Power system CHRYSLER VOYAGER 2004 Manual Online

VOLTAGE REGULATOR
DESCRIPTION
The Electronic Voltage Regulator (EVR) is not a
separate component. It is actually a voltage regulat-
ing circuit located within the Powertrain Control
Module (PCM). The EVR is not serviced separately. If
replacement is necessary, the PCM must be replaced.
OPERATION
The amount of DC current produced by the gener-
ator is controlled by EVR circuitry contained within
the PCM. This circuitry is connected in series with
the generators second rotor field terminal and its
ground. Voltage is regulated within the PCM on the NGC
vehicles, to control the strength of the rotor magnetic
field. The EVR circuitry monitors system line voltage
at the PDC and calculated battery temperature or
inlet air temperature sensor (refer to Inlet Air Tem-
perature Sensor, if equipped, for more information ).
It then determines a target charging voltage. If
sensed battery voltage is lower than the target volt-
age, the PCM feeds the field winding until sensed
battery voltage is at the target voltage. A circuit in
the PCM cycles the feed side of the generator field at
250 times per second (250Hz), but has the capability
to feed the field control wire 100% of the time (full
field) to achieve the target voltage. If the charging
rate cannot be monitored (limp-in), a duty cycle of
20% is used by the PCM in order to have some gen-
erator output. Also refer to Charging System Opera-
tion for additional information.
Fig. 15 DECOUPLER INSTALLATION (Litens)
RS CHARGING8Fs-29
GENERATOR DECOUPLER PULLEY (Continued)

STARTING
TABLE OF CONTENTS
page page
STARTING DESCRIPTION .........................30
OPERATION ...........................30
DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - STARTINGSYSTEM TEST .......................30
DIAGNOSIS AND TESTING - CONTROL CIRCUIT TEST ........................32
DIAGNOSIS AND TESTING - FEED CIRCUIT RESISTANCE TEST ....................34
DIAGNOSIS AND TESTING - FEED CIRCUIT TEST ...............................35 SPECIFICATIONS
Torques .............................35
STARTER ...........................36
STARTER MOTOR REMOVAL REMOVAL - 2.4L ......................36
REMOVAL - 3.3/3.8L ...................36
REMOVAL - 2.5L ......................36
INSTALLATION INSTALLATION - 2.4L ..................37
INSTALLATION - 3.3/3.8L ................37
INSTALLATION - 2.5L ..................38
STARTING
DESCRIPTION
The starting system consists of:
²Starter relay
² Starter motor (including an integral starter sole-
noid) Other components to be considered as part of start-
ing system are: ² Battery
² Battery cables
² Ignition switch and key lock cylinder
² Clutch pedal position switch (manual transmis-
sion) ² Park/neutral position switch (automatic trans-
mission) ² Wire 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: ² Battery - 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
8Fs - 30 STARTINGRS

the battery, if required. Refer to the Battery section
for more information.² Ignition Switch - Visually inspect the ignition
switch for indications of physical damage and loose
or corroded wire harness connections. ² Transmission 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. ² Starter Relay - Visually inspect the starter
relay for indications of physical damage and loose or
corroded wire harness connections. ² Starter Motor - Visually inspect the starter
motor for indications of physical damage and loose or
corroded wire harness connections. ²
Starter Solenoid - Visually inspect the starter
solenoid for indications of physical damage and loose
or corroded wire harness connections. ² Wiring - 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. ² Power 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.
RS
STARTING8Fs-31
STARTING (Continued)

CONDITION POSSIBLE CAUSE CORRECTION2. STARTING CIRCUIT
WIRING FAULTY. 2. REFER TO THE FEED CIRCUIT RESISTANCE TEST AND
THE FEED CIRCUIT TEST IN THIS SECTION. REPAIR AS
NECESSARY.
3. STARTER ASSEMBLY
FAULTY. 3. IF ALL OTHER STARTING SYSTEM COMPONENTS AND
CIRCUITS CHECK OK, REPLACE STARTER ASSEMBLY.
4. ENGINE SEIZED. 4. REFER TO THE ENGINE SECTION, FOR DIAGNOSTIC AND SERVICE PROCEDURES.
5. LOOSE
CONNECTION AT
BATTERY, PDC,
STARTER, OR ENGINE
GROUND. 5. INSPECT FOR LOOSE CONNECTIONS.
6. FAULTY TEETH ON
RING GEAR. 6. ROTATE FLYWHEEL 360É, AND INSPECT TEETH AND RING
GEAR REPLACED IF DAMAGED.
STARTER
ENGAGES,
SPINS OUT
BEFORE
ENGINE
STARTS. 1. BROKEN TEETH ON
STARTER RING GEAR.
1. REMOVE STARTER. INSPECT RING GEAR AND REPLACE
IF NECESSARY.
2. STARTER ASSEMBLY
FAULTY. 2. IF ALL OTHER STARTING SYSTEM COMPONENTS AND
CIRCUITS CHECK OK, REPLACE STARTER ASSEMBLY.
STARTER DOES
NOT
DISENGAGE. 1. STARTER
IMPROPERLY
INSTALLED. 1. INSTALL STARTER. TIGHTEN STARTER MOUNTING
HARDWARE TO CORRECT TORQUE SPECIFICATIONS.
2. STARTER RELAY
FAULTY. 2. REFER TO RELAY TEST, IN THIS SECTION. REPLACE
RELAY, IF NECESSARY.
3. IGNITION SWITCH
FAULTY. 3. REFER TO IGNITION SWITCH TEST, IN THE STEERING
SECTION. REPLACE SWITCH, IF NECESSARY.
4. STARTER ASSEMBLY
FAULTY. 4. IF ALL OTHER STARTING SYSTEM COMPONENTS AND
CIRCUITS CHECK OK, REPLACE STARTER ASSEMBLY.
5. FAULTY TEETH ON
RING GEAR. 5. ROTATE FLYWHEEL 360É, AND INSPECT TEETH AND RING
GEAR REPLACED IF DAMAGED.
DIAGNOSIS AND TESTING - CONTROL
CIRCUIT TEST
The starter control circuit has:
²
Starter motor with integral solenoid
² Starter relay
² Transmission range sensor, or Park/Neutral
Position switch with automatic transmissions ² Ignition switch
² Battery
² All related wiring and connections
² Powertrain Control Module (PCM)
CAUTION: Before performing any starter tests, the
ignition and fuel systems must be disabled. ²
To disable ignition and fuel systems, disconnect
the Automatic Shutdown Relay (ASD). The ASD relay
is located in the Power Distribution Center (PDC).
Refer to the PDC cover for the proper relay location.
STARTER SOLENOID
WARNING: CHECK TO ENSURE THAT THE TRANS-
MISSION IS IN THE PARK POSITION WITH THE
PARKING BRAKE APPLIED. THIS MAY RESULT IN
PERSONAL INJURY OR DEATH.
(1) Verify battery condition. Battery must be in
good condition with a full charge before performing
any starter tests. Refer to Battery Tests.
8Fs - 32 STARTINGRS
STARTING (Continued)

(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3. (3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
to the starter solenoid field coils. There should be
continuity between the cavity for relay terminal 87
and the starter solenoid terminal at all times. If OK,
go to Step 4. If not OK, repair the open circuit to the
starter solenoid as required. (4) The coil battery terminal (85) is connected to
the electromagnet in the relay. It is energized when
the ignition switch is held in the Start position and
the clutch pedal is depressed (manual trans). Check
for battery voltage at the cavity for relay terminal 86
with the ignition switch in the Start position and the
clutch pedal is depressed (manual trans), and no
voltage when the ignition switch is released to the
On position. If OK, go to Step 5. If not OK, check for
an open or short circuit to the ignition switch and
repair, if required. If the circuit to the ignition switch
is OK, see the Ignition Switch Test procedure in this
group. (5) The coil ground terminal (86) is connected to
the electromagnet in the relay. It is grounded by the
PCM if the conditions are right to start the car. For
automatic trans. cars the PCM must see Park Neu-
tral switch low and near zero engine speed (rpm).
For manual trans. cars the PCM only needs to see
near zero engine speed (rpm) and low clutch inter-
lock input and see near zero engine speed (rpm). To
diagnose the Park Neutral switch of the trans range
sensor refer to the transaxle section. Check for conti-
nuity to ground while the ignition switch is in the
start position and if equipped the clutch pedal
depressed. If not OK and the vehicle has an auto-
matic trans. verify Park Neutral switch operation. If
that checks OK check for continuity between PCM
and the terminal 86. Repair open circuit as required.
Also check the clutch interlock switch operation if
equipped with a manual transmission. If OK, the
PCM may be defective.
SAFETY SWITCHES
For diagnostics of the Transmission Range Sensor,
refer to the Transaxle section for more information. If equipped with Clutch Interlock/Upstop Switch,
refer to Diagnosis and Testing in the Clutch section.
IGNITION SWITCH
After testing starter solenoid and relay, test igni-
tion switch and wiring. Refer to the Ignition Section
or Wiring Diagrams for more information. Check all
wiring for opens or shorts, and all connectors for
being loose or corroded.
BATTERY
For battery diagnosis and testing, refer to the Bat-
tery section for procedures.
ALL RELATED WIRING AND CONNECTORS
Refer to Wiring Diagrams for more information.
DIAGNOSIS AND TESTING - FEED CIRCUIT
RESISTANCE TEST
Before proceeding with this operation, review Diag-
nostic Preparation and Starter Feed Circuit Tests.
The following operation will require a voltmeter,
accurate to 1/10 of a volt.
CAUTION: Ignition and Fuel systems must be dis-
abled to prevent engine start while performing the
following tests.
(1) To disable the Ignition and Fuel systems, dis-
connect the Automatic Shutdown Relay (ASD). The
ASD relay is located in the Power Distribution Cen-
ter (PDC). Refer to the PDC cover for proper relay
location. (2) Gain access to battery terminals.
(3) With all wiring harnesses and components
properly connected, perform the following: (a) Connect the negative lead of the voltmeter to
the battery negative post, and positive lead to the
battery negative cable clamp. Rotate and hold the
ignition switch in the START position. Observe the
voltmeter. If voltage is detected, correct poor con-
tact between cable clamp and post. (b) Connect positive lead of the voltmeter to the
battery positive post, and negative lead to the bat-
tery positive cable clamp. Rotate and hold the igni-
tion switch key in the START position. Observe the
voltmeter. If voltage is detected, correct poor con-
tact between the cable clamp and post. (c) Connect negative lead of voltmeter to battery
negative terminal, and positive lead to engine
block near the battery cable attaching point.
Rotate and hold the ignition switch in the START
position. If voltage reads above 0.2 volt, correct
poor contact at ground cable attaching point. If
voltage reading is still above 0.2 volt after correct-
ing poor contacts, replace ground cable.
(4) Connect positive voltmeter lead to the starter
motor housing and the negative lead to the battery
negative terminal. Hold the ignition switch key in
the START position. If voltage reads above 0.2 volt,
correct poor starter to engine ground. (a) Connect the positive voltmeter lead to the
battery positive terminal, and negative lead to bat-
tery cable terminal on starter solenoid. Rotate and
hold the ignition switch in the START position. If
voltage reads above 0.2 volt, correct poor contact at
8Fs - 34 STARTINGRS
STARTING (Continued)

battery cable to solenoid connection. If reading is
still above 0.2 volt after correcting poor contacts,
replace battery positive cable.(b) If resistance tests do not detect feed circuit
failures, replace the starter motor.
DIAGNOSIS AND TESTING - FEED CIRCUIT
TEST
NOTE: The following results are based upon the
vehicle being at room temperature.
The following procedure will require a suitable
volt-ampere tester (Fig. 1).
CAUTION: Before performing any starter tests, the
ignition and fuel systems must be disabled.
(1) Check battery before performing this test. Bat-
tery must be fully charged. (2) Connect a volt-ampere tester to the battery ter-
minals. Refer to the operating instructions provided
with the tester being used. (3) To disable the ignition and fuel systems, dis-
connect the Automatic Shutdown Relay (ASD). The
ASD relay is located in the Power Distribution Cen-
ter (PDC). Refer to the PDC cover for proper relay
location. (4) Verify that all lights and accessories are OFF,
and the transmission shift selector is in the PARK
and SET parking brake.
CAUTION: Do not overheat the starter motor or
draw the battery voltage below 9.6 volts during
cranking operations.
(5) Rotate and hold the ignition switch in the
START position. Observe the volt-ampere tester (Fig.
1). ² If voltage reads above 9.6 volts, and amperage
draw reads above 280 amps, check for engine seizing
or faulty starter. ² If voltage reads 12.4 volts or greater and amper-
age reads 0 to 10 amps, check for corroded cables
and/or bad connections. ² Voltage below 9.6 volts and amperage draw
above 300 amps, the problem is the starter. Replace
the starter refer to starter removal. (6) After the starting system problems have been
corrected, verify the battery state-of-charge and
charge battery if necessary. Disconnect all testing
equipment and connect ASD relay. Start the vehicle
several times to assure the problem has been cor-
rected.
SPECIFICATIONS
Torques
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Starter Mounting Bolts 47.4 35
Starter Solenoid Battery Nut 11.3 8.3 100
Fig. 1 Volt Ampere Tester
RS
STARTING8Fs-35
STARTING (Continued)

HEATED SYSTEMS
TABLE OF CONTENTS
page page
HEATED GLASS........................... 1
HEATED MIRRORS......................... 6HEATED SEAT SYSTEM..................... 7
HEATED GLASS
TABLE OF CONTENTS
page page
HEATED GLASS
DESCRIPTION..........................1
OPERATION............................2
DIAGNOSIS AND TESTING - REAR WINDOW
DEFOGGER SYSTEM...................2
REAR WINDOW DEFOGGER RELAY
DESCRIPTION..........................3
OPERATION............................3REMOVAL.............................3
INSTALLATION..........................3
REAR WINDOW DEFOGGER SWITCH
DESCRIPTION..........................4
OPERATION............................4
REAR WINDOW DEFOGGER GRID
STANDARD PROCEDURE - GRID LINE AND
TERMINAL REPAIR.....................4
HEATED GLASS
DESCRIPTION
CAUTION: Grid lines can be damaged or scraped
off with sharp instruments. Care should be taken in
cleaning glass or removing foreign materials,
decals or stickers. Normal glass cleaning solvents
or hot water used with rags or toweling is recom-
mended.
The rear window defogger system consists of two
vertical bus bars linked by a series of grid lines fired
onto the inside surface of the rear window (Fig. 1).
The rear window defogger system is turned ON or
OFF by a control switch located on the A/C-heater
control at the center of the instrument panel and by
a rear window defogger relay timing circuit integral
to the integrated power module (IPM) (Refer to 8 -
ELECTRICAL/HEATED GLASS/REAR WINDOW
DEFOGGER SWITCH - DESCRIPTION).
Circuit protection is provided by a 40 amp fuse
located in the IPM.
Fig. 1 Rear Window Defogger - Typical
1 - REAR DEFOGGER GRID
2 - REAR WINDOW
RSHEATED SYSTEMS8G-1

OPERATION
When the rear window defogger button is
depressed to the On position, current is directed to
the rear defogger grid lines and the heated power
mirrors (if equipped). The heated grid lines heat the
glass to help clear the rear window and side mirror
surfaces of fog or frost.
The defogger system is controlled by a momentary
switch located in the A/C-heater control on the
instrument panel. A yellow indicator in the switch
will illuminate to indicate when the defogger system
is turned on. The integrated power module (IPM)
contains the defogger system control circuitry.
NOTE:
The rear window defogger turns off automat-
ically after approximately 10 minutes of initial opera-
tion. Each following activation cycle of the defogger
system will last approximately five minutes.
The defogger system will be automatically turned
off after a programmed time interval of about ten
minutes. After the initial time interval has expired, if
the defogger switch is turned on again during the
same ignition cycle, the defogger system will auto-
matically turn off after about five minutes.
The defogger system will automatically shut off if
the ignition switch is turned to the Off position, or it
can be turned off manually by depressing the defog-
ger switch a second time.
DIAGNOSIS AND TESTING - REAR WINDOW
DEFOGGER SYSTEM
The electrically heated rear window defogger oper-
ation can be checked on the vehicle in the following
manner:
(1) Turn the ignition switch to the On position.
(2) Make sure that the defogger switch is Off.
(3) Using a ammeter on the battery, turn the rear
defogger control switch to the On position, a distinct
increase in amperage draw should be noted.
(4) The rear window defogger operation can be
checked by feeling the glass. A distinct difference in
temperature between the grid lines and adjacent
clear glass should be detected in three to four min-
utes of operation.
(5) Using a DC voltmeter, contact the negative
lead to Point B, and the positive lead to Point A (Fig.
2). The voltmeter should read 10-14 volts.
NOTE: Illumination of the LED indicator means that
there is power available at the switch, but does not
necessarily verify system operation.
(6) If turning the defogger switch On produced no
distinct current draw on the ammeter, the problem
should be isolated in the following manner:²Confirm that the ignition switch is On.
²Make sure that the heated rear window feed
wire is connected to the terminal and that the
ground wire is in fact grounded.
²Make sure that fuse 13 (40 amp) in the inte-
grated power module (IPM) is OK.
(7) When the above steps have been completed and
the system is still inoperative, one or more of the fol-
lowing could be defective. It may be necessary to con-
nect a DRBIIItscan tool to perform further
diagnostics. Refer to Body Diagnostic Procedures.
²Rear window defogger switch in the A/C-heater
control.
²J1850 bus communication between the A/C-
heater control and the front control module (FCM).
²Rear window defogger relay in the IPM.
²Rear window defogger relay control circuity in
the IPM.
²Check for a loose wire connector or a wire
pushed out of a connector.
²Rear window grid lines (all grid lines would
have to be broken, or one of the feed wires not con-
nected for the system to be inoperative).
(8) If turning the rear window defogger switch On
produces severe voltmeter deflection, the circuit
should be closely checked for a shorting condition.
(9) If the system operation has been verified but
LED indicator does not illuminate, replace the A/C-
heater control.
(10) For detailed wiring information, refer to Wir-
ing Diagrams.
Fig. 2 Grid Line Test
1 - VOLTMETER
2 - VOLTAGE FEED (A)
3 - FEED WIRE
4 - MID-POINT (C)
5 - HEATED WINDOW GRID
6 - GROUND WIRE
7 - GROUND (B)
8G - 2 HEATED GLASSRS
HEATED GLASS (Continued)

REAR WINDOW DEFOGGER
RELAY
DESCRIPTION
The rear window defogger relay (Fig. 3) is a Inter-
national Standards Organization (ISO)-type relay.
Relays conforming to the ISO specifications have
common physical dimensions, current capacities, ter-
minal patterns, and terminal functions. The rear
window defogger relay is a electromechanical device
that switches battery current through a fuse in the
integrated power module (IPM) to the rear window
defogger grid and switches battery current through a
positive thermal coefficient (PTC) in the IMP to the
outside mirror heating grids. The relay is energized
when the relay coil is provided a ground path by the
rear window defogger relay control in the front con-
trol module (FCM).
The rear window defogger relay is located in the
IPM in the engine compartment. See the fuse and
relay layout map on the inner surface of the IPM
cover for rear window defogger relay identification
and location.
The rear window defogger relay cannot be adjusted
or repaired and, if damaged or faulty, it must be
replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one mov-
able) electrical contacts. The movable (common feed)
relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When the elec-
tromagnetic coil is energized, it draws the movablecontact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact.
When the electromagnetic coil is de-energized,
spring pressure returns the movable contact to the
normally closed position. The resistor is connected in
parallel with the electromagnetic coil in the relay,
and helps to dissipate voltage spikes that are pro-
duced when the coil is de-energized.
Refer to the appropriate wiring information for
diagnosis and testing of the ISO relay and for com-
plete rear window defogger system wiring diagrams.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover from the Integrated Power
Module (IPM) (Fig. 4).
(3) Refer to the fuse and relay layout map molded
into the inner surface of the IPM cover for rear win-
dow defogger relay identification and location.
(4) Remove the rear window defogger relay from
the IPM.
INSTALLATION
(1) Refer to the fuse and relay layout map molded
into the inner surface of the Integrated Power Mod-
ule (IPM) cover for rear window defogger relay iden-
tification and location.
Fig. 3 Rear Window Defogger Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
Fig. 4 Integrated Power Module
1 - BATTERY THERMAL GUARD
2 - INTEGRATED POWER MODULE (IPM)
3 - FRONT CONTROL MODULE
RSHEATED GLASS8G-3

HEATED MIRRORS
TABLE OF CONTENTS
page page
HEATED MIRRORS
DESCRIPTION..........................6OPERATION............................6
HEATED MIRRORS
DESCRIPTION
The optional heated mirror system only operates in
concert with the rear window defogger system, and
will be automatically shut off after a programmed
time interval of about ten minutes. After the initial
time interval has expired, if the defogger switch is
turned on again during the same ignition cycle, the
heated mirror system will automatically shut off
after about five minutes.
The heated mirror system will automatically shut
off if the ignition switch is turned to the Off position,
or it can be shut off manually by pressing the rear
window defogger switch a second time.
OPERATION
When the rear window defogger switch (Fig. 1) is
in the On position, an electric heater grid located
behind the glass of each of the outside rear view mir-
rors is energized. When energized, each of these
heater grids produce heat to help clear the outside
rear view mirrors of ice, snow, or fog.
The heated mirror system is controlled by a
momentary rear window defogger switch on the A/C-
heater control. An amber indicator lamp in the
switch will illuminate to indicate when the defogger
system is turned on.
If the outside mirror heating grids are both inoper-
ative, refer to DIAGNOSIS AND TESTING - REARWINDOW DEFOGGER SYSTEM in his group. If
only one of the outside mirror heating grids is inop-
erative, Refer to 8 - ELECTRICAL/POWER MIR-
RORS - DIAGNOSIS AND TESTING.
The heating grid behind each outside mirror glass
cannot be repaired and, if faulty or damaged, the
entire power mirror assembly must be replaced.
Fig. 1 A/C-Heater Control Panel
1 - TRIM BEZEL
2 - INFRARED TEMPERATURE SENSOR
3 - A/C REQUEST SWITCH
4 - REAR WINDOW DEFOGGER/HEATED MIRRORS SWITCH
5 - FRONT WINDOW DEFROSTER MODE SELECTOR
8G - 6 HEATED MIRRORSRS