blower CHRYSLER VOYAGER 2002 Workshop Manual

CONTROLS - FRONT
TABLE OF CONTENTS
page page
A/C HEATER CONTROL
STANDARD PROCEDURE - HEATER-A/C
CONTROL CALIBRATION................8
REMOVAL.............................9
INSTALLATION..........................9
A/C PRESSURE TRANSDUCER
DESCRIPTION - A/C PRESSURE
TRANSDUCER.......................10
OPERATION...........................10
DIAGNOSIS AND TESTING - A/C PRESSURE
TRANSDUCER.......................10
REMOVAL.............................11
INSTALLATION.........................11
BLEND DOOR ACTUATOR
DESCRIPTION.........................11
OPERATION...........................11
REMOVAL.............................12
INSTALLATION.........................12
BLOWER MOTOR RELAY
DESCRIPTION.........................13
OPERATION...........................13
DIAGNOSIS AND TESTING - BLOWER
MOTOR RELAY.......................14
REMOVAL.............................14
INSTALLATION.........................14
BLOWER MOTOR RESISTOR
DESCRIPTION.........................15
OPERATION...........................15
DIAGNOSIS AND TESTING - BLOWER
MOTOR RESISTOR....................15
REMOVAL.............................16
INSTALLATION.........................16
COMPRESSOR CLUTCH
DESCRIPTION.........................16
OPERATION...........................17
STANDARD PROCEDURE
STANDARD PROCEDURE - COMPRESSOR
CLUTCH AIR GAP.....................17STANDARD PROCEDURE - COMPRESSOR
CLUTCH BREAK-IN....................17
REMOVAL.............................17
INSPECTION - COMPRESSOR CLUTCH/COIL . 18
INSTALLATION.........................19
COMPRESSOR CLUTCH COIL
DIAGNOSIS AND TESTING - COMPRESSOR
CLUTCH COIL........................20
COMPRESSOR CLUTCH RELAY
DESCRIPTION.........................21
OPERATION...........................21
DIAGNOSIS AND TESTING - COMPRESSOR
CLUTCH RELAY......................22
REMOVAL.............................22
INSTALLATION.........................22
EVAPORATOR TEMPERATURE SENSOR
DESCRIPTION.........................22
OPERATION...........................23
REMOVAL.............................23
INSTALLATION.........................23
INFRARED TEMPERATURE SENSOR
DESCRIPTION.........................24
OPERATION...........................24
MODE DOOR ACTUATOR
DESCRIPTION.........................24
OPERATION...........................25
REMOVAL.............................25
INSTALLATION.........................25
POWER MODULE
DESCRIPTION.........................26
OPERATION...........................26
REMOVAL.............................26
INSTALLATION.........................27
RECIRCULATION DOOR ACTUATOR
DESCRIPTION.........................27
OPERATION...........................27
REMOVAL.............................28
INSTALLATION.........................28
A/C HEATER CONTROL
STANDARD PROCEDURE - HEATER-A/C
CONTROL CALIBRATION
The heater-A/C control module must be recali-
brated each time an actuator motor or the control
module is replaced. If the vehicle is so equipped, the
calibration procedure also includes rear HVAC posi-
tions for each actuator motor.(1) Turn the ignition switch to the On position.
(2) Simultaneously depress and hold the Power
and Recirculation buttons on the heater-A/C control
for at least five seconds. The manual heater-A/C con-
trol power Light Emitting Diode (LED) and Recircu-
lation LED, or the Automatic Temperature Control
(ATC) heater-A/C control Delay and Recirculation
graphics will begin to flash when the calibration pro-
cedure has begun.
24 - 8 CONTROLS - FRONTRS
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(5) Install and tighten the three screws that secure
the heater core shield to the left end of the heater/air
conditioner housing. Tighten the screws to 2 N´m (17
in. lbs.).
(6) Reinstall the silencer under the driver side end
of the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/INSTRUMENT PANEL
SILENCER - INSTALLATION).
(7) Reconnect the battery negative cable.
(8) Perform the heater-A/C control calibration pro-
cedure. (Refer to 24 - HEATING & AIR CONDITION-
ING/CONTROLS - FRONT/A/C-HEATER CONTROL
- STANDARD PROCEDURE - HEATER-A/C CON-
TROL CALIBRATION).
BLOWER MOTOR RELAY
DESCRIPTION
The blower motor relay (Fig. 6) is a International
Standards Organization (ISO) mini-relay. Relays con-
forming to the ISO specifications have common phys-
ical dimensions, current capacities, terminal
patterns, and terminal functions. The ISO mini-relay
terminal functions are the same as a conventional
ISO relay. However, the ISO mini-relay terminal pat-
tern (or footprint) is different, the current capacity is
lower, and the physical dimensions are smaller than
those of the conventional ISO relay. The blower
motor relay is located in the Intelligent Power Mod-
ule (IPM), which is in the engine compartment near
the battery. See the fuse and relay layout mapmolded into the inner surface of the IPM cover for
blower motor relay identification and location.
The black, molded plastic case is the most visible
component of the blower motor relay. Five male
spade-type terminals extend from the bottom of the
base to connect the relay to the vehicle electrical sys-
tem, and the ISO designation for each terminal is
molded into the base adjacent to each terminal.
OPERATION
The blower motor relay is an electromechanical
switch that uses a low current input from the Front
Control Module (FCM) to control the high current
output to the blower motor resistor (manual heater-
A/C control) or blower power module (ATC control).
The movable common feed contact point is held
against the fixed normally closed contact point by
spring pressure. When the relay coil is energized, an
electromagnetic field is produced by the coil wind-
ings. This electromagnetic field draws the movable
relay contact point away from the fixed normally
closed contact point, and holds it against the fixed
normally open contact point. When the relay coil is
de-energized, spring pressure returns the movable
contact point back against the fixed normally closed
contact point. The resistor or diode is connected in
parallel with the relay coil in the relay, and helps to
dissipate voltage spikes and electromagnetic interfer-
ence that can be generated as the electromagnetic
field of the relay coil collapses.
The blower motor relay terminals are connected to
the vehicle electrical system through a receptacle in
the Intelligent Power Module (IPM). The inputs and
outputs of the blower motor relay include:
²The common feed terminal (30) receives a bat-
tery current input from the battery through a B(+)
circuit at all times.
²The coil ground terminal (85) receives a ground
input through the front/rear blower motor relay con-
trol circuit only when the FCM electronically pulls
the control circuit to ground.
²The coil battery terminal (86) receives a battery
current input from the battery through a B(+) circuit
at all times.
²The normally open terminal (87) provides a bat-
tery current output to the blower motor resistor
(manual heater-A/C control) or blower power module
(automatic heater-A/C control) through a fuse in the
IPM on the fused front blower motor relay output cir-
cuit only when the blower motor relay coil is ener-
gized.
²The normally closed terminal (87A) is not con-
nected to any circuit in this application, but provides
a battery current output only when the blower motor
relay coil is de-energized.
Fig. 6 Blower Motor Relay
NUMBER IDENTIFICATION
30 COMMON FEED
85 COIL GROUND
86 COIL BATTERY
87 NORMALLY OPEN
87A NORMALLY CLOSED
RSCONTROLS - FRONT24-13
BLEND DOOR ACTUATOR (Continued)
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Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, further details
on wire harness routing and retention, as well as
pin-out and location views for the various wire har-
ness connectors, splices, and grounds.
DIAGNOSIS AND TESTING - BLOWER MOTOR
RELAY
The front blower motor relay (Fig. 7) is located in
the Intelligent Power Module (IPM), which is in the
engine compartment near the battery. See the fuse
and relay layout map molded into the inner surface
of the IPM cover for front blower motor relay identi-
fication and location. Remove the relay from the IPM
to perform the following tests:
(1) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 2. If not OK, replace the faulty relay.
(2) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 75   5 ohms. If OK, go to Step
3. If not OK, replace the faulty relay.
(3) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, use a DRBIIItscan tool to perform
further diagnosis of the relay circuits. Refer to the
appropriate diagnostic information. If not OK,
replace the faulty relay.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Unlatch and remove the cover from the Intelli-
gent Power Module (IPM) (Fig. 8).
(3) See the fuse and relay layout map molded into
the inner surface of the IPM cover for front blower
motor relay identification and location.
(4) Remove the front blower motor relay from the
IPM by pulling the relay straight up.
INSTALLATION
(1) See the fuse and relay layout map molded into
the inner surface of the Intelligent Power Module
(IPM) cover for front blower motor relay identifica-
tion and location.
(2) Position the front blower motor relay to the
proper receptacle in the IPM.
(3) Align the front blower motor relay terminals
with the terminal cavities in the IPM relay recepta-
cle.
(4) Push down firmly on the front blower motor
relay until the terminals are fully seated in the ter-
minal cavities in the IPM receptacle.
(5) Install and latch the cover onto the IPM.
(6) Reconnect the battery negative cable.
Fig. 7 Blower Motor Relay - Terminal Legend
NUMBER IDENTIFICATION
30 COMMON FEED
85 COIL GROUND
86 COIL BATTERY
87 NORMALLY OPEN
87A NORMALLY CLOSED
Fig. 8 Intelligent Power Module
1 - BATTERY THERMAL GUARD
2 - INTELLIGENT POWER MODULE
3 - FRONT CONTROL MODULE
24 - 14 CONTROLS - FRONTRS
BLOWER MOTOR RELAY (Continued)
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BLOWER MOTOR RESISTOR
DESCRIPTION
A blower motor resistor is used on this model when
it is equipped with the manual heater-A/C control
(Fig. 9). Models equipped with the optional Auto-
matic Temperature Control (ATC) use a blower power
module, instead of the blower motor resistor. The
blower motor resistor is installed in a mounting hole
in the heater/AC housing, directly behind the glove
box opening of the instrument panel. The resistor
consists of a molded plastic mounting plate with two
integral connector receptacles. Concealed behind the
mounting plate within the heater/AC housing are
four coiled resistor wires contained within a protec-
tive stamped steel cage. The resistor mounting plate
is secured with two screws to the heater/AC housing
and is accessed for service by rolling down the glove
box from the instrument panel.
The blower motor resistor wires will get hot when
in use. Do not touch the resistor wires or the protec-
tive cage if the blower motor has been running. The
blower motor resistor cannot be adjusted or repaired
and, if faulty or damaged, it must be replaced.
OPERATION
The blower motor resistor is connected to the vehi-
cle electrical system through a dedicated take out
and connector of the instrument panel wire harness.
A second connector receptacle receives the pigtail
wire connector from the blower motor. The blower
motor resistor has multiple resistor wires, each ofwhich will reduce the current flow through the
blower motor to change the blower motor speed. The
blower motor switch in the manual heater-A/C con-
trol directs the ground path for the blower motor
through the correct resistor wire to obtain the
selected speed. With the blower motor switch in the
lowest speed position, the ground path for the motor
is applied through all of the resistor wires. Each
higher speed selected with the blower motor switch
applies the blower motor ground path through fewer
of the resistor wires, increasing the blower motor
speed. When the blower motor switch is in the high-
est speed position, the blower motor resistor wires
are bypassed and the blower motor receives a direct
path to ground through the blower motor switch. The
blower motor resistor may be diagnosed using con-
ventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - BLOWER MOTOR
RESISTOR
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
harness connectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect the instrument panel wire harness
connector for the blower motor resistor and the
blower motor pigtail wire connector from the resistor
connector receptacles.
(3) Check for continuity between each of the
blower motor switch input terminals of the blower
motor resistor and the resistor output terminal. In
each case there should be continuity. If OK, repair
the instrument panel wire harness circuits between
the blower motor switch and the blower motor resis-
tor or the blower motor pigtail wires as required. If
not OK, replace the faulty blower motor resistor.
Fig. 9 Blower Motor Resistor
1 - BLOWER MOTOR RESISTOR
2 - INSTRUMENT PANEL WIRE HARNESS
3 - SCREW (2)
4 - GLOVE BOX OPENING LOWER REINFORCEMENT
5 - BLOWER MOTOR PIGTAIL WIRE
6 - EVAPORATOR HOUSING
RSCONTROLS - FRONT24-15
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REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
WARNING: THE BLOWER MOTOR RESISTOR MAY
GET VERY HOT DURING NORMAL OPERATION. IF
THE BLOWER MOTOR WAS TURNED ON, WAIT
FIVE MINUTES TO ALLOW THE BLOWER MOTOR
RESISTOR TO COOL BEFORE PERFORMING DIAG-
NOSIS OR SERVICE. FAILURE TO TAKE THIS PRE-
CAUTION CAN RESULT IN PERSONAL INJURY.
CAUTION: Do not operate the blower motor with the
blower motor resistor removed from the circuit.
Failure to take this precaution can result in vehicle
damage.
(1) Disconnect and isolate the battery negative
cable.
(2) Open the glove box.
(3) Flex both sides of the glove box bin inward
near the top far enough for the rubber glove box stop
bumpers to clear the sides of the glove box opening,
then roll the glove box downward.
(4) Reach through the glove box opening to access
and disconnect the instrument panel wire harness
connector for the blower motor resistor from the
resistor connector receptacle (Fig. 10).
(5) Reach through the glove box opening to access
and disconnect the blower motor pigtail wire connec-
tor from the resistor connector receptacle.
(6) Remove the two screws that secure the blower
motor resistor to the evaporator housing.
(7) Remove the blower motor resistor from the
evaporator housing.
INSTALLATION
CAUTION: Do not operate the blower motor with the
blower motor resistor removed from the circuit.
Failure to take this precaution can result in vehicle
damage.(1) Position the blower motor resistor into the
evaporator housing.
(2) Install and tighten the two screws that secure
the blower motor resistor to the evaporator housing.
Tighten the screws to 2 N´m (17 in. lbs.).
(3) Reconnect the blower motor pigtail wire con-
nector to the blower motor resistor connector recep-
tacle.
(4) Reconnect the instrument panel wire harness
connector for the blower motor resistor to the resistor
connector receptacle.
(5) Flex both sides of the glove box bin inward
near the top far enough for the rubber glove box stop
bumpers to clear the sides of the glove box opening,
then roll the glove box upward.
(6) Close and latch the glove box.
(7) Reconnect the battery negative cable.
COMPRESSOR CLUTCH
DESCRIPTION
The compressor clutch assembly consists of a sta-
tionary electromagnetic coil with a zener diode, a hub
bearing and pulley assembly, and a clutch plate (Fig.
11). The electromagnetic coil unit and the hub bear-
ing and pulley assembly are each retained on the
nose of the compressor front housing with snap rings.
The clutch plate is keyed or splined to the compres-
sor shaft, and secured with a bolt.
Fig. 10 Blower Motor Resistor
1 - BLOWER MOTOR RESISTOR
2 - INSTRUMENT PANEL WIRE HARNESS
3 - SCREW (2)
4 - GLOVE BOX OPENING LOWER REINFORCEMENT
5 - BLOWER MOTOR PIGTAIL WIRE
6 - EVAPORATOR HOUSING
24 - 16 CONTROLS - FRONTRS
BLOWER MOTOR RESISTOR (Continued)
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The compressor clutch plate and pulley unit, or the
clutch coil are available for separate service replace-
ment. The clutch coil zener diode is integral to the
clutch coil pigtail wire and connector and, if faulty or
damaged, the clutch electromagnetic coil unit must
be replaced.
OPERATION
The compressor clutch components provide the
means to engage and disengage the compressor from
the engine serpentine accessory drive belt. When the
clutch coil is energized, it magnetically draws the
clutch plate into contact with the clutch pulley and
drives the compressor shaft. When the coil is not
energized, the pulley freewheels on the clutch hub
bearing, which is part of the pulley.
A zener diode is connected in parallel with the
clutch electromagnetic coil. This diode controls the
dissipation of voltage induced into the coil windings
by the collapsing of the electromagnetic fields that
occurs when the compressor clutch is disengaged.
The zener diode dissipates this induced voltage by
regulating a current path to ground. This arrange-
ment serves to protect other circuits and components
from potentially damaging voltage spikes in the vehi-
cle electrical system that might occur if the voltage
induced in the clutch coil windings could not be dis-
sipated.
The compressor clutch engagement is controlled by
several components: the heater-A/C controls in the
passenger compartment, the A/C pressure transducer
on the liquid line, the evaporator temperature sensor
on the expansion valve, the Powertrain Control Mod-ule (PCM) in the engine compartment, and the com-
pressor clutch relay in the Intelligent Power Module
(IPM). The PCM may delay compressor clutch
engagement for up to thirty seconds. (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/POWERTRAIN CONTROL MODULE -
DESCRIPTION - PCM OPERATION).
STANDARD PROCEDURE
STANDARD PROCEDURE - COMPRESSOR
CLUTCH AIR GAP
If a new clutch plate and/or clutch pulley are being
used, the air gap between the clutch plate and clutch
pulley must be checked using the following proce-
dure:
(1) Using feeler gauges, measure the air gap
between the clutch plate and the clutch pulley fric-
tion surfaces.
(2) If the air gap is not between 0.5 and 0.9 mm
(0.020 and 0.035 in.), add or subtract shims until the
desired air gap is obtained.
NOTE: The shims may compress after tightening
the compressor shaft bolt. Check the air gap in four
or more places on the clutch plate to verify that the
air gap is still correct. Spin the clutch pulley before
making the final air gap check.
STANDARD PROCEDURE - COMPRESSOR
CLUTCH BREAK-IN
After a new compressor clutch has been installed,
check that the compressor clutch coil is performing to
specifications. (Refer to 24 - HEATING & AIR CON-
DITIONING/CONTROLS - FRONT/COMPRESSOR
CLUTCH COIL - DIAGNOSIS AND TESTING). If
the clutch coil is performing to specifications, per-
form the compressor clutch break-in procedure. This
procedure (burnishing) will seat the opposing friction
surfaces and provide a higher compressor clutch
torque capability.
(1) Set the heater-A/C controls to the A/C mode,
with the blower switch in the highest speed position.
(2) Start the engine and hold the engine speed at
1500 to 2000 rpm.
(3) Cycle the compressor clutch On and Off about
twenty times (five seconds On, then five seconds Off).
REMOVAL
The refrigerant system can remain fully charged
during compressor clutch, pulley, or coil replacement.
Although the compressor assembly must be removed
from its mounting, the compressor clutch can be ser-
vice with the compressor in the vehicle.
Fig. 11 Compressor Clutch - Typical
1 - CLUTCH PLATE
2 - SHAFT KEY (SOME MODELS)
3 - PULLEY AND BEARING
4 - CLUTCH COIL
5 - CLUTCH SHIMS
6 - SNAP RING
7 - SNAP RING
RSCONTROLS - FRONT24-17
COMPRESSOR CLUTCH (Continued)
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(2) If the a/c compressor clutch still will not
engage, disconnect the headlamp and dash wire har-
ness connector for the A/C pressure transducer and
check for battery current at the connector with the
engine running and the heater-A/C control set to the
A/C mode. If OK, go to TESTS . If not OK, use a
DRBIIItscan tool to perform further diagnosis. Refer
to the appropriate diagnostic information.
TESTS
(1) Verify the battery state of charge. (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/BATTERY -
DIAGNOSIS AND TESTING).
(2) Connect an ammeter (0 to 10 ampere scale
selected) in series with the clutch coil feed terminal.
Connect a voltmeter (0 to 20 volt scale selected) to
measure voltage across the battery and the clutch
coil.
(3) With the heater-A/C control in the A/C mode
and the blower at low speed, start the engine and
allow it to run at a normal idle speed.
(4) The compressor clutch should engage immedi-
ately, and the clutch coil voltage should be within
two volts of the battery voltage. If the coil voltage is
not within two volts of battery voltage, test the
clutch coil feed circuit for excessive voltage drop. If
the compressor clutch does not engage, use a
DRBIIItscan tool to perform further diagnosis. Refer
to the appropriate diagnostic information.
(5) With the ambient temperature at 21É C (70É F),
the compressor clutch coil is acceptable if the current
draw is 2.0 to 3.7 amperes at 11.5 to 12.5 volts at the
clutch coil. If the voltage is more than 12.5 volts, add
electrical loads by turning on electrical accessories
until the voltage reads below 12.5 volts.
(a) If the compressor clutch coil current reading
is zero, the coil is open and must be replaced.
(b) If the compressor clutch coil current reading
is four amperes or more, the coil is shorted and
must be replaced.
COMPRESSOR CLUTCH RELAY
DESCRIPTION
The compressor clutch relay (Fig. 17) is a Interna-
tional Standards Organization (ISO) micro-relay.
Relays conforming to the ISO specifications have
common physical dimensions, current capacities, ter-
minal patterns, and terminal functions. The ISO
micro-relay terminal functions are the same as a con-
ventional ISO relay. However, the ISO micro-relay
terminal pattern (or footprint) is different, the cur-
rent capacity is lower, and the physical dimensions
are smaller than those of the conventional ISO relay.
The compressor clutch relay is located in the Intelli-gent Power Module (IPM), which is in the engine
compartment near the battery. See the fuse and relay
layout map molded into the inner surface of the IPM
cover for compressor clutch relay identification and
location.
The black, molded plastic case is the most visible
component of the compressor clutch relay. Five male
spade-type terminals extend from the bottom of the
base to connect the relay to the vehicle electrical sys-
tem, and the ISO designation for each terminal is
molded into the base adjacent to each terminal.
OPERATION
The compressor clutch relay is an electromechani-
cal switch that uses a low current input from the
Powertrain Control Module (PCM) to control the high
current output to the compressor clutch electromag-
netic coil. The movable common feed contact point is
held against the fixed normally closed contact point
by spring pressure. When the relay coil is energized,
an electromagnetic field is produced by the coil wind-
ings. This electromagnetic field draws the movable
relay contact point away from the fixed normally
closed contact point, and holds it against the fixed
normally open contact point. When the relay coil is
de-energized, spring pressure returns the movable
contact point back against the fixed normally closed
contact point. The resistor or diode is connected in
parallel with the relay coil in the relay, and helps to
dissipate voltage spikes and electromagnetic interfer-
ence that can be generated as the electromagnetic
field of the relay coil collapses.
The compressor clutch relay terminals are con-
nected to the vehicle electrical system through a
receptacle in the Intelligent Power Module (IPM).
The inputs and outputs of the compressor clutch
relay include:
²The common feed terminal (30) receives a bat-
tery current input from a fuse in the IPM through a
fused B(+) circuit at all times.
²The coil ground terminal (85) receives a ground
input from the PCM through the compressor clutch
relay control circuit only when the PCM electroni-
cally pulls the control circuit to ground.
²The coil battery terminal (86) receives a battery
current input from the PCM through a fused ignition
switch output (run-start) circuit only when the igni-
tion switch is in the On or Start positions.
²The normally open terminal (87) provides a bat-
tery current output to the compressor clutch coil
through the compressor clutch relay output circuit
only when the compressor clutch relay coil is ener-
gized.
²The normally closed terminal (87A) is not con-
nected to any circuit in this application, but provides
RSCONTROLS - FRONT24-21
COMPRESSOR CLUTCH COIL (Continued)
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(2) Install and tighten the two screws that secure
the mode door actuator to the distribution housing.
Tighten the screws to 2 N´m (17 in. lbs.).
(3) Reconnect the HVAC wire harness connector
for the mode door actuator to the actuator connector
receptacle.
(4) Reinstall the silencer under the driver side end
of the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/INSTRUMENT PANEL
SILENCER - INSTALLATION).
(5) Reconnect the battery negative cable.
(6) Perform the heater-A/C control calibration pro-
cedure. (Refer to 24 - HEATING & AIR CONDITION-
ING/CONTROLS - FRONT/A/C-HEATER CONTROL
- STANDARD PROCEDURE - HEATER-A/C CON-
TROL CALIBRATION).
POWER MODULE
DESCRIPTION
A blower power module is used on this model when
it is equipped with the optional Automatic Tempera-
ture Control (ATC) (Fig. 22). Models equipped with
the standard manual heater-A/C control use a blower
motor resistor, instead of the blower power module.
The blower power module is installed in a mounting
hole in the evaporator housing, directly behind the
glove box opening of the instrument panel. The mod-
ule consists of a molded plastic mounting plate with
two integral connector receptacles. Concealed behind
the mounting plate within the evaporator housing is
the power module electronic circuitry and a large
finned, heat sink. The module mounting plate is
secured with two screws to the evaporator housingand is accessed for service by rolling down the glove
box from the instrument panel.
The power module heat sink will get hot when in
use. Do not touch the heat sink if the blower motor
has been running. The blower power module cannot
be adjusted or repaired and, if faulty or damaged, it
must be replaced.
OPERATION
The blower power module is connected to the vehi-
cle electrical system through a dedicated take out
and connector of the instrument panel wire harness.
A second connector receptacle receives the pigtail
wire connector from the blower motor. The blower
power module allows the microprocessor-based Auto-
matic Temperature Control (ATC) heater-A/C control
module to calculate and provide infinitely variable
blower motor speeds based upon either manual
blower switch input or the ATC programming using a
Pulse Width Modulated (PWM) circuit strategy. The
PWM voltage is applied to a comparator circuit
which compares the PWM signal voltage to the
blower motor feedback voltage. The resulting output
drives the power module circuitry, which adjusts the
voltage output received from the blower motor relay
to change or maintain the desired blower speed. The
blower power module is diagnosed using a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Open the glove box.
(3) Flex both sides of the glove box bin inward
near the top far enough for the rubber glove box stop
bumpers to clear the sides of the glove box opening,
then roll the glove box downward.
(4) Reach through the glove box opening to access
and disconnect the instrument panel wire harness
Fig. 22 Power Module
1 - POWER MODULE
2 - LOWER GLOVE BOX OPENING REINFORCEMENT
3 - EVAPORATOR HOUSING
24 - 26 CONTROLS - FRONTRS
MODE DOOR ACTUATOR (Continued)
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connector for the power module from the module con-
nector receptacle.
(5) Reach through the glove box opening to access
and disconnect the blower motor pigtail wire connec-
tor from the power module connector receptacle.
(6) Remove the two screws that secure the power
module to the evaporator housing.
(7) Remove the power module from the evaporator
housing.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Position the power module into the evaporator
housing.
(2) Install and tighten the two screws that secure
the power module to the evaporator housing. Tighten
the screws to 2 N´m (18 in. lbs.).
(3) Reconnect the blower motor pigtail wire con-
nector to the power module connector receptacle.
(4) Reconnect the instrument panel wire harness
connector for the power module to the module con-
nector receptacle.
(5) Flex both sides of the glove box bin inward
near the top far enough for the rubber glove box stop
bumpers to clear the sides of the glove box opening,
then roll the glove box upward.
(6) Close and latch the glove box.
(7) Reconnect the battery negative cable.
RECIRCULATION DOOR
ACTUATOR
DESCRIPTION
The recirculation door actuator is a reversible,
12-volt Direct Current (DC), servo motor (Fig. 23).
The single recirculation door actuator is located on
the passenger side end of the heater-A/C housing
unit, on the bottom of the lower intake air housing.
The recirculation door actuator is mechanically con-
nected to the recirculation air door. The recirculationdoor actuator is interchangeable with the actuators
for the blend air door(s) and the mode door. Each
actuator is contained within an identical black
molded plastic housing with an integral wire connec-
tor receptacle. Two integral mounting tabs allow the
actuator to be secured with two screws to the lower
intake air housing. Each actuator also has an identi-
cal output shaft with splines that connects it to the
linkage that drives the recirculation air door. The
recirculation door actuator does not require mechan-
ical indexing to the recirculation air door, as it is
electronically calibrated by the heater-A/C control
module. The recirculation door actuator cannot be
adjusted or repaired and, if damaged or faulty, it
must be replaced.
OPERATION
The recirculation door actuator is connected to the
heater-A/C control module through the vehicle elec-
trical system by a dedicated two-wire take out and
connector of the HVAC wire harness. The recircula-
tion door actuator can move the recirculation door in
two directions. When the heater-A/C control module
pulls the voltage on one side of the motor connection
high and the other connection low, the recirculation
air door will move in one direction. When the module
reverses the polarity of the voltage to the motor, the
recirculation air door moves in the opposite direction.
When the module makes the voltage to both connec-
tions high or both connections low, the recirculation
air door stops and will not move. These same motor
connections also provide a feedback signal to the
heater-A/C control module. This feedback signal
Fig. 23 Recirculation Door Actuator
1 - LOWER INTAKE AIR HOUSING
2 - RECIRCULATION DOOR ACTUATOR
3 - HVAC WIRE HARNESS
4 - SCREW (2)
5 - LOWER EVAPORATOR HOUSING
RSCONTROLS - FRONT24-27
POWER MODULE (Continued)
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CONTROLS - REAR
TABLE OF CONTENTS
page page
A/C-HEATER CONTROL
REMOVAL.............................29
INSTALLATION.........................29
BLEND DOOR ACTUATOR
DESCRIPTION.........................30
OPERATION...........................30
REMOVAL.............................31
INSTALLATION.........................31
BLOWER MOTOR RELAY
DESCRIPTION.........................32
OPERATION...........................32
DIAGNOSIS AND TESTING - BLOWER
MOTOR RELAY.......................33
REMOVAL.............................33
INSTALLATION.........................34
BLOWER MOTOR RESISTOR
DESCRIPTION.........................34OPERATION...........................34
DIAGNOSIS AND TESTING - BLOWER
MOTOR RESISTOR....................35
REMOVAL.............................35
INSTALLATION.........................35
INFRARED TEMPERATURE SENSOR
DESCRIPTION.........................36
OPERATION...........................36
MODE DOOR ACTUATOR
REMOVAL.............................36
INSTALLATION.........................37
POWER MODULE
DESCRIPTION.........................37
OPERATION...........................37
REMOVAL.............................38
INSTALLATION.........................38
A/C-HEATER CONTROL
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Using a trim stick or another suitable wide flat
bladed tool, gently pry the top edge of the rear heat-
er-A/C control bezel away from the headliner far
enough to release the two snap clip retainers (Fig. 1).
(3) Pull the rear heater-A/C control and bezel unit
rearward far enough to access the headliner wire
harness connector on the back of the control.
(4) Disconnect the headliner wire harness connec-
tor for the rear heater-A/C control from the control
connector receptacle.
(5) Remove the rear heater-A/C control from the
headliner.
(6) Remove the three screws that secure the rear
heater-A/C control to the bezel (Fig. 2).
(7) Remove the rear heater-A/C control from the
bezel.
INSTALLATION
(1) Position the rear heater-A/C control onto the
bezel.
(2) Install and tighten the three screws that secure
the rear heater-A/C control to the bezel. Tighten the
screws to 2 N´m (17 in. lbs.).
(3) Position the rear heater-A/C control and bezel
unit to the headliner.(4) Reconnect the headliner wire harness connec-
tor for the rear heater-A/C control to the control con-
nector receptacle.
(5) Insert the locator tabs on the back of the rear
heater-A/C control and bezel unit over the forward
edge of the headliner opening for the control.
(6) Slide the rear heater-A/C control and bezel unit
forward far enough to align the snap clips on the
Fig. 1 Heater-A/C Control
1 - TRIM STICK
2 - BEZEL
3 - HEATER-A/C CONTROL
4 - HEADLINER
RSCONTROLS - REAR24-29
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