wiring CHRYSLER VOYAGER 2003 Workshop Manual
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Page 328 of 2177
fuel pump and the heating element in each oxygen
sensor.
The PCM contains a voltage converter that
changes battery voltage to a regulated 8.0 volts. The
8.0 volts power the camshaft position sensor, crank-
shaft position sensor and vehicle speed sensor. The
PCM also provides a 5.0 volts supply for the engine
coolant temperature sensor, intake air temperature
sensor, manifold absolute pressure sensor and throt-
tle position sensor.
The PCM engine control strategy prevents reduced
idle speeds until after the engine operates for 320 km
(200 miles). If the PCM is replaced after 320 km (200
miles) of usage, update the mileage in new PCM. Use
the DRBIIItscan tool to change the mileage in the
PCM. Refer to the appropriate Powertrain Diagnostic
Manual and the DRBIIItscan tool.
TRANSMISSION CONTROL (2.4L MODELS ONLY)
CLUTCH VOLUME INDEX (CVI)
An important function of the PCM is to monitor
Clutch Volume Index (CVI). CVIs represent the vol-
ume of fluid needed to compress a clutch pack.
The PCM monitors gear ratio changes by monitor-
ing the Input and Output Speed Sensors. The Input,
or Turbine Speed Sensor sends an electrical signal to
the PCM that represents input shaft rpm. The Out-
put Speed Sensor provides the PCM with output
shaft speed information.
By comparing the two inputs, the PCM can deter-
mine transaxle gear ratio. This is important to the
CVI calculation because the PCM determines CVIs
by monitoring how long it takes for a gear change to
occur (Fig. 10).
Gear ratios can be determined by using the DRB
Scan Tool and reading the Input/Output Speed Sen-
sor values in the ªMonitorsº display. Gear ratio can
be obtained by dividing the Input Speed Sensor value
by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000
rpm and the output shaft is rotating at 500 rpm,
then the PCM can determine that the gear ratio is
2:1. In direct drive (3rd gear), the gear ratio changesto 1:1. The gear ratio changes as clutches are applied
and released. By monitoring the length of time it
takes for the gear ratio to change following a shift
request, the PCM can determine the volume of fluid
used to apply or release a friction element.
The volume of transmission fluid needed to apply
the friction elements are continuously updated for
adaptive controls. As friction material wears, the vol-
ume of fluid need to apply the element increases.
Certain mechanical problems within the clutch
assemblies (broken return springs, out of position
snap rings, excessive clutch pack clearance, improper
assembly, etc.) can cause inadequate or out-of-range
clutch volumes. Also, defective Input/Output Speed
Sensors and wiring can cause these conditions. The
following chart identifies the appropriate clutch vol-
umes and when they are monitored/updated:
CLUTCH VOLUMES
ClutchWhen Updated
Proper Clutch
Volume
Shift Sequence Oil Temperature Throttle Angle
L/R2-1 or 3-1 coast
downshift>70É <5É 35to83
2/4 1-2 shift
> 110É5 - 54É20 to 77
OD 2-3 shift 48 to 150
UD 4-3 or 4-2 shift > 5É 24 to 70
Fig. 10 Example of CVI Calculation
1 - OUTPUT SPEED SENSOR
2 - OUTPUT SHAFT
3 - CLUTCH PACK
4 - SEPARATOR PLATE
5 - FRICTION DISCS
6 - INPUT SHAFT
7 - INPUT SPEED SENSOR
8 - PISTON AND SEAL
RSELECTRONIC CONTROL MODULES8E-13
POWERTRAIN CONTROL MODULE (Continued)
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In addition to monitoring inputs and controlling
outputs, the TCM has other important responsibili-
ties and functions:
²Storing and maintaining Clutch Volume Indices
(CVI)
²Storing and selecting appropriate Shift Sched-
ules
²System self-diagnostics
²Diagnostic capabilities (with DRB scan tool)
CLUTCH VOLUME INDEX (CVI)
An important function of the TCM is to monitor
Clutch Volume Index (CVI). CVIs represent the vol-
ume of fluid needed to compress a clutch pack.
The TCM monitors gear ratio changes by monitor-
ing the Input and Output Speed Sensors. The Input,
or Turbine Speed Sensor sends an electrical signal to
the TCM that represents input shaft rpm. The Out-
put Speed Sensor provides the TCM with output
shaft speed information.
By comparing the two inputs, the TCM can deter-
mine transaxle gear ratio. This is important to the
CVI calculation because the TCM determines CVIs
by monitoring how long it takes for a gear change to
occur (Fig. 17).
Gear ratios can be determined by using the DRB
Scan Tool and reading the Input/Output Speed Sen-
sor values in the ªMonitorsº display. Gear ratio can
be obtained by dividing the Input Speed Sensor value
by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000
rpm and the output shaft is rotating at 500 rpm,
then the TCM can determine that the gear ratio is
2:1. In direct drive (3rd gear), the gear ratio changes
to 1:1. The gear ratio changes as clutches are applied
and released. By monitoring the length of time it
takes for the gear ratio to change following a shift
request, the TCM can determine the volume of fluid
used to apply or release a friction element.
The volume of transmission fluid needed to apply
the friction elements are continuously updated foradaptive controls. As friction material wears, the vol-
ume of fluid need to apply the element increases.
Certain mechanical problems within the clutch
assemblies (broken return springs, out of position
snap rings, excessive clutch pack clearance, improper
assembly, etc.) can cause inadequate or out-of-range
clutch volumes. Also, defective Input/Output Speed
Sensors and wiring can cause these conditions. The
following chart identifies the appropriate clutch vol-
umes and when they are monitored/updated:
CLUTCH VOLUMES
ClutchWhen Updated
Proper Clutch
Volume
Shift Sequence Oil Temperature Throttle Angle
L/R2-1 or 3-1 coast
downshift>70É <5É 35to83
2/4 1-2 shift
> 110É5 - 54É20 to 77
OD 2-3 shift 48 to 150
UD 4-3 or 4-2 shift > 5É 24 to 70
Fig. 17 Example of CVI Calculation
1 - OUTPUT SPEED SENSOR
2 - OUTPUT SHAFT
3 - CLUTCH PACK
4 - SEPARATOR PLATE
5 - FRICTION DISCS
6 - INPUT SHAFT
7 - INPUT SPEED SENSOR
8 - PISTON AND SEAL
RSELECTRONIC CONTROL MODULES8E-21
TRANSMISSION CONTROL MODULE (Continued)
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CONVENTIONAL BATTERY CHARGING TIME TABLE
Charging
Amperage5 Amps10
Amps20 Amps
Open Circuit
VoltageHours Charging @ 21É C
(70É F)
12.25 to 12.49 6 hours 3 hours 1.5
hours
12.00 to 12.24 10 hours 5 hours 2.5
hours
10.00 to 11.99 14 hours 7 hours 3.5
hours
Below 10.00 18 hours 9 hours 4.5
hours
STANDARD PROCEDURE - OPEN-CIRCUIT
VOLTAGE TEST
A battery open-circuit voltage (no load) test will
show the approximate state-of-charge of a battery.
This test can be used if no other battery tester is
available.
Before proceeding with this test, completely charge
the battery. Refer to Standard Procedures for the
proper battery charging procedures.
(1) Before measuring the open-circuit voltage, the
surface charge must be removed from the battery.
Turn on the headlamps for fifteen seconds, then
allow up to five minutes for the battery voltage to
stabilize.
(2) Disconnect and isolate both battery cables, neg-
ative cable first.
(3) Using a voltmeter connected to the battery
posts (see the instructions provided by the manufac-
turer of the voltmeter), measure the open-circuit volt-
age (Fig. 9).
See the Open-Circuit Voltage Table. This voltage
reading will indicate the battery state-of-charge, but
will not reveal its cranking capacity. If a battery has
an open-circuit voltage reading of 12.4 volts orgreater, it may be load tested to reveal its cranking
capacity. Refer to Standard Procedures for the proper
battery load test procedures.
OPEN CIRCUIT VOLTAGE TABLE
Open Circuit Voltage Charge Percentage
11.7 volts or less 0%
12.0 volts 25%
12.2 volts 50%
12.45 volts 75%
12.65 volts or more 100%
STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST
The term Ignition-Off Draw (IOD) identifies a nor-
mal condition where power is being drained from the
battery with the ignition switch in the Off position. A
normal vehicle electrical system will draw from fif-
teen to twenty-five milliamperes (0.015 to 0.025
ampere) with the ignition switch in the Off position,
and all non-ignition controlled circuits in proper
working order. Up to twenty-five milliamperes are
needed to enable the memory functions for the Pow-
ertrain Control Module (PCM), digital clock, electron-
ically tuned radio, and other modules which may
vary with the vehicle equipment.
A vehicle that has not been operated for approxi-
mately twenty-one days, may discharge the battery
to an inadequate level. When a vehicle will not be
used for twenty-one days or more (stored), remove
the IOD fuse from the Integrated Power Module
(IPM). This will reduce battery discharging.
Excessive IOD can be caused by:
²Electrical items left on.
²Faulty or improperly adjusted switches.
²Faulty or shorted electronic modules and compo-
nents.
²An internally shorted generator.
²Intermittent shorts in the wiring.
If the IOD is over twenty-five milliamperes, the
problem must be found and corrected before replac-
ing a battery. In most cases, the battery can be
charged and returned to service after the excessive
IOD condition has been corrected.
(1) Verify that all electrical accessories are off.
Turn off all lamps, remove the ignition key, and close
all doors. If the vehicle is equipped with an illumi-
nated entry system or an electronically tuned radio,
allow the electronic timer function of these systems
to automatically shut off (time out). This may take
up to twenty minutes.
(2) Disconnect the battery negative cable.
(3) Set an electronic digital multi-meter to its
highest amperage scale. Connect the multi-meter
Fig. 9 Testing Open-Circuit Voltage - Typical
RSBATTERY SYSTEM8F-13
BATTERY (Continued)
ProCarManuals.com
Page 353 of 2177
between the disconnected battery negative cable ter-
minal clamp and the battery negative terminal post.
Make sure that the doors remain closed so that the
illuminated entry system is not activated. The multi-
meter amperage reading may remain high for up to
three minutes, or may not give any reading at all
while set in the highest amperage scale, depending
upon the electrical equipment in the vehicle. The
multi-meter leads must be securely clamped to the
battery negative cable terminal clamp and the bat-
tery negative terminal post. If continuity between the
battery negative terminal post and the negative cable
terminal clamp is lost during any part of the IOD
test, the electronic timer function will be activated
and all of the tests will have to be repeated.
(4) After about three minutes, the high-amperage
IOD reading on the multi-meter should become very
low or nonexistent, depending upon the electrical
equipment in the vehicle. If the amperage reading
remains high, remove and replace each fuse or circuit
breaker in the Integrated Power Module (IPM), one
at a time until the amperage reading becomes very
low, or nonexistent. Refer to the appropriate wiring
information in this service manual for complete Inte-
grated Power Module fuse, circuit breaker, and cir-
cuit identification. This will isolate each circuit and
identify the circuit that is the source of the high-am-
perage IOD. If the amperage reading remains high
after removing and replacing each fuse and circuit
breaker, disconnect the wire harness from the gener-
ator. If the amperage reading now becomes very low
or nonexistent, refer to Charging System for the
proper charging system diagnosis and testing proce-
dures. After the high-amperage IOD has been cor-
rected, switch the multi-meter to progressively lower
amperage scales and, if necessary, repeat the fuse
and circuit breaker remove-and-replace process to
identify and correct all sources of excessive IOD. It is
now safe to select the lowest milliampere scale of the
multi-meter to check the low-amperage IOD.
CAUTION: Do not open any doors, or turn on any
electrical accessories with the lowest milliampere
scale selected, or the multi-meter may be damaged.
(5) Allow twenty minutes for the IOD to stabilize
and observe the multi-meter reading. The low-amper-
age IOD should not exceed twenty-five milliamperes
(0.025 ampere). If the current draw exceeds twenty-
five milliamperes, isolate each circuit using the fuse
and circuit breaker remove-and-replace process in
Step 4. The multi-meter reading will drop to within
the acceptable limit when the source of the excessive
current draw is disconnected. Repair this circuit as
required; whether a wiring short, incorrect switch
adjustment, or a component failure is at fault.STANDARD PROCEDURE - CHECKING BATTERY
ELECTROLYTE LEVEL
The following procedure can be used to check the
electrolyte level in a low-maintenance lead-acid bat-
tery.
(1) Unscrew and remove the battery cell caps with
a flat-bladed screw driver (Fig. 10).
WARNING: NEVER PUT YOUR FACE NEAR A GAS-
SING, HOT OR SWELLED BATTERY. SERIOUS PER-
SONAL INJURY MAY RESULT.
(2) Wearing safety glasses, look through the bat-
tery cell cap holes to determine the level of the elec-
trolyte in the battery. The electrolyte should be above
the hooks inside the battery cells (Fig. 11).
(3)Add only distilled wateruntil the electrolyte
is above the hooks inside the battery cells (Fig. 11).
Fig. 10 BATTERY CELL CAP REMOVAL/
INSTALLATION - LOW-MAINTENANCE BATTERY
ONLY
1 - BATTERY CELL CAP
2 - BATTERY CASE
8F - 14 BATTERY SYSTEMRS
BATTERY (Continued)
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Page 355 of 2177
NOTE: Never operate a vehicle without a battery
holddown device properly installed. Damage to the
vehicle, components and battery could result.
REMOVAL
All of the battery hold down hardware can be ser-
viced without removal of the battery or the battery
tray and support unit.
(1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off.
(2) Remove the nut with washer that secures the
battery hold down bracket to the battery tray and
support unit.
(3) Remove the battery hold down bracket from
the battery tray and support unit.
INSTALLATION
(1) Install the battery hold down bracket in the
battery tray and support unit.
(2) Install the nut with washer that secures the
battery hold down bracket to the battery tray and
support unit. Torque to 20 N´m (180 in. lbs.).
BATTERY CABLES
DESCRIPTION
The battery cables are large gauge, stranded cop-
per wires sheathed within a heavy plastic or syn-
thetic rubber insulating jacket. The wire used in the
battery cables combines excellent flexibility and reli-
ability with high electrical current carrying capacity.
Refer toWiring Diagramsin the index of this ser-
vice manual for the location of the proper battery
cable wire gauge information.
A clamping type female battery terminal made of
stamped metal is attached to one end of the battery
cable wire. A square headed pinch-bolt and hex nut
are installed at the open end of the female battery
terminal clamp. Large eyelet type terminals are
crimped onto the opposite end of the battery cable
wire and then solder-dipped. The battery positive
cable wires have a red insulating jacket to provide
visual identification and feature a larger female bat-
tery terminal clamp to allow connection to the larger
battery positive terminal post. The battery negative
cable wires have a black insulating jacket and a
smaller female battery terminal clamp.
The battery cables cannot be repaired and, if dam-
aged or faulty they must be replaced. Both the bat-
tery positive and negative cables are available for
service replacement only as a unit with the battery
wire harness, which may include portions of the wir-
ing circuits for the generator and other components
on some models. Refer toWiring Diagramsin theindex of this service manual for the location of more
information on the various wiring circuits included in
the battery wire harness for the vehicle being ser-
viced.
OPERATION
The battery cables connect the battery terminal
posts to the vehicle electrical system. These cables
also provide a path back to the battery for electrical
current generated by the charging system for restor-
ing the voltage potential of the battery. The female
battery terminal clamps on the ends of the battery
cable wires provide a strong and reliable connection
of the battery cable to the battery terminal posts.
The terminal pinch bolts allow the female terminal
clamps to be tightened around the male terminal
posts on the top of the battery. The eyelet terminals
secured to the opposite ends of the battery cable
wires from the female battery terminal clamps pro-
vide secure and reliable connection of the battery
cables to the vehicle electrical system.
The battery positive cable terminal clamp is
attached to the ends of two wires. One wire has an
eyelet terminal that connects the battery positive
cable to the B(+) terminal stud of the Integrated
Power Module (IPM), and the other wire has an eye-
let terminal that connects the battery positive cable
to the B(+) terminal stud of the engine starter motor
solenoid. The battery negative cable terminal clamp
is also attached to the ends of two wires. One wire
has an eyelet terminal that connects the battery neg-
ative cable to the vehicle powertrain through a stud
on the left side of the engine cylinder block. The
other wire has an eyelet terminal that connects the
battery negative cable to the vehicle body through a
ground screw on the left front fender inner shield,
near the battery.
DIAGNOSIS AND TESTING - BATTERY CABLE
A voltage drop test will determine if there is exces-
sive resistance in the battery cable terminal connec-
tions or the battery cable. If excessive resistance is
found in the battery cable connections, the connec-
tion point should be disassembled, cleaned of all cor-
rosion or foreign material, then reassembled.
Following reassembly, check the voltage drop for the
battery cable connection and the battery cable again
to confirm repair.
When performing the voltage drop test, it is impor-
tant to remember that the voltage drop is giving an
indication of the resistance between the two points at
which the voltmeter probes are attached.EXAM-
PLE:When testing the resistance of the battery pos-
itive cable, touch the voltmeter leads to the battery
positive cable terminal clamp and to the battery pos-
itive cable eyelet terminal at the starter solenoid
8F - 16 BATTERY SYSTEMRS
BATTERY HOLDDOWN (Continued)
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Page 357 of 2177
REMOVAL
The battery cables on this model may include por-
tions of wiring circuits for the generator and other
components on the vehicle. If battery cable replace-
ment is required, it will be necessary to extract the
cables out of the engine wire harness assembly. Use
care not to damage the other wires and circuits
which are also packaged into the engine wire harness
assembly.
(1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off.
(2) Disconnect and isolate the negative battery
cable terminal.
(3) Remove the battery thermowrap (if equipped)
from the battery tray.
(4) Remove the tape from the engine wire harness
assembly, to access the desired battery cable.(5) One at a time, trace and disconnect the battery
cable retaining fasteners and routing clips until the
desired cable is free from the vehicle.
(6) Feed the battery cable out of the vehicle.
INSTALLATION
(1) Position the battery cable in the vehicle.
(2) One at a time, trace and install the battery
cable retaining fasteners and routing clips until the
desired cable is properly installed in the engine wire
harness assembly.
(3) Install the tape on the engine wire harness
assembly.
(4) Install the battery thermowrap (if equipped) on
the battery tray.
(5) Connect the negative battery cable terminal.
BATTERY TRAY
DESCRIPTION
The battery is mounted in a molded plastic battery
tray and support unit located in the left front corner
of the engine compartment. The battery tray and
support unit is secured with two nuts, one is located
directly under the battery and the other is located on
the right side of the tray which also serves as a cool-
ant bottle neck retaining bolt. An additional bolt is
located directly under the battery.
Fig. 15 Testing Battery Positive Cable Resistance
1 - BATTERY
2 - VOLTMETER
3 - STARTER MOTOR
Fig. 16 Testing Ground Circuit Resistance
1 - VOLTMETER
2 - BATTERY
3 - ENGINE GROUND
Fig. 17 RS BATTERY TRAY
1 - ENGINE VACUUM RESERVOIR
2 - BATTERY TRAY ASSEMBLY
3 - DRAINAGE HOSE
8F - 18 BATTERY SYSTEMRS
BATTERY CABLES (Continued)
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CHARGING
TABLE OF CONTENTS
page page
CHARGING
DESCRIPTION - CHARGING SYSTEM.......20
OPERATION - CHARGING SYSTEM.........20
DIAGNOSIS AND TESTING - ON-BOARD
DIAGNOSTIC SYSTEM.................21
SPECIFICATIONS
GENERATOR........................22
TORQUE............................22
SPECIFICATIONS - BATTERY
TEMPERATURE SENSOR...............22
SPECIAL TOOLS.......................23
BATTERY TEMPERATURE SENSOR
DESCRIPTION.........................23
OPERATION...........................23
REMOVAL.............................23
GENERATOR
DESCRIPTION.........................23OPERATION...........................23
REMOVAL
REMOVAL - 2.4L......................23
REMOVAL - 3.3/3.8L...................24
INSTALLATION
INSTALLATION - 2.4L..................24
INSTALLATION - 3.3/3.8L................24
GENERATOR DECOUPLER PULLEY
DESCRIPTION.........................25
OPERATION...........................25
DIAGNOSIS AND TESTING - GENERATOR
DECOUPLER PULLEY..................25
REMOVAL.............................26
INSTALLATION.........................26
VOLTAGE REGULATOR
DESCRIPTION.........................27
OPERATION...........................27
CHARGING
DESCRIPTION - CHARGING SYSTEM
The charging system consists of:
²Generator
²Decoupler Pulley (If equipped)
²Electronic Voltage Regulator (EVR) circuitry
within the Powertrain Control Module (PCM)
²Ignition switch (refer to the Ignition System sec-
tion for information)
²Battery (refer to the Battery section for informa-
tion)
²Ambient Air Temperature (If equipped)
²Inlet Air Temperature (calculated battery tem-
perature)(If equipped)
²Voltmeter (refer to the Instrument Cluster sec-
tion for information if equipped)
²Wiring harness and connections (refer to the
Wiring section for information)
²Accessory drive belt (refer to the Cooling section
for more information)
²Battery Temperature sensor (if equipped)
OPERATION - CHARGING SYSTEM
The charging system is turned on and off with the
ignition switch. The system is on when the engine is
running and the ASD relay is energized. The ASD
relay is energized when the PCM grounds the ASD
control circuit. (SBEC vehicles) This voltage is con-
nected through the PCM or IPM (intelligent powermodule) (if equipped) and supplied to one of the gen-
erator field terminals (Gen. Source +) at the back of
the generator.
The generator is driven by the engine through a
serpentine belt and pulley or decoupler pulley
arrangement.
The amount of DC current produced by the gener-
ator is controlled by the EVR (field control) circuitry
contained within the PCM. This circuitry is con-
nected in series with the second rotor field terminal
and ground.
(SBEC vehicles) An Inlet air temperature sensor is
used to calculate the temperature near the battery.
This temperature data, along with data from moni-
tored line voltage (battery voltage sense circuit), is
used by the PCM to vary the battery charging rate.
This is done by cycling the ground path to control the
strength of the rotor magnetic field. The PCM then
compensates and regulates generator current output
accordingly to maintain system voltage at the tar-
geted system voltage based on battery temperature.
All vehicles are equipped with On-Board Diagnos-
tics (OBD). All OBD-sensed systems, including EVR
(field control) circuitry, 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 certain failures it detects and
illuminate the (MIL) lamp. Refer to On-Board Diag-
nostics in the Electronic Control Modules(Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
8F - 20 CHARGINGRS
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Page 363 of 2177
REMOVAL - 3.3/3.8L
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable.
(3) Disconnect the push-in field wire connector
from back of generator.
(4) Remove nut holding B+ wire terminal to back
of generator.
(5) Separate B+ terminal from generator.
(6) Raise vehicle and support.
(7) Remove the right front lower splash shield.
(8) Remove accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(9) Remove the lower oil dip stick tube bolt (Fig.
1).
(10) Remove wiring harness from the oil dip stick
tube
(11) Remove the 3 mounting bolts.
(12) Lower vehicle.
(13) Remove oil dip stick tube from vehicle.
(14) Roll and remove the generator from vehicle
(Fig. 2).
INSTALLATION
INSTALLATION - 2.4L
(1) Install the generator.
(2) Install the accessory drive belt, refer to the
Cooling System section for proper procedures.
(3) Connect B+ terminal to generator.
(4) Install nut holding B+ wire terminal to back of
generator.(5) Connect the push-in field wire connector to
back of generator.
(6) Install the EVAP Purge solenoid to its bracket.
(7) Install the Air Box, refer to the Engine/Air
Cleaner for more information.
(8) Connect the Inlet Air Temperature sensor.
(9) Connect battery negative cable.
INSTALLATION - 3.3/3.8L
(1) Roll and place generator in position on vehicle
(Fig. 2).
(2) Install upper bolts to hold generator in place.
(3) Lubricate the o-ring. Install oil dip stick tube.
(4) Install the upper oil dip stick tube bolt.
(5) Place B+ terminal in position on generator.
(6) Install nut to hold B+ wire terminal to back of
generator.
(7) Connect the push-in field wire connector into
back of generator.
(8) Raise vehicle and support.
(9) Install the lower mounting bolt and tighten.
(10) Install the lower oil dip stick tube bolt and
tighten (Fig. 1).
(11) Install accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(12) Install the right front lower splash shield.
(13) Lower vehicle.
(14) Install wiring harness to the oil dip stick tube
(15) Connect battery negative cable.
(16) Verify generator output rate.
Fig. 1 DIP STICK LOWER BOLT
Fig. 2 GENERATOR 3.3/3.8L
8F - 24 CHARGINGRS
GENERATOR (Continued)
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STARTING
TABLE OF CONTENTS
page page
STARTING
DESCRIPTION.........................28
OPERATION...........................28
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - STARTING
SYSTEM TEST.......................28
DIAGNOSIS AND TESTING - CONTROL
CIRCUIT TEST........................30
DIAGNOSIS AND TESTING - FEED CIRCUIT
RESISTANCE TEST....................32
DIAGNOSIS AND TESTING - FEED CIRCUIT
TEST...............................33SPECIFICATIONS
Torques.............................33
STARTER ...........................34
STARTER MOTOR
REMOVAL
REMOVAL - 2.4L......................34
REMOVAL - 3.3/3.8L...................35
INSTALLATION
INSTALLATION - 2.4L..................35
INSTALLATION - 3.3/3.8L................36
STARTING
DESCRIPTION
The starting system consists of:
²Starter relay
²Starter motor (including an integral starter sole-
noid)
Other components to be considered as part of start-
ing system are:
²Battery
²Battery cables
²Ignition switch and key lock cylinder
²Clutch pedal position switch (manual transmis-
sion)
²Park/neutral position switch (automatic trans-
mission)
²Wire harnesses and connections.
The Battery, Starting, and Charging systems oper-
ate in conjunction with one another, and must be
tested as a complete system. For correct operation of
starting/charging systems, all components used in
these 3 systems must perform within specifications.
When attempting to diagnose any of these systems, it
is important that you keep their interdependency in
mind.
The diagnostic procedures used in each of these
groups include the most basic conventional diagnostic
methods, to the more sophisticated On-Board Diag-
nostics (OBD) built into the Powertrain Control Mod-
ule (PCM). Use of an induction-type milliampere
ammeter, volt/ohmmeter, battery charger, carbon pile
rheostat (load tester), and 12-volt test lamp may be
required.
OPERATION
These components form two separate circuits. A
high amperage circuit that feeds the starter motor up
to 300+ amps, and a control circuit that operates on
less than 20 amps.
The PCM controls a double start over-ride safety
that does not allow the starter to be engaged if the
engine is already running.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - STARTING
SYSTEM TEST
For circuit descriptions and diagrams, refer to the
Wiring Diagrams.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO THE PASSIVE RESTRAINT SYS-
TEMS BEFORE ATTEMPTING STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
INSPECTION
Before removing any unit from the starting system
for repair or diagnosis, perform the following inspec-
tions:
²Battery- Visually inspect the battery for indi-
cations of physical damage and loose or corroded
cable connections. Determine the state-of-charge and
cranking capacity of the battery. Charge or replace
8F - 28 STARTINGRS
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Page 368 of 2177
the battery, if required. Refer to the Battery section
for more information.
²Ignition Switch- Visually inspect the ignition
switch for indications of physical damage and loose
or corroded wire harness connections.
²Transmission Range Sensor or Park/Neu-
tral Switch- Visually inspect the transmission
range sensor for indications of physical damage and
loose or corroded wire harness connections.
²Starter Relay- Visually inspect the starter
relay for indications of physical damage and loose or
corroded wire harness connections.
²Starter Motor- Visually inspect the starter
motor for indications of physical damage and loose or
corroded wire harness connections.²Starter Solenoid- Visually inspect the starter
solenoid for indications of physical damage and loose
or corroded wire harness connections.
²Wiring- Visually inspect the wire harness for
damage. Repair or replace any faulty wiring, as
required. Check for loose or corroded wire harness
connections at main engine ground and remote jump
post.
²Power Distribution Center (PDC)- Visually
inspect the B+ connections at the PDC for physical
damage and loose or corroded harness connections.
STARTING SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSE CORRECTION
STARTER FAILS
TO ENGAGE.1. BATTERY
DISCHARGED OR
FAULTY.1. REFER TO THE BATTERY SECTION FOR MORE
INFORMATION. CHARGE OR REPLACE BATTERY, IF
REQUIRED.
2. STARTING CIRCUIT
WIRING FAULTY.2. REFER TO FEED CIRCUIT RESISTANCE TEST AND FEED
CIRCUIT TEST IN THIS SECTION.
3. STARTER RELAY
FAULTY.3. REFER TO RELAY TEST, IN THIS SECTION. REPLACE
RELAY, IF NECESSARY.
4. IGNITION SWITCH
FAULTY.4. REFER TO IGNITION SWITCH TEST, IN THE STEERING
SECTION OR 8 WIRING DIAGRAMS. REPLACE SWITCH, IF
NECESSARY.
5. PARK/NEUTRAL
POSITION SWITCH
(AUTO TRANS) FAULTY
OR MIS-ADJUSTED.5. REFER PARK/NEUTRAL POSITION SWITCH TEST, IN THE
TRANSAXLE. SECTION FOR MORE INFORMATION. REPLACE
SWITCH, IF NECESSARY.
6. CLUTCH INTERLOCK
SWITCH (MAN TRANS)
FAULTY.6. REFER TO CLUTCH PEDAL POSITION SWITCH TEST, IN
THE CLUTCH. SECTION. REPLACE SWITCH, IF NECESSARY.
7. STARTER SOLENOID
FAULTY.7. REFER TO SOLENOID TEST, IN THIS SECTION. REPLACE
STARTER ASSEMBLY, IF NECESSARY.
8. STARTER ASSEMBLY
FAULTY.8. IF ALL OTHER STARTING SYSTEM COMPONENTS AND
CIRCUITS CHECK OK, REPLACE STARTER ASSEMBLY.
9. FAULTY TEETH ON
RING GEAR.9. ROTATE FLYWHEEL 360É, AND INSPECT TEETH AND RING
GEAR REPLACED IF DAMAGED.
10. PCM DOUBLE
START OVERRIDE
OUTPUT FAILURE.10. REFER TO PCM DIAGNOSTIC. CHECK FOR CONTINUITY
BETWEEN PCM AND TERMINAL 85. REPAIR OPEN CIRCUIT
AS REQUIRED. IF OK, PCM MAY BE DEFECTIVE.
STARTER
ENGAGES,
FAILS TO TURN
ENGINE.1. BATTERY
DISCHARGED OR
FAULTY.1. REFER TO THE BATTERY SECTION FOR MORE
INFORMATION. CHARGE OR REPLACE BATTERY AS
NECESSARY.
RSSTARTING8F-29
STARTING (Continued)
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