power modul CHRYSLER VOYAGER 2005 Owner's Guide

(1) Turn wheels to the left.
(2) Disconnect the negative battery cable.
(3) Raise vehicle and support.
(4) Remove the left front wheel well splash shield
(Fig. 13).
(5) Unlock and disconnect the electrical connectors
(Fig. 14).
(6) Remove 3 screws from PCM to mounting
bracket.
(7) Remove the PCM.INSTALLATION
INSTALLATION - SBEC CONTROLLER
(1) Install the PCM.
(2) Install the lower PCM mounting bolt. Tighten
bolt.
(3) Install the 2 upper PCM bracket bolts. Tighten
bolt.
(4) Install the headlamp, refer to the Lamps sec-
tion for more information.
(5) Install the 2 PCM connectors.
(6) Install the battery shield, refer to the Battery
section for more information.
(7) Connect the negative battery cable.
INSTALLATION
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 and vehicle iden-
tification number (VIN) in the new PCM. Use the
DRBIIItscan tool to change the millage and VIN in
the PCM. If this step is not done a diagnostic trouble
code (DTC) may be set and SKIM must be done or
car will not start if it is a SKIM equipped car. If a
SKIM car you must do a secret key transfer also.
Refer to the appropriate Powertrain Diagnostic Man-
ual and the DRBIIItscan tool.
(1) Install PCM module to the mounting bracket.
(2) Install electrical connectors and lock.
(3) Install the splash shield.
(4) Lower vehicle.
(5) Connect the negative battery cable.
(6) Using DRBIIItscan tool, program mileage and
vehicle identification number (VIN) into PCM. Refer
to the DRBIIItscan tool and the appropriate Power-
train Diagnostic Manual.
Fig. 13 SPLASH SHIELD
Fig. 14 NGC CONTROLLER
RSELECTRONIC CONTROL MODULES8E-17
POWERTRAIN CONTROL MODULE (Continued)

SLIDING DOOR CONTROL
MODULE
DESCRIPTION
Vehicles equipped with a power sliding door system
utilize a sliding door control module. The sliding door
control module is located behind the sliding door trim
panel in the center of the door, just above the sliding
door motor (Fig. 15). This module controls the opera-
tion of the door through the Programmable Commu-
nication Interface (PCI) data bus circuit and the
Body Control Module (BCM). The sliding door control
module contains software technology which enables it
to detect resistance to door travel and to reverse door
travel in order to avoid damage to the door or to
avoid possible personal injury if the obstruction is a
person. This feature functions in both the opening
and closing cycles. If the power sliding door system
develops any problems the control module will store
and recall Diagnostic Trouble Codes (DTC). The use
of a diagnostic scan tool, such as the DRB IIItis
required to read and troubleshoot these trouble
codes. The sliding door control module can be
reflashed if necessary. Refer to the latest Technical
Service Bulletin (TSB) Information for any updates.The power door control module is a replaceable
component and cannot be repaired, if found to be
faulty it must be replaced.
OPERATION
The power sliding door control module serves as
the main computer for the power sliding door system.
All power door functions are processed through the
power sliding door control module and/or the vehicles
Body Control Module (BCM). At the start of a power
open command, a signal is sent to the BCM and then
to the power sliding door control module via the Pro-
grammable Communication Interface (PCI) data bus
circuit. This signal, generated by any of the power
door command switches, tells the power sliding door
control module to activate a power latch release,
engage the clutch assembly and drive the door into
the full open position. If an obstacle is felt during
this power open cycle, the module will reverse direc-
tion and close the door. This process is also enabled
during a power close cycle. This process will repeat
three times, and if a fourth obstacle is detected, the
door will go into full manual mode. Once the full
open position is obtained, a hold open latch assembly
mounted full open switch tells the power sliding door
control module that the door has reached the full
open position. If the power sliding door system devel-
ops any problems the power sliding door control mod-
ule will store and recall Diagnostic Trouble Codes
(DTC). The use of a diagnostic scan tool, such as the
DRB IIItis required to read and troubleshoot these
trouble codes.
DIAGNOSIS AND TESTING
SLIDING DOOR CONTROL MODULE
Any diagnosis of the power sliding door sys-
tem should begin with the use of the DRB IIIt
diagnostic tool. For information on the use of
the DRB IIIt, refer to the appropriate Diagnos-
tic Procedures information.
Inspect the related wiring harness connectors for
broken, bent, pushed out, or corroded terminals.
Refer to the appropriate wiring information.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the appropriate door trim panel from
the vehicle. (Refer to 23 - BODY/DOORS - SLIDING/
TRIM PANEL - REMOVAL)
(3) Remove the weather shield.
Fig. 15 Power Side Door Components
1 - SLIDING DOOR CONTROL MODULE
2 - MODULE RETAINING SCREW
3 - MODULE ELECTRICAL CONNECTORS
4 - DOOR MOTOR ASSEMBLY
5 - FLEX DRIVE ASSEMBLY
6 - DOOR MOTOR RETAINING FASTENERS
7 - DOOR MOTOR ELECTRICAL CONNECTOR
8E - 18 ELECTRONIC CONTROL MODULESRS

(4) Disconnect the power door control module elec-
trical connectors. Slide the red locking tab out (away
from module) and depress connector retaining tab,
while pulling straight apart.
(5) Remove the control module retaining screw
(Fig. 16).
(6) Remove the module from the vehicle.
INSTALLATION
(1) Position the sliding door control module and
install the retaining screw.
(2) Connect the electrical connectors. Slide the
locking tab into the locked position.
(3) Install the weather shield.
(4) Install the appropriate door trim panel on the
vehicle. (Refer to 23 - BODY/DOORS - SLIDING/
TRIM PANEL - INSTALLATION)
(5) Connect the battery negative cable.
(6) Using an appropriate scan tool, check and
erase any power door control module diagnostic trou-
ble codes.
(7) Verify power door system operation. Cycle the
power door through one complete open and close
cycle.
Fig. 16 Power Side Door Components
1 - SLIDING DOOR CONTROL MODULE
2 - MODULE RETAINING SCREW
3 - MODULE ELECTRICAL CONNECTORS
4 - DOOR MOTOR ASSEMBLY
5 - FLEX DRIVE ASSEMBLY
6 - DOOR MOTOR RETAINING FASTENERS
7 - DOOR MOTOR ELECTRICAL CONNECTOR
RSELECTRONIC CONTROL MODULES8E-19
SLIDING DOOR CONTROL MODULE (Continued)

OPERATION
The battery system is designed to provide a safe,
efficient, reliable and mobile means of delivering and
storing electrical energy. This electrical energy is
required to operate the engine starting system, as
well as to operate many of the other vehicle acces-
sory systems for limited durations while the engine
and/or the charging system are not operating. The
battery system is also designed to provide a reserve
of electrical energy to supplement the charging sys-
tem for short durations while the engine is running
and the electrical current demands of the vehicle
exceed the output of the charging system. In addition
to delivering, and storing electrical energy for the
vehicle, the battery system serves as a capacitor and
voltage stabilizer for the vehicle electrical system. It
absorbs most abnormal or transient voltages caused
by the switching of any of the electrical components
or circuits in the vehicle.
DIAGNOSIS AND TESTING
BATTERY SYSTEM
The battery, starting, and charging systems in the
vehicle operate with one another and must be tested
as a complete system. In order for the engine to start
and the battery to maintain its charge properly, all of
the components that are used in these systems must
perform within specifications. It is important that
the battery, starting, and charging systems be thor-
oughly tested and inspected any time a battery needs
to be charged or replaced. The cause of abnormal bat-
tery discharge, overcharging or early battery failuremust be diagnosed and corrected before a battery is
replaced and before a vehicle is returned to service.
The service information for these systems has been
separated within this service manual to make it eas-
ier to locate the specific information you are seeking.
However, when attempting to diagnose any of these
systems, it is important that you keep their interde-
pendency in mind.
The diagnostic procedures used for the battery,
starting, and charging systems include the most
basic conventional diagnostic methods, to the more
sophisticated On-Board Diagnostics (OBD) built into
the Powertrain Control Module (PCM). Use of an
induction-type milliampere ammeter, a volt/ohmme-
ter, a battery charger, a carbon pile rheostat (load
tester) and a 12-volt test lamp may be required. All
OBD-sensed systems are monitored by the PCM.
Each monitored circuit is assigned a Diagnostic Trou-
ble Code (DTC). The PCM will store a DTC in elec-
tronic memory for any failure it detects. (Refer to 8 -
ELECTRICAL/CHARGING - DIAGNOSIS AND
TESTING) for the proper charging system on-board
diagnostic test procedures.MICRO 420 BATTERY TESTER
The Micro 420 automotive battery tester is
designed to help the dealership technicians diagnose
the cause of a defective battery. Follow the instruc-
tion manual supplied with the tester to properly
diagnose a vehicle. If the instruction manual is not
available refer to the standard procedure in this sec-
tion, which includes the directions for using the
Micro 420 battery tester.
8F - 2 BATTERY SYSTEMRS
BATTERY SYSTEM (Continued)

twenty amperes or more will require a shorter charg-
ing time.
²State-Of-Charge- A completely discharged bat-
tery requires more charging time than a partially
discharged battery. Electrolyte is nearly pure water
in a completely discharged battery. At first, the
charging current (amperage) will be low. As the bat-
tery charges, the specific gravity of the electrolyte
will gradually rise.
The Conventional Battery Charging Time Table
gives an indication of the time required to charge a
typical battery at room temperature based upon the
battery state-of-charge and the charger capacity.
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
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 8 - ELECTRICAL/BATTERY
SYSTEM/BATTERY - STANDARD PROCEDURE) 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.
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 or
greater, it may be load tested to reveal its crankingcapacity. (Refer to 8 - ELECTRICAL/BATTERY SYS-
TEM/BATTERY - STANDARD PROCEDURE -
USING THE MICRO 420 BATTERY TESTER) 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%
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.
RSBATTERY SYSTEM8F-13
BATTERY (Continued)

(3) Set an electronic digital multi-meter to its
highest amperage scale. Connect the multi-meter
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 for complete Integrated Power Module
fuse, circuit breaker, and circuit identification. This
will isolate each circuit and identify the circuit that
is the source of the high-amperage IOD. If the
amperage reading remains high after removing and
replacing each fuse and circuit breaker, disconnect
the wire harness from the generator. If the amperage
reading now becomes very low or nonexistent, (Refer
to 8 - ELECTRICAL/CHARGING - DIAGNOSIS AND
TESTING) for the proper charging system diagnosis
and testing procedures. After the high-amperage IOD
has been corrected, switch the multi-meter to pro-
gressively lower amperage scales and, if necessary,
repeat the fuse and circuit breaker remove-and-re-
place process to identify and correct all sources of
excessive IOD. It is now safe to select the lowest mil-
liampere 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.
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. 9).
WARNING: NEVER PUT YOUR FACE NEAR A GAS-
SING, HOT OR SWELLED BATTERY. SERIOUS PER-
SONAL INJURY MAY RESULT.
Fig. 9 BATTERY CELL CAP REMOVAL/
INSTALLATION - LOW-MAINTENANCE BATTERY
ONLY
1 - BATTERY CELL CAP
2 - BATTERY CASE
8F - 14 BATTERY SYSTEMRS
BATTERY (Continued)

press the ENTER button to view the SERVICE
CODE. Pressing the CODE button a second time will
return you to the test results.
BATTERY TEST RESULTS
GOOD BATTERY Return to service
GOOD - RECHARGE Fully charge battery and
return to service
CHARGE & RETEST Fully charge battery and
retest battery
REPLACE BATTERY Replace the battery and
retest complete system
BAD-CELL REPLACE Replace the battery and
retest complete system
NOTE: The SERVICE CODE is required on every
warranty claim submitted for battery replacement.
REMOVAL - BATTERY
WARNING: A SUITABLE PAIR OF HEAVY DUTY
RUBBER GLOVES AND SAFETY GLASSES SHOULD
BE WORN WHEN REMOVING OR SERVICING A
BATTERY.
WARNING: REMOVE METALLIC JEWELRY TO
AVOID INJURY BY ACCIDENTAL ARCING OF BAT-
TERY CURRENT.
(1) Verify that the ignition switch and all accesso-
ries are OFF.
(2) Disconnect the battery cables from the battery
posts, negative first (Fig. 12).
(3) Remove the battery hold down retaining nut.
(4) Remove the battery hold down bracket.
(5) Remove the battery from the vehicle.
INSTALLATION
(1) Position the battery in the battery tray.
(2) Install the battery hold down bracket and
retaining nut. Torque the nut to 20 N´m (180 in. lbs.).
(3) Connect the battery cables to the battery posts,
positive cable first. Torque terminal fasteners to 5
N´m (40 in. lbs.).
BATTERY HOLDDOWN
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) Disconnect and isolate the battery negative
cable.
(3) Remove the nut with washer that secures the
battery hold down bracket to the battery tray and
support unit.
(4) 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.).
(3) Connect the battery negative cable.
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.
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
Fig. 12 BATTERY POSITION & ORIENTATION
1 - BATTERY THERMOWRAP (IF EQUIPPED)
2 - INTEGRATED POWER MODULE
3 - FRONT CONTROL MODULE
8F - 16 BATTERY SYSTEMRS
BATTERY (Continued)

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 vehicles. Refer to the appropriate wiring
information for complete circuit schematic or connec-
tor pin-out information.
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 CABLES
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
B(+) terminal stud. If you probe the battery positive
terminal post and the battery positive cable eyelet
terminal at the starter solenoid B(+) terminal stud,
you are reading the combined voltage drop in the
battery positive cable terminal clamp-to-terminal
post connection and the battery positive cable.
VOLTAGE DROP TEST
The following operation will require a voltmeter
accurate to 1/10 (0.10) volt. Before performing this
test, be certain that the following procedures are
accomplished:
²The battery is fully-charged and load tested.
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BAT-
TERY - STANDARD PROCEDURE - BATTERY
CHARGING) for the proper battery charging and
load test procedures.
²Fully engage the parking brake.
²If the vehicle is equipped with an automatic
transmission, place the gearshift selector lever in the
Park position. If the vehicle is equipped with a man-
ual transmission, place the gearshift selector lever in
the Neutral position and block the clutch pedal in the
fully depressed position.
²Verify that all lamps and accessories are turned
off.
²To prevent the engine from starting, remove the
Automatic Shut Down (ASD) relay. The ASD relay is
located in the Intelligent Power Module (IPM), in the
engine compartment. See the fuse and relay layout
label affixed to the underside of the IPM cover for
ASD relay identification and location.
RSBATTERY SYSTEM8F-17
BATTERY CABLES (Continued)

CHARGING
TABLE OF CONTENTS
page page
CHARGING
DESCRIPTION - CHARGING SYSTEM.......21
OPERATION - CHARGING SYSTEM.........21
DIAGNOSIS AND TESTING
ON-BOARD DIAGNOSTIC SYSTEM........22
SPECIFICATIONS
GENERATOR........................23
TORQUE............................23
SPECIFICATIONS - BATTERY
TEMPERATURE SENSOR...............23
SPECIAL TOOLS.......................24
BATTERY TEMPERATURE SENSOR
DESCRIPTION.........................24
OPERATION...........................24
REMOVAL.............................24
GENERATOR
DESCRIPTION.........................24
OPERATION...........................24REMOVAL
REMOVAL - 2.4L......................24
REMOVAL - 2.5L......................25
REMOVAL - 3.3/3.8L...................27
INSTALLATION
INSTALLATION - 2.4L..................27
INSTALLATION - 2.5L..................27
INSTALLATION - 3.3/3.8L................27
GENERATOR DECOUPLER PULLEY
DESCRIPTION.........................28
OPERATION...........................28
DIAGNOSIS AND TESTING - GENERATOR
DECOUPLER PULLEY..................28
REMOVAL.............................29
INSTALLATION.........................29
VOLTAGE REGULATOR
DESCRIPTION.........................30
OPERATION...........................30
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. This voltage is connected through thePCM or IPM (intelligent power module) (if equipped)
and supplied to one of the generator 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.
An Ambient air temperature sensor is used to cal-
culate the temperature near the battery. This tem-
perature data, along with data from monitored 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 targeted 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-
RSCHARGING8F-21

ULES/POWERTRAIN CONTROL MODULE -
DESCRIPTION) section for more DTC information.
The Charging system ªBatteryº light indicates
problems with the charging system (voltage too high/
low, generator failure, etc.). If an extreme condition is
indicated, the lamp will be illuminated. The signal to
activate the lamp is sent via the PCI bus circuits.
The lamp is located on the instrument panel. Refer
to the Instrument Cluster section for additional infor-
mation.
The PCM uses the ambient air temperature sensor
to control the charge system voltage. This tempera-
ture, along with data from monitored line voltage, is
used by the PCM to vary the battery charging rate.
The system voltage is higher at cold temperatures
and is gradually reduced as the calculated battery
temperature increases.
The ambient temperature sensor is used to control
the battery voltage based upon ambient temperature
(approximation of battery temperature). The PCM
maintains the optimal output of the generator by
monitoring battery voltage and controlling it to a
range of 13.5 - 14.7 volts based on battery tempera-
ture.
DIAGNOSIS AND TESTING
ON-BOARD DIAGNOSTIC SYSTEM
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the OBD system. Some
circuits are checked continuously and some are
checked only under certain conditions.
If the OBD system senses that a monitored circuit
is bad, it will put a DTC into electronic memory. The
DTC will stay in electronic memory as long as the
circuit continues to be bad. The PCM is programmed
to clear the memory after 40 good trip if the problem
does not occur again.
DIAGNOSTIC TROUBLE CODES
A DTC description can be read using the DRBIIIt
scan tool. Refer to the appropriate Powertrain Diag-
nostic Procedures manual for information.
A DTC does not identify which component in a cir-
cuit is bad. Thus, a DTC should be treated as a
symptom, not as the cause for the problem. In some
cases, because of the design of the diagnostic test
procedure, a DTC can be the reason for another DTC
to be set. Therefore, it is important that the test pro-
cedures be followed in sequence, to understand what
caused a DTC to be set.ERASING DIAGNOSTIC TROUBLE CODES
The DRBIIItScan Tool must be used to erase a
DTC.
The following procedures may be used to diagnose
the charging system if:
²the check gauges lamp or battery lamp is illumi-
nated with the engine running
²the voltmeter (if equipped) does not register
properly
²an undercharged or overcharged battery condi-
tion occurs.
Remember that an undercharged battery is often
caused by:
²accessories being left on with the engine not
running
²a faulty or improperly adjusted switch that
allows a lamp to stay on. Refer to Ignition-Off Draw
Test (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/
BATTERY - STANDARD PROCEDURE)
²loose generator belt.
INSPECTION
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the On-Board Diagnostic
(OBD) system. Some charging system circuits are
checked continuously, and some are checked only
under certain conditions.
Refer to Diagnostic Trouble Codes in; Powertrain
Diagnostic manual for more DTC information. This
will include a complete list of DTC's including DTC's
for the charging system.
To perform a complete test of the charging system,
refer to the appropriate Powertrain Diagnostic Proce-
dures service manual and the DRBIIItscan tool.
Perform the following inspections before attaching
the scan tool.
(1) Inspect the battery condition. Refer to the Bat-
tery section (Refer to 8 - ELECTRICAL/BATTERY
SYSTEM - DIAGNOSIS AND TESTING) for proce-
dures.
(2) Inspect condition of battery cable terminals,
battery posts, connections at engine block, starter
solenoid and relay. They should be clean and tight.
Repair as required.
(3) Inspect all fuses in both the fuseblock and
Power Distribution Center (PDC) or IPM (if
equipped) for tightness in receptacles. They should be
properly installed and tight. Repair or replace as
required.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts if required. Refer to the Gen-
erator Removal/Installation section of this group for
8F - 22 CHARGINGRS
CHARGING (Continued)