OBD port CHRYSLER VOYAGER 2001 Service Manual

WARNING: 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.
5.0 REQUIRED TOOLS AND
EQUIPMENT
DRBIIIt(diagnostic read-out box)
Jumper wires
Ohmmeter
Voltmeter
Sentry Key Tester
Test Light
8310 Airbag System Load Tool
8443 SRS Airbag System Load Tool
Diagnostic Junction Port Tester 8339
6.0 GLOSSARY OF TERMS
ABSantilock brake system
ACMairbag control module
AECMairbag electronic control module
(ACM)
ASDMairbag system diagnostic module
(ACM)
AT Cautomatic temperature control
BCMbody control module
CABcontroller antilock brake
CMTCcompass/mini-trip computer
CPAconnector positive assurance
DABdriver airbag
DCHAdiesel cabin heater assist
(cabin heater)
DLCdata link connector
DTCdiagnostic trouble code
DRdriver
EBLelectric back lite (rear window de-
fogger)ECMEngine control module
EVICelectronic vehicle information center
FCMfront control module
GCCGulf Coast Countries
HVACheater ventilation, air conditioning
IPMintelligent power module
LDUlower drive unit
LHDLeft Hand Drive
MICmechanical instrument cluster
MTCmanual temperature control
MSMMmemory seat/mirror module
OBDon board diagnostics
ODOodometer
ORCoccupant restraint controller
PA Bpassenger airbag
PASSpassenger
PCIProgrammable Communication In-
terface (vehicle communication bus)
PCMpowertrain control module
PDCpower distribution center
PLGpower liftgate
PLGMpower liftgate module
PSDpower sliding door
PSDMpower sliding door module
PWMpulse width modulated
RHDRight Hand Drive
RKEremote keyless entry
SABseat airbag
SBTseat belt tensioner
SIACMside impact airbag control module
SKIMsentry key immobilizer module
SKISsentry key immobilizer system
SQUIBalso called initiator (located inside
airbag)
SRSsupplemental restraint system
TCMtransmission control module
VFDvacuum fluorescent display
VTSSvehicle theft security system
30
GENERAL INFORMATION

BATTERY SYSTEM
DESCRIPTION
A single 12-volt battery system is standard factory-
installed equipment on this model. All of the compo-
nents of the battery system are located within the
engine compartment of the vehicle. The service infor-
mation for the battery system in this vehicle covers
the following related components, which are covered
in further detail elsewhere in this service manual:
²Battery- The storage battery provides a reli-
able means of storing a renewable source of electrical
energy within the vehicle.
²Battery Cable- The battery cables connect the
battery terminal posts to the vehicle electrical sys-
tem.
²Battery Holddown- The battery holddown
hardware secures the battery in the battery tray in
the engine compartment.
²Battery Thermoguard- The battery thermo-
guard insulates the battery to protect it from engine
compartment temperature extremes.
²Battery Tray- The battery tray provides a
secure mounting location in the vehicle for the bat-
tery and an anchor point for the battery holddown
hardware.
For battery system maintenance schedules and
jump starting procedures, see the owner's manual in
the vehicle glove box. Optionally, refer to Lubrication
and Maintanance for the recommended battery main-
tenance schedules and for the proper battery jump
starting procedures. While battery charging can be
considered a maintenance procedure, the battery
charging procedures and related information are
located in the standard procedures section of this ser-
vice manual. This was done because the battery must
be fully-charged before any battery system diagnosis
or testing procedures can be performed. Refer to
Standard procedures for the proper battery charging
procedures.
OPERATION
The battery system is designed to provide a safe,
efficient, reliable and mobile means of delivering and
storing electrical energy. This electrical energy is
required to operate the engine starting system, as
well as to operate many of the other vehicle acces-sory systems for limited durations while the engine
and/or the charging system are not operating. The
battery system is also designed to provide a reserve
of electrical energy to supplement the charging sys-
tem for short durations while the engine is running
and the electrical current demands of the vehicle
exceed the output of the charging system. In addition
to delivering, and storing electrical energy for the
vehicle, the battery system serves as a capacitor and
voltage stabilizer for the vehicle electrical system. It
absorbs most abnormal or transient voltages caused
by the switching of any of the electrical components
or circuits in the vehicle.
DIAGNOSIS AND TESTING - BATTERY SYSTEM
The battery, starting, and charging systems in the
vehicle operate with one another and must be tested
as a single complete system. In order for the engine
to start and the battery to charge properly, all of the
components that are used in these systems must per-
form within specifications. It is important that the
battery, starting, and charging systems be thoroughly
tested and inspected any time a battery needs to be
charged or replaced. The cause of abnormal battery
discharge, overcharging or early battery failure must
be diagnosed and corrected before a battery is
replaced and before a vehicle is returned to service.
The service information for these systems has been
separated within this service manual to make it eas-
ier to locate the specific information you are seeking.
However, when attempting to diagnose any of these
systems, it is important that you keep their interde-
pendency in mind.
The diagnostic procedures used for the battery,
starting, and charging systems include the most
basic conventional diagnostic methods, to the more
sophisticated On-Board Diagnostics (OBD) built into
the Powertrain Control Module (PCM). Use of an
induction-type milliampere ammeter, a volt/ohmme-
ter, a battery charger, a carbon pile rheostat (load
tester) and a 12-volt test lamp may be required. All
OBD-sensed systems are monitored by the PCM.
Each monitored circuit is assigned a Diagnostic Trou-
ble Code (DTC). The PCM will store a DTC in elec-
tronic memory for any failure it detects. Refer to
Charging System for the proper charging system on-
board diagnostic test procedures.
8F - 2 BATTERY SYSTEMRS

DIAGNOSIS AND TESTING - ON-BOARD
DIAGNOSTIC SYSTEM
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the OBD system. Some
circuits are checked continuously and some are
checked only under certain conditions.
If the OBD system senses that a monitored circuit
is bad, it will put a DTC into electronic memory. The
DTC will stay in electronic memory as long as the
circuit continues to be bad. The PCM is programmed
to clear the memory after 50 engine starts if the
problem does not occur again.
DIAGNOSTIC TROUBLE CODES
A DTC description can be read using the DRBt
scan tool. Refer to the appropriate Powertrain Diag-
nostic Procedures manual for information.
A DTC does not identify which component in a cir-
cuit is bad. Thus, a DTC should be treated as a
symptom, not as the cause for the problem. In some
cases, because of the design of the diagnostic test
procedure, a DTC can be the reason for another DTC
to be set. Therefore, it is important that the test pro-cedures be followed in sequence, to understand what
caused a DTC to be set.
ERASING DIAGNOSTIC TROUBLE CODES
The DRBIIItScan Tool must be used to erase a
DTC.
SPECIFICATIONS
GENERATOR
Type Engine Minimun Test
Amperage
Denso 2.4 L 135 Amp
Denso 3.3/3.8L 135 Amp or 160
Amp
Test Specification:
1. Engine RPM : 2500 RPM620 RPM
2. Voltage Output : 14.0 V60.5 V
3. Field Current : 5 amps60.1 amps
Part number is located on the side of the generator.
TORQUE
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Battery Hold Down Clamp
Bolt20 14.7 180
Generator B+ Nut 12.4 9.2 110
Battery Terminal Nut 4 35
Generator Mounting Bolt
2.4L28.2 20.8 250
Starter Solenoid Battery
Nut 3.3/3.8L54.2 40
Generator Decoupler 109.8 81
8F - 22 CHARGINGRS
CHARGING (Continued)

FUEL FILTER
REMOVAL
(1) Release fuel pressure, refer to the Fuel release
procedure in this section.
(2) Disconnect the negative battery cable.
(3) Raise vehicle and support.
(4) Support the fuel tank with a transmission jack.
(5) Remove fuel line from the front of the tank.
(6) Remove ground strap
(7) Remove the inboard side of the fuel tank straps
and front T strap fastner.
(8) Lower the tank about 6 inches (Fig. 1).
(9) Remove fuel lines from the fuel pump module.
(10) Remove fuel filter from tank.
INSTALLATION
(1) Install fuel filter to tank. Tighten bolt to 4.5
N´m (40 in. lbs.)
(2) Install fuel lines to the fuel pump module (Fig.
1).
(3) Raise tank into position.
(4) Install the fuel tank straps.Tighten bolt for
main straps to 54 N´m (40 ft. lbs.) and the T strap
bolt to 28.2 N´m (250 in. lbs.)
(5) Install the ground strap
(6) Connect the fuel line at the front of the tank.
(7) Lower vehicle.
(8) Connect the negative battery cable.
(9) Pressurize the fuel system with the DRBIIIt
and check for leaks.
FUEL LEVEL SENDING UNIT /
SENSOR
DESCRIPTION
The fuel gauge level sending unit is attached to the
side of fuel pump module. The level sensor is a vari-
able resistor.
OPERATION
Its resistance changes with the amount of fuel in
the tank. The float arm attached to the sensor moves
as the fuel level changes.
The fuel level input is used as an input for OBD II.
If the fuel level is below 15% of total tank capacity
several monitors are disabled. There are diagnostics
for the level circuit open and shorted.
REMOVAL
Remove fuel pump module. Refer to Fuel Pump
Module in this section.
(1) Depress retaining tab and remove the fuel
pump/level sensor connector from theBOTTOMof
the fuel pump module electrical connector (Fig. 2).
NOTE: The pump module harness on TOP of flange
is not serviceable or removable.
Fig. 1 FUEL FILTER
Fig. 2 Fuel Pump/Level Sensor Electrical Connector
1 - ELECTRICAL CONNECTOR
2 - RETAINING TAB
14 - 4 FUEL DELIVERYRS

PCM to vary the battery charging rate. System volt-
age will be higher at colder temperatures and is
gradually reduced at warmer temperatures.
The battery temperature information is also used
for OBD II diagnostics. Certain faults and OBD II
monitors are either enabled or disabled depending
upon the battery temperature sensor input (example:
disable purge, enable LDP). Most OBD II monitors
are disabled below 20ÉF.
MAP SENSOR
DESCRIPTION
The MAP sensor (Fig. 15) or (Fig. 16) mounts to
the intake manifold. The sensor is connects electri-
cally to the PCM.
OPERATION
The MAP serves as a PCM input, using a silicon
based sensing unit, to provide data on the manifold
vacuum that draws the air/fuel mixture into the com-
bustion chamber. The PCM requires this information
to determine injector pulse width and spark advance.
When MAP equals Barometric pressure, the pulse
width will be at maximum.
Also like the cam and crank sensors, a 5 volt ref-
erence is supplied from the PCM and returns a volt-
age signal to the PCM that reflects manifold
pressure. The zero pressure reading is 0.5V and full
scale is 4.5V. For a pressure swing of0Ð15psithe
voltage changes 4.0V. The sensor is supplied a regu-
lated 4.8 to 5.1 volts to operate the sensor. Like the
cam and crank sensors ground is provided through
the sensor return circuit.
The MAP sensor input is the number one contributor
to pulse width. The most important function of the MAP
sensor is to determine barometric pressure. The PCM
needs to know if the vehicle is at sea level or is it in
Denver at 5000 feet above sea level, because the air
density changes with altitude. It will also help to correct
for varying weather conditions. If a hurricane was com-
ing through the pressure would be very, very low or
there could be a real fair weather, high pressure area.
This is important because as air pressure changes the
barometric pressure changes. Barometric pressure and
altitude have a direct inverse correlation, as altitude
goes up barometric goes down. The first thing that hap-
pens as the key is rolled on, before reaching the crank
position, the PCM powers up, comes around and looks
at the MAP voltage, and based upon the voltage it sees,
it knows the current barometric pressure relative to
altitude. Once the engine starts, the PCM looks at the
voltage again, continuously every 12 milliseconds, and
compares the current voltage to what it was at key on.
The difference between current and what it was at key
on is manifold vacuum.
During key On (engine not running) the sensor
reads (updates) barometric pressure. A normal range
can be obtained by monitoring known good sensor in
you work area.
As the altitude increases the air becomes thinner
(less oxygen). If a vehicle is started and driven to a
very different altitude than where it was at key On
the barometric pressure needs to be updated. Any
time the PCM sees Wide Open throttle, based upon
TPS angle and RPM it will update barometric pres-
sure in the MAP memory cell. With periodic updates,
the PCM can make its calculations more effectively.
Fig. 15 MAP SENSOR - 2.4L
1 - MAP SENSOR
Fig. 16 MAP SENSOR - 3.3/3.8L
1 - MAP SENSOR
RSFUEL INJECTION14-29
INLET AIR TEMPERATURE SENSOR (Continued)

The Task Manager Screen shows both a Requested
MIL state and an Actual MIL state. When the MIL is
illuminated upon completion of a test for a third trip,
the Requested MIL state changes to OFF. However,
the MIL remains illuminated until the next key
cycle. (On some vehicles, the MIL will actually turn
OFF during the third key cycle) During the key cycle
for the third good trip, the Requested MIL state is
OFF, while the Actual MILL state is ON. After the
next key cycle, the MIL is not illuminated and both
MIL states read OFF.
Diagnostic Trouble Codes (DTCs)
With OBD II, different DTC faults have different
priorities according to regulations. As a result, the
priorities determine MIL illumination and DTC era-
sure. DTCs are entered according to individual prior-
ity. DTCs with a higher priority overwrite lower
priority DTCs.
Priorities
²Priority 0 ÐNon-emissions related trouble codes
²Priority 1 Ð One trip failure of a two trip fault
for non-fuel system and non-misfire.
²Priority 2 Ð One trip failure of a two trip fault
for fuel system (rich/lean) or misfire.
²Priority3ÐTwotrip failure for a non-fuel sys-
tem and non-misfire or matured one trip comprehen-
sive component fault.
²Priority4ÐTwotrip failure or matured fault
for fuel system (rich/lean) and misfire or one trip cat-
alyst damaging misfire.
Non-emissions related failures have no priority.
One trip failures of two trip faults have low priority.
Two trip failures or matured faults have higher pri-
ority. One and two trip failures of fuel system and
misfire monitor take precedence over non-fuel system
and non-misfire failures.
DTC Self Erasure
With one trip components or systems, the MIL is
illuminated upon test failure and DTCs are stored.
Two trip monitors are components requiring failure
in two consecutive trips for MIL illumination. Upon
failure of the first test, the Task Manager enters a
maturing code. If the component fails the test for a
second time the code matures and a DTC is set.
After three good trips the MIL is extinguished and
the Task Manager automatically switches the trip
counter to a warm-up cycle counter. DTCs are auto-
matically erased following 40 warm-up cycles if the
component does not fail again.
For misfire and fuel system monitors, the compo-
nent must pass the test under a Similar Conditions
Window in order to record a good trip. A Similar Con-
ditions Window is when engine RPM is within6375RPM and load is within610% of when the fault
occurred.
NOTE: It is important to understand that a compo-
nent does not have to fail under a similar window of
operation to mature. It must pass the test under a
Similar Conditions Window when it failed to record
a Good Trip for DTC erasure for misfire and fuel
system monitors.
DTCs can be erased anytime with a DRBIIIt.
Erasing the DTC with the DRBIIIterases all OBD II
information. The DRBIIItautomatically displays a
warning that erasing the DTC will also erase all
OBD II monitor data. This includes all counter infor-
mation for warm-up cycles, trips and Freeze Frame.
Trip Indicator
TheTripis essential for running monitors and
extinguishing the MIL. In OBD II terms, a trip is a
set of vehicle operating conditions that must be met
for a specific monitor to run. All trips begin with a
key cycle.
Good Trip
The Good Trip counters are as follows:
²Global Good Trip
²Fuel System Good Trip
²Misfire Good Trip
²Alternate Good Trip (appears as a Global Good
Trip on DRBIIIt)
²Comprehensive Components
²Major Monitor
²Warm-Up Cycles
Global Good Trip
To increment a Global Good Trip, the Oxygen sen-
sor and Catalyst efficiency monitors must have run
and passed.
Fuel System Good Trip
To count a good trip (three required) and turn off
the MIL, the following conditions must occur:
²Engine in closed loop
²Operating in Similar Conditions Window
²Short Term multiplied by Long Term less than
threshold
²Less than threshold for a predetermined time
If all of the previous criteria are met, the PCM will
count a good trip (three required) and turn off the
MIL.
Misfire Good Trip
If the following conditions are met the PCM will
count one good trip (three required) in order to turn
off the MIL:
²Operating in Similar Condition Window
²1000 engine revolutions with no misfire
Alternate Good Trip
Alternate Good Trips are used in place of Global
Good Trips for Comprehensive Components and
25 - 24 ON-BOARD DIAGNOSTICSRS
TASK MANAGER (Continued)

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