any signs of leakage or cracked surfaces.
Repair or replace as necessary.
INSTALLATION - 2.4L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 1).
(1) Assemble EGR valve with new gasket onto the
cylinder head adaptor.
(2) Loose assemble the bolts from EGR valve to
EGR tube.
(3) Loose assemble the bolts from EGR valve to
cylinder head.
(4) Tighten bolts from EGR valve to cylinder head
to 22.8 N´m (200625 in. lbs.) torque.
(5) Tighten bolts from EGR valve to EGR tube to
11.9 N´m (105620 in. lbs.) torque.
(6) Reconnect vacuum hose and electrical connec-
tor to electrical EGR transducer.
INSTALLATION - 3.3/3.8L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 2).
(1) Loose assemble the bolts from EGR valve to
EGR tube.
(2) Loose assemble the bolts from EGR valve to
cylinder head adaptor.
(3) Tighten bolts from EGR valve to EGR tube to
11.9 N´m (105620 in. lbs.) torque.
(4) Tighten bolts from EGR valve to cylinder head
to 22.9 N´m (200625 in. lbs.) torque.
(5) Reconnect vacuum hose and electrical connec-
tor to electrical EGR transducer.
Fig. 3 EGR Valve and Transducer - Typical
1 - DIAPHRAGM
2 - PISTON
3 - SPRING
4 - EGR VALVE ASSEMBLY
5 - VACUUM MOTOR
6 - VACUUM MOTOR FITTING
7 - VACUUM OUTLET FITTING TO EGR VALVE
8 - EGR VALVE CONTROL ASSEMBLY
9 - ELECTRIC SOLENOID PORTION OF VALVE CONTROL
10 - VACUUM INLET FITTING FROM ENGINE
11 - BACK-PRESSURE HOSE
12 - TRANSDUCER PORTION OF VALVE CONTROL
13 - ELECTRICAL CONNECTION POINT
14 - EGR VALVE BACK-PRESSURE FITTING
15 - EXHAUST GAS INLET
16 - STEM PROTECTOR AND BUSHING
17 - BASE
18 - MOVEMENT INDICATOR
19 - POPPET VALVE
20 - SEAT
21 - EXHAUST GAS OUTLET
25 - 22 EXHAUST GAS RECIRCULATIONRS
VALVE (Continued)

SPECIFICATIONS
SPECIFICATIONS - TORQUE
2.5L DIESEL - TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
EGR Valve Nuts 32.4 24 Ð
EGR Cooler to EGR Bolts 32.4 24 Ð
25a - 2 EMISSIONS CONTROL 2.5L TURBO DIESELRG
EMISSIONS CONTROL 2.5L TURBO DIESEL (Continued)

OPERATION
The engines use Exhaust Gas Recirculation (EGR)
systems. The EGR system reduces oxides of nitrogen
(NOx) in engine exhaust and helps prevent detona-
tion (engine knock). Under normal operating condi-tions, engine cylinder temperature can reach more
than 3000ÉF. Formation of NOx increases proportion-
ally with combustion temperature. To reduce the
emission of these oxides, the cylinder temperature
must be lowered. The system allows a predetermined
amount of hot exhaust gas to recirculate and dilute
the incoming air/fuel mixture. The diluted air/fuel
mixture reduces peak flame temperature during com-
bustion.
REMOVAL
(1) Remove engine cover (Refer to 9 - ENGINE -
REMOVAL).
(2) Remove front wiper unit (Refer to 8 - ELEC-
TRICAL/WIPERS/WASHERS/WIPER MODULE -
REMOVAL).
(3) Disconnect EGR valve vacuum line.
(4) Remove EGR cooler to EGR valve retaining
bolts (Fig. 1).
(5) Remove EGR valve retaining nuts (Fig. 1) and
EGR valve.
INSTALLATION
(1) Clean gasket mating surfaces.
(2) Install EGR valve (Fig. 1). Torque nuts to
32.4N´m.
(3) Connect EGR cooler to EGR valve (Fig. 1).
Torque bolts to 32.4N´m
(4) Install front wiper unit (Refer to 8 - ELECTRI-
CAL/WIPERS/WASHERS/WIPER MODULE -
INSTALLATION).
(5) Install engine cover (Refer to 9 - ENGINE -
INSTALLATION) .
VALVE COOLER
DESCRIPTION
The EGR valve on this engine uses a cooler to cool
the exhaust gases before the returned to the intake
manifold (Fig. 2). The EGR cooler attaches to the
EGR valve and is cooled with engine coolant.
REMOVAL
(1) Remove engine cover (Refer to 9 - ENGINE -
REMOVAL).
(2) Partially drain cooling system (Refer to 7 -
COOLING/ENGINE/COOLANT - STANDARD PRO-
CEDURE).
(3) Remove front wiper unit (Refer to 8 - ELEC-
TRICAL/WIPERS/WASHERS/WIPER MODULE -
REMOVAL) .
(4) Disconnect coolant supply and return lines at
EGR cooler (Fig. 2).
(5) Remove EGR cooler to exhaust manifold retain-
ing bolt (Fig. 2).
Fig. 1 EGR COMPONENTS
1 - HOSE CLAMP
2 - COOLANT HOSE
3 - HOSE CLAMP
4 - EGR VALVE RETAINING NUT
5 - E G R VA LV E
6 - COOLANT HOSE
7 - EGR VALVE GASKET
8 - EGR VALVE RETAINING STUDS
9 - EGR COOLER RETAINING BOLT
10 - HOSE CLAMP
11 - HOSE CLAMP
12 - EGR COOLER
13 - EGR COOLER TO EGR VALVE RETAINING BOLT
14 - TURBOCHARGER BRACKET
15 - TURBOCHARGER BRACKET RETAINING BOLT
16 - TURBOCHARGER DOWNPIPE
17 - TURBOCHARGER DOWNPIPE RETAINING NUT
18 - DOWNPIPE GASKET
19 - DOWNPIPE STUD
25a - 4 EXHAUST GAS RECIRCULATIONRG
VALVE (Continued)

(6) Remove EGR cooler to EGR valve retaining
bolts (Fig. 2) and remove cooler.
INSTALLATION
(1) Clean gasket sealing surfaces.
(2) Connect EGR valve cooler and new gasket to
EGR valve (Fig. 2). Torque bolts to 32.4N´m.
(3) Install EGR valve cooler to exhaust manifold
attaching bolt (Fig. 2). Torque bolt to 32.4N´m.
(4) Connect EGR cooler coolant supply and return
hoses to cooler (Fig. 2).
(5) Install front wiper unit (Refer to 8 - ELECTRI-
CAL/WIPERS/WASHERS/WIPER MODULE -
INSTALLATION).
(6) Refill cooling system (Refer to 7 - COOLING/
ENGINE/COOLANT - STANDARD PROCEDURE).
(7) Install engine cover (Refer to 9 - ENGINE -
INSTALLATION) .
Fig. 2 EGR COMPONENTS
1 - HOSE CLAMP
2 - COOLANT HOSE
3 - HOSE CLAMP
4 - EGR VALVE RETAINING NUT
5 - E G R VA LV E
6 - COOLANT HOSE
7 - EGR VALVE GASKET
8 - EGR VALVE RETAINING STUDS
9 - EGR COOLER RETAINING BOLT
10 - HOSE CLAMP
11 - HOSE CLAMP
12 - EGR COOLER
13 - EGR COOLER TO EGR VALVE RETAINING BOLT
14 - TURBOCHARGER BRACKET
15 - TURBOCHARGER BRACKET RETAINING BOLT
16 - TURBOCHARGER DOWNPIPE
17 - TURBOCHARGER DOWNPIPE RETAINING NUT
18 - DOWNPIPE GASKET
19 - DOWNPIPE STUD
RGEXHAUST GAS RECIRCULATION25a-5
VALVE COOLER (Continued)

TABLE OF CONTENTS - Continued
P0325-KNOCK SENSOR #1 CIRCUIT......................................113
P0340-NO CAM SIGNAL AT PCM.........................................116
P0351-IGNITION COIL #1 PRIMARY CIRCUIT..............................121
P0352-IGNITION COIL #2 PRIMARY CIRCUIT..............................121
P0353-IGNITION COIL #3 PRIMARY CIRCUIT..............................121
P0401 - EGR SYSTEM FAILURE.........................................124
P0403 - EGR SOLENOID CIRCUIT........................................128
P0420-1/1 CATALYTIC CONVERTER EFFICIENCY...........................131
P0441-EVAP PURGE FLOW MONITOR....................................133
P0442-EVAP LEAK MONITOR MEDIUM (.040) LEAK DETECTED...............136
P0455-EVAP LEAK MONITOR LARGE LEAK DETECTED.....................136
P0456 - EVAP LEAK MONITOR SMALL LEAK DETECTED....................136
P0443-EVAP PURGE SOLENOID CIRCUIT.................................139
P0460-FUEL LEVEL UNIT NO CHANGE OVER MILES........................142
P0462-FUEL LEVEL SENDING UNIT VOLTS TOO LOW.......................145
P0463-FUEL LEVEL SENDING UNIT VOLTS TOO HIGH......................145
P0500-NO VEHICLE SPEED SIGNAL (3SP AUTO AND MANUAL
TRANSMISSIONS).....................................................147
P0500-NO VEHICLE SPEED SIGNAL (4SP AUTO TRANS)....................150
P0505-IDLE AIR CONTROL MOTOR CIRCUITS.............................153
P0508 - IAC MOTOR SENSE CIRCUIT LOW................................156
P0509 - IAC MOTOR SENSE CIRCUIT HIGH...............................159
P0700-EATX CONTROLLER DTC PRESENT................................161
P0703-BRAKE SWITCH SENSE CIRCUIT..................................162
P0740-TORQ CONV CLU, NO RPM DROP AT LOCKUP (3SP AUTO TRANS).....165
P0743-TORQUE CONVERTER CLUTCH SOLENOID/TRANS RELAY CIRCUITS
(3SP AUTO TRANS)....................................................168
P0833-CLUTCH RELEASED SWITCH CIRCUIT.............................171
P1192-INLET AIR TEMP SENSOR VOLTAGE LOW...........................174
P1193-INLET AIR TEMP SENSOR VOLTAGE HIGH..........................176
P1195-1/1 O2 SENSOR SLOW DURING CATALYST MONITOR................178
P1281-ENGINE IS COLD TOO LONG......................................180
P1282-FUEL PUMP RELAY CONTROL CIRCUIT.............................181
P1294-TARGET IDLE NOT REACHED (2.4L)................................184
P1294-TARGET IDLE NOT REACHED (3.3L/3.8L)............................187
P1297-NO CHANGE IN MAP FROM START TO RUN.........................189
P1299-VACUUM LEAK FOUND (IAC FULLY SEATED)........................193
P1388-AUTO SHUTDOWN RELAY CONTROL CIRCUIT.......................195
P1389-NO ASD RELAY OUTPUT VOLTAGE AT PCM.........................198
P1391-INTERMITTENT LOSS OF CMP OR CKP.............................201
P1398-MIS-FIRE ADAPTIVE NUMERATOR AT LIMIT.........................205
P1486-EVAP LEAK MONITOR PINCHED HOSE FOUND......................207
P1491-RAD FAN CONTROL RELAY CIRCUIT...............................210
P1494-LEAK DETECT PUMP SW OR MECHANICAL FAULT...................214
P1495-LEAK DETECTION PUMP SOLENOID CIRCUIT.......................216
P1496-5 VOLT SUPPLY, OUTPUT TOO LOW...............................218
P1602-PCM NOT PROGRAMMED........................................221
P1899-P/N SWITCH STUCK IN PARK OR IN GEAR (3SP AUTO TRANS)........222
P1899-P/N SWITCH STUCK IN PARK OR IN GEAR (4SP AUTO TRNAS)........224
*CHECKING ECT SENSOR..............................................226
*CHECKING FUEL DELIVERY............................................227
*CHECKING IAC MOTOR (2.4L)..........................................231
*CHECKING IAT SENSOR...............................................232
iii

TEST ACTION APPLICABILITY
6 Turn the ignition on.
With the DRBIIIt, read the TP Sensor voltage.
While monitoring the DRBIIIt, slowly open and close the throttle.
Does the voltage increase and decrease smoothly?All
Ye s®Go To 7
No®Replace the Throttle Position Sensor.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
7 Turn the ignition off.
Connect a Vacuum Gauge to a Manifold Vacuum source.
Start the engine.
Allow the engine to idle.
Note: If engine will not idle, maintain a constant RPM above idle.
With the DRBIIItin Sensors, read the MAP Sensor vacuum value.
Is the DRB reading within 19of the Vacuum Gauge reading?All
Ye s®Go To 8
No®Replace the MAP Sensor.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
8Note: For this test to be valid, the thermostat must be operating correctly.
Note: This test works best if performed on a cold engine (cold soak)
Turn the ignition on.
With the DRBIIIt, read the Engine Coolant Temperature Sensor value. If the engine
was allowed to sit overnight (cold soak), the temperature value should be a sensible
value that is somewhere close to the ambient temperature.
Note: If engine coolant temperature is above 82ÉC (180ÉF), allow the engine
to cool until 65ÉC (150ÉF) is reached.
Start the Engine.
During engine warm-up, monitor the Engine Coolant Temperature value. The temp
value change should be a smooth transition from start up to normal operating temp
82ÉC (180ÉF). The value should reach at least 82ÉC (180ÉF).
Did the Engine Coolant Temperature value increase a smooth transition and did it
reach at least 82ÉCAll
Ye s®Go To 9
No®Replace the Engine Coolant Temperature Sensor.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
9 Check for any of the following conditions/mechanical problems.
AIR INDUCTION SYSTEM - must be free from leaks.
ENGINE VACUUM - must be at least 13 inches in neutral
ENGINE VALVE TIMING - must be within specifications
ENGINE COMPRESSION - must be within specifications
ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks.
ENGINE PCV SYSTEM - must flow freely
TORQUE CONVERTER STALL SPEED - must be within specifications
POWER BRAKE BOOSTER - no internal vacuum leaks
FUEL - must be free of contamination
FUEL INJECTOR - plugged or restricted injector; control wire not connected to
correct injector
Are there any engine mechanical problems?All
Ye s®Repair as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No®Test Complete.
92
DRIVEABILITY - GAS
P0171-1/1 FUEL SYSTEM LEAN ÐContinued