Water CHRYSLER VOYAGER 2005 Workshop Manual

battery for a low electrolyte condition and before
returning the vehicle to service. (Refer to 8 - ELEC-
TRICAL/CHARGING - DIAGNOSIS AND TESTING)
for additional information.
The battery Group Size number, the Cold Cranking
Amperage (CCA) rating, and the Reserve Capacity
(RC) rating or Ampere-Hours (AH) rating can be
found on the original equipment battery label. Be
certain that a replacement battery has the correct
Group Size number, as well as CCA, and RC or AH
ratings that equal or exceed the original equipment
specification for the vehicle being serviced. (Refer to
8 - ELECTRICAL/BATTERY SYSTEM - SPECIFICA-
TIONS) for the proper factory-installed battery spec-
ifications.
OPERATION
The battery is designed to store electrical energy in
a chemical form. When an electrical load is applied to
the terminals of the battery, an electrochemical reac-
tion occurs. This reaction causes the battery to dis-
charge electrical current from its terminals. As the
battery discharges, a gradual chemical change takes
place within each cell. The sulfuric acid in the elec-
trolyte combines with the plate materials, causing
both plates to slowly change to lead sulfate. At the
same time, oxygen from the positive plate material
combines with hydrogen from the sulfuric acid, caus-
ing the electrolyte to become mainly water. The
chemical changes within the battery are caused by
the movement of excess or free electrons between the
positive and negative plate groups. This movement of
electrons produces a flow of electrical current
through the load device attached to the battery ter-
minals.
As the plate materials become more similar chem-
ically, and the electrolyte becomes less acid, the volt-
age potential of each cell is reduced. However, by
charging the battery with a voltage higher than that
of the battery itself, the battery discharging process
is reversed. Charging the battery gradually changes
the sulfated lead plates back into sponge lead and
lead dioxide, and the water back into sulfuric acid.
This action restores the difference in the electron
charges deposited on the plates, and the voltage
potential of the battery cells. For a battery to remain
useful, it must be able to produce high-amperage cur-
rent over an extended period. A battery must also be
able to accept a charge, so that its voltage potential
may be restored.
The battery is vented to release excess hydrogen
gas that is created when the battery is being charged
or discharged. However, even with these vents,
hydrogen gas can collect in or around the battery. If
hydrogen gas is exposed to flame or sparks, it may
ignite. If the electrolyte level is low, the battery mayarc internally and explode. If the battery is equipped
with removable cell caps, add distilled water when-
ever the electrolyte level is below the top of the
plates. If the battery cell caps cannot be removed, the
battery must be replaced if the electrolyte level
becomes low.
DIAGNOSIS AND TESTING
BATTERY
The battery must be completely charged and the
terminals should be properly cleaned and inspected
before diagnostic procedures are performed. (Refer to
8 - ELECTRICAL/BATTERY SYSTEM - CLEANING)
for the proper cleaning procedures, and (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM - INSPECTION)
for the proper battery inspection procedures. (Refer
to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY -
STANDARD PROCEDURE) for the proper battery
charging 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 or (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/BATTERY -
STANDARD PROCEDURE - USING THE MICRO
420 BATTERY TESTER) to properly diagnose a vehi-
cle
WARNING: IF THE BATTERY SHOWS SIGNS OF
FREEZING, LEAKING OR LOOSE POSTS, DO NOT
TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
MAY ARC INTERNALLY AND EXPLODE. PERSONAL
INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
AND AROUND THE BATTERY. DO NOT SMOKE,
USE FLAME, OR CREATE SPARKS NEAR THE BAT-
TERY. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC
ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID
CONTACT WITH THE SKIN, EYES, OR CLOTHING.
IN THE EVENT OF CONTACT, FLUSH WITH WATER
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
OF THE REACH OF CHILDREN.
A battery that will not accept a charge is inopera-
tive, and must be replaced. Further testing is not
required. A fully-charged battery must be tested to
determine its cranking capacity. A battery that is ful-
RSBATTERY SYSTEM8F-9
BATTERY (Continued)

Rate Table. If the charging current is still not mea-
surable at the end of the charging time, the battery
is inoperative and must be replaced. If the charging
current is measurable during the charging time, the
battery may be good and the charging should be com-
pleted in the normal manner.
SPIRAL-PLATE BATTERY CHARGE RATE TABLE
Voltage Minutes
14.4 volts maximum up to 10 minutes
13.0 to 14 volts up to 20 minutes
12.9 volts or less up to 30 minutes
CHARGING TIME REQUIRED
The time required to charge a battery will vary,
depending upon the following factors:
²Battery Capacity- A completely discharged
heavy-duty battery requires twice the charging time
of a small capacity battery.
²Temperature- A longer time will be needed to
charge a battery at -18É C (0É F) than at 27É C (80É
F). When a fast battery charger is connected to a cold
battery, the current accepted by the battery will be
very low at first. As the battery warms, it will accept
a higher charging current rate (amperage).
²Charger Capacity- A battery charger that
supplies only five amperes will require a longer
charging time. A battery charger that supplies eight
amperes will require a shorter charging 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 Battery Charging Time Table gives an indica-
tion of the time required to charge a typical battery
at room temperature based upon the battery state-of-
charge and the charger capacity.
SPIRAL-PLATE BATTERY CHARGING TIME
TABLE
Charging
Amperage5 Amps 8 Amps
Open Circuit
VoltageHours Charging @ 21É
C (70É F)
12.25 to 12.49 6 hours 3 hours
12.00 to 12.24 10 hours 5 hours
10.00 to 11.99 14 hours 7 hours
Below 10.00 18 hours 9 hours
CONVENTIONAL BATTERY CHARGING
Vehicles equipped with a diesel engine utilize a
unique spiral plate battery. This battery has a maxi-
mum charging voltage that must be used in order to
restore the battery to its full potential, failure to use
the spiral plate battery charging procedure could
result in damage to the battery or personal injury.
Battery charging is the means by which the bat-
tery can be restored to its full voltage potential. A
battery is fully-charged when:
²Micro 420 battery tester indicates battery is OK.
²Open-circuit voltage of the battery is 12.65 volts
or above.
²Battery passes Load Test multiple times.
WARNING: IF THE BATTERY SHOWS SIGNS OF
FREEZING, LEAKING, LOOSE POSTS, DO NOT
TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
MAY ARC INTERNALLY AND EXPLODE. PERSONAL
INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
AND AROUND THE BATTERY. DO NOT SMOKE,
USE FLAME, OR CREATE SPARKS NEAR THE BAT-
TERY. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC
ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID
CONTACT WITH THE SKIN, EYES, OR CLOTHING.
IN THE EVENT OF CONTACT, FLUSH WITH WATER
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
OF THE REACH OF CHILDREN.
WARNING: IF THE BATTERY IS EQUIPPED WITH
REMOVABLE CELL CAPS, BE CERTAIN THAT EACH
OF THE CELL CAPS IS IN PLACE AND TIGHT
BEFORE THE BATTERY IS RETURNED TO SER-
VICE. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT FROM LOOSE OR MISSING
CELL CAPS.
CAUTION: Always disconnect and isolate the bat-
tery negative cable before charging a battery. Do
not exceed sixteen volts while charging a battery.
Damage to the vehicle electrical system compo-
nents may result.
RSBATTERY SYSTEM8F-11
BATTERY (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)

(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. 10).
(3)Add only distilled wateruntil the electrolyte
is above the hooks inside the battery cells (Fig. 10).
MICRO 420 BATTERY TESTER
Always use the Micro 420 Instruction Manual that
was supplied with the tester as a reference. If the
Instruction Manual is not available the following pro-
cedure can be used:
WARNING: ALWAYS WEAR APPROPRIATE EYE
PROTECTION AND USE EXTREME CAUTION WHEN
WORKING WITH BATTERIES.
BATTERY TESTING
(1) If testing the battery OUT-OF-VEHICLE, clean
the battery terminals with a wire brush before test-
ing. If the battery is equipped with side post termi-
nals, install and tighten the supplied lead terminal
stud adapters. Do not use steel bolts. Failure to prop-
erly install the stud adapters, or using stud adapters
that are dirty or worn-out may result in false test
readings.
(2) If testing the battery IN-THE-VEHICLE, make
certain all of the vehicle accessory loads are OFF,
including the ignition.The preferred test positionis at the battery terminal. If the battery is not
accessible, you may test using both the positive and
negative jumper posts. Select TESTING AT JUMPER
POST when connecting to that location.
(3) Connect the tester to the battery or jumper
posts, the red clamp to positive (+) and the black
clamp to negative (±).
NOTE: Multiple batteries connected in parallel must
have the ground cable disconnected to perform a
battery test. Failure to disconnect may result in
false battery test readings.
(4) Using the ARROW key selectinoroutof vehi-
cle testing and press ENTER to make a selection.
(5) If not selected, choose the Cold Cranking Amp
(CCA) battery rating. Or select the appropriate bat-
tery rating for your area (see menu). The tester will
then run its self programmed test of the battery and
display the results. Refer to the test result table
noted below.
CAUTION: If REPLACE BATTERY is the result of the
test, this may mean a poor connection between the
vehicle's cables and battery exists. After discon-
necting the vehicle's battery cables from the bat-
tery, retest the battery using the OUT-OF-VEHICLE
test before replacing.
(6) While viewing the battery test result, press the
CODE button and the tester will prompt you for the
last 4 digits of the VIN. Use the UP/DOWN arrow
buttons to scroll to the correct character; then press
ENTER to select and move to the next digit. Then
Fig. 10 HOOK INSIDE BATTERY CELLS - LOW-
MAINTENANCE BATTERY ONLY
1 - TOP OF BATTERY
2 - HOOK INSIDE BATTERY CELLS
Fig. 11 Micro 420 Battery Tester
RSBATTERY SYSTEM8F-15
BATTERY (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
ELECTRIC BACKLIGHT (EBL) SYSTEM.....2
REAR WINDOW DEFOGGER RELAY
DESCRIPTION..........................3
OPERATION............................3REMOVAL.............................4
INSTALLATION..........................4
REAR WINDOW DEFOGGER SWITCH
DESCRIPTION..........................4
OPERATION............................4
REAR WINDOW DEFOGGER GRID
STANDARD PROCEDURE
GRID REPAIR PROCEDURE..............5
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, also known as
electrical backlight (EBL), 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 EBL 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 defog-
ger 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

REAR WINDOW DEFOGGER
GRID
STANDARD PROCEDURE
GRID REPAIR PROCEDURE
WARNING: Materials contained in the Repair Kit
(Part Number 04549275) may cause skin or eye irri-
tation. The kit contains epoxy resin and amine type
hardener, which are harmful if swallowed. Avoid
contact with the skin and eyes. For skin contact,
wash the affected areas with soap and water. For
contact with the eyes, flush with plenty of water. Do
not take internally. If taken internally, induce vomit-
ing and call a physician immediately. Use with ade-
quate ventilation. Do not use near fire or flame.
Contains flammable solvents. Keep out of the reach
of children. Failure to follow the warnings could
result in possible personal injury or death.
Repair of the rear glass heating grid lines, bus
bars or terminals can be accomplished using the
MopartRear Window Defogger Repair Kit (Part
Number 04549275) or equivalent.
(1) Mask the repair area with masking tape so
that the conductive epoxy can be applied neatly (Fig.
6). Extend the epoxy application onto the grid line or
the bus bar on each side of the break.
(2) Follow the instructions in the repair kit for
preparing the damaged area.
(3) Remove the package separator clamp and mix
the two conductive epoxy components thoroughly
within the packaging. Fold the package in half and
cut the center corner to dispense the epoxy.
(4) For grid line repairs, mask the area to be
repaired with masking tape or use a template.
(5) Apply the epoxy through the slit in the mask-
ing tape or template. Overlap both ends of the break
by at least 19 millimeters (0.75 inch).
(6) For a terminal replacement, mask the adjacent
areas so the epoxy can be extended onto the adjacent
grid line as well as the bus bar. Apply a thin layer of
epoxy to the area where the terminal was fastened
and onto the adjacent grid line.(7) Apply a thin layer of conductive epoxy to the
terminal and place it in the proper location on the
bus bar. To prevent the terminal from moving while
the epoxy is curing, it must be wedged or clamped.
(8) Carefully remove the masking tape or tem-
plate.
CAUTION: Do not allow the glass surface to exceed
204É C (400É F) when using a heat gun, or the glass
may fracture.
(9) Allow the epoxy to cure 24 hours at room tem-
perature, or carefully use a heat gun for fifteen min-
utes. When using a heat gun, hold it approximately
25.4 centimeters (10 inches) from the repair and do
not allow the glass surface to exceed 204É C (400É F).
NOTE: Do not attach the wire harness connectors
to the terminals until the curing process is com-
plete.
(10) After the conductive epoxy is properly cured,
remove the wedge or clamp from the terminal.
(11) Connect the wire harness leads to the grid
terminals and verify EBL operation.
Fig. 6 Grid Line Repair
1 - BREAK
2 - GRID LINE
3 - MASKING TAPE
RSHEATED GLASS8G-5

INSTRUMENT CLUSTER
TABLE OF CONTENTS
page page
INSTRUMENT CLUSTER
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - SELF-
DIAGNOSTICS.........................2
DIAGNOSIS AND TESTING - CLUSTER
DIAGNOSIS...........................3REMOVAL.............................11
INSTALLATION.........................11
CLUSTER LENS
REMOVAL.............................11
INSTALLATION.........................11
INSTRUMENT CLUSTER
DESCRIPTION
The instrumentation gauges are contained in a
subdial assembly within the instrument cluster. The
individual gauges are not serviceable. If one of the
cluster gauges becomes faulty, the entire cluster
would require replacement.
The Mechanical Instrument Cluster (MIC) with a
tachometer is equipped with a electronic vacuum flu-
orescent transmission range indicator (PRND3L),
odometer, and trip odometer display.
The MIC without a tachometer is equipped with a
Light Emitting Diode (LED) transmission range indi-
cator (PRND3L) and a vacuum fluorescent odometer
display.
The MIC is equipped with the following warning
lamps.
²Lift Gate Ajar
²Low Fuel Level
²Low Windshield Washer Fluid Level
²Cruise
²Battery Voltage
²Fasten Seat Belt
²Door Ajar
²Coolant Temperature
²Anti-Lock Brake
²Brake
²Oil Pressure
²MIL (Malfunction Indicator Lamp)
²VTSS/SKIS Indicator
²Airbag
²Traction Control
²Autostick
Export Only- uses a message center that displays
the following telltales:
²Turns Signals
²High Beam
²Tire Pressure Monitoring (TPM)²Glow Plug (Export Only)
²Supplemental Cabin Heater (Export Only)WATER IN FUEL LAMP - EXPORT
The Water In Fuel Lamp is located in the message
center. When moisture is found within the fuel sys-
tem, the sensor sends a message via the PCI data
bus to the instrument cluster. The MIC illuminates
the bulb in the message center, The sensor is located
underneath the vehicle, directly above the rear axle.
The sensor is housed within the fuel filter/water sep-
arator assembly cover. The sensor is not serviced sep-
arately. If found defective, the entire assembly cover
must be replaced.
OPERATION
Refer to the vehicle Owner's Manual for operation
instructions and conditions for the Instrument Clus-
ter Gauges.
WATER IN FUEL LAMP/SENSOR - EXPORT
The Water In Fuel Sensor is a resistive type
switch. It is calibrated to sense the different resis-
tance between diesel fuel and water. When water
enters the fuel system, it is caught in the bottom of
the fuel filter/water separator assembly, where the
sensor is located. Water has less resistance than die-
sel fuel. The sensor then sends a PCI data bus mes-
sage to the instrument cluster to illuminate the
lamp.
If the lamp is inoperative, perform the self diag-
nostic test on the instrument cluster to check the
lamp operation before continuing diagnosis.
RSINSTRUMENT CLUSTER8J-1

SLIDING DOOR MOTOR
DESCRIPTION
The door motor is located in the center of the
power sliding door (Fig. 8) and is comprised of three
parts. The three parts of the door motor assembly are
the motor, gear reduction and clutch assembly. The
door motor assembly provides the power and torque
to move the sliding door from the open/closed posi-
tion to full closed/open position, after the power
latching mechanism has released.
The door motor is replaced as a complete assembly,
which includes the DC motor, gear reduction and
clutch assemblies.
OPERATION
With the push of a power sliding door command
switch, the power sliding door control module will
signal the latch assembly to release the door from its
primary locked position. The door motor will then
take over to provide the power to open the door to its
full open or closed position. The gear reduction por-
tion of the motor assembly reduces the speed of the
motor from 5800 to 260 rpm and also increases the
torque to the lower drive unit. The clutch portion of
the motor assembly engages the motor to drive thedoor under power and disengages it so the door can
be moved easily under manual operation.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the door trim panel from the appropri-
ate door, (Refer to 23 - BODY/DOORS - SLIDING/
TRIM PANEL - REMOVAL).
(3) Remove the water shield as necessary to gain
access to motor assembly.
(4) Remove retaining clip holding flex drive assem-
bly to the motor (Fig. 9). Pull flex drive cable straight
out of the motor assembly.
(5) Disconnect door motor electrical connector.
(6) Using a trim stick (special tool #C-4755) or
equivalent, gently pry out push-pin fasteners retain-
ing the door motor.
(7) Remove the door motor assembly from the
vehicle.
INSTALLATION
(1) Position the door motor assembly on the door
inner panel.
(2) Install the push-pin fasteners retaining the
motor assembly to the power sliding door.
Fig. 8 POWER SLIDING DOOR COMPONENTS
1 - POWER 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
Fig. 9 FLEX DRIVE RETAINING CLIP
1 - FLEX DRIVE CABLE RETAINING CLIP
2 - FLEX DRIVE CABLE
3 - DOOR MOTOR ASSEMBLY
RSPOWER SLIDING DOOR SYSTEM8N-51

driver and the front seat passenger to the structure
of the instrument panel (Refer to 8 - ELECTRICAL/
RESTRAINTS/KNEE BLOCKER AIRBAG -
DESCRIPTION). The seat belt tensioners remove the
slack from the front seat belts to provide further
assurance that the driver and front seat passenger
are properly positioned and restrained for an airbag
deployment.
When the ORC monitors a problem in any of the
dual front airbag system circuits or components,
including the seat belt tensioners, it stores a Diag-
nostic Trouble Code (DTC) in its memory and sends
an electronic message to the EMIC to turn on the
airbag indicator. Proper testing of the supplemental
restraint system components, the Programmable
Communications Interface (PCI) data bus, the elec-
tronic message inputs to and outputs from the EMIC
or the ORC, as well as the retrieval or erasure of a
DTC from the ORC or the EMIC requires the use of
a scan tool. Refer to the appropriate diagnostic infor-
mation.
OCCUPANT CLASSIFICATION SYSTEM
The Occupant Classification System (OCS) auto-
matically suppresses or enables passenger airbag and
seat belt tensioner operation based upon whether or
not the passenger side front seat is occupied and, if
the seat is occupied, classifies the size of the occu-
pant and whether the seat is occupied by a child
seat.
The OCS has an Occupant Classification Module
(OCM) that monitors inputs from the seat weight
bladder pressure sensor under the passenger side
front seat cushion and from the belt tension sensor
on the passenger side front seat belt lower anchor.
Based upon those inputs the microprocessor within
the OCM classifies the occupant of the passenger
side front seat. The OCM then sends electronic occu-
pant classification messages to the ORC. The micro-
processor and programming of the ORC uses these
occupant classification messages to determine
whether to enable or disable the deployment circuits
for the passenger airbag and seat belt tensioner.
The OCS electrical circuits and components are
continuously monitored by the OCM, and the OCM is
continuously monitored by the ORC. A passenger air-
bag ON/OFF indicator is located in the instrument
panel center stack area. This indicator receives bat-
tery current whenever the ignition switch is in the
ON or START positions, and illuminates only when
the ORC pulls the indicator control circuit to ground.
The indicator illuminates for about seven seconds as
a bulb test each time the ignition switch is turned to
the ON or START positions. Following the bulb test,
the indicator is turned ON or OFF by the ORC based
upon the electronic occupant classification messagesreceived from the OCM. This indicator is illuminated
whenever the passenger airbag and seat belt ten-
sioner operation has been suppressed, and is turned
OFF whenever they are enabled or when the passen-
ger seat is classified as empty.
When the OCM monitors a problem in any of the
OCS circuits or components, it stores a fault code or
DTC in its memory circuit and sends an electronic
message to the ORC. The ORC then sends an elec-
tronic message to the EMIC to turn ON the airbag
indicator. If for any reason the OCM is unable to
classify the occupant it sends an electronic message
to the ORC, and the ORC suppresses passenger air-
bag and seat belt tensioner operation. Proper testing
of the OCS components, the Programmable Commu-
nications Interface (PCI) data bus, the electronic
message inputs to and outputs from the OCM, the
EMIC or the ORC, as well as the retrieval or erasure
of a DTC's, requires the use of a scan tool. Refer to
the appropriate diagnostic information.
WARNING
WARNINGS
Disconnect and isolate the battery negative
cable before beginning any airbag system com-
ponent diagnosis, testing, removal, or installa-
tion procedures. Allow system capacitor to
discharge for two minutes before beginning any
component testing or service. This will disable
the airbag system. Failure to disconnect the
battery negative cable may result in accidental
airbag deployment, personal injury, or death.
Do not place an intact undeployed airbag
face down on a solid surface. The airbag will
propel into the air if accidentally deployed and
may result in personal injury or death.
When carrying or handling an undeployed
airbag, the trim side (face) of the airbag should
be pointing towards the body to minimize pos-
sibility of injury if accidental deployment
occurs. Failure to do this may result in per-
sonal injury or death.
Replace airbag system components with
Mopartreplacement parts. Substitute parts
may appear interchangeable, but internal dif-
ferences may result in inferior occupant protec-
tion. Failure to do so may result in occupant
personal injury or death.
Wear safety glasses, rubber gloves, and long
sleeved clothing when cleaning powder residue
from vehicle after airbag deployment. Sodium
hydroxide powder residue emitted from a
deployed airbag can cause skin irritation.
Flush affected area with cool water if irritation
is experienced. If nasal or throat irritation is
RSRESTRAINTS8O-5
RESTRAINTS (Continued)

experienced, exit the vehicle for fresh air until
the irritation ceases. If irritation continues, see
a physician.
Do not use a replacement airbag that is not in
the original packaging. This may result in
improper deployment, personal injury, or
death.
The factory installed fasteners, screws and
bolts used to fasten airbag components have a
special coating and are specifically designed
for the airbag system. Do not use substitute fas-
teners. Use only original equipment fasteners
listed in the parts catalog when fastener
replacement is required.
During, and following, any child restraint
anchor service, due to impact event or vehicle
repair, carefully inspect all mounting hard-
ware, tether straps, and anchors for proper
installation, operation, or damage. If a child
restraint anchor is found damaged in any way,
the anchor must be replaced. Failure to do this
may result in personal injury or death.
Deployed and nondeployed airbags may or
may not have live pyrotechnic material within
the airbag inflator. Do not dispose of driver/
passenger/seat/curtain/knee blocker airbags or
seat belt tensioners unless you are sure of com-
plete deployment. Refer to the Hazardous Sub-
stance Control System for proper disposal.
Dispose of deployed airbags and tensioners
consistent with state, provincial, local, and fed-
eral regulations.
After any airbag component testing or ser-
vice, do not connect the battery negative cable
(Refer to 8 - ELECTRICAL/RESTRAINTS -
DIAGNOSIS AND TESTING - AIRBAG SYSTEM).
Personal injury or death may result if the sys-
tem test is not performed first.
If the vehicle is equipped with the Occupant
Classification System (OCS), do not connect the
battery negative cable before performing the
OCS Verification Test using the scan tool and
the appropriate diagnostic information. Per-
sonal injury or death may result if the system
test is not performed properly.
Never replace both the Occupant Restraint
Controller (ORC) and the Occupant Classifica-
tion Module (OCM) at the same time. If both
require replacement, replace one, then perform
the Airbag System test (Refer to 8 - ELECTRI-
CAL/RESTRAINTS - DIAGNOSIS AND TESTING
- AIRBAG SYSTEM) before replacing the other.
Both the ORC and the OCM store Occupant
Classification System (OCS) calibration data,
which they transfer to one another when one of
them is replaced. If both are replaced at thesame time, an irreversible fault will be set in
both modules and the OCS may malfunction
and cause personal injury or death.
DIAGNOSIS AND TESTING - AIRBAG SYSTEM
(1) With the battery negative remote cable discon-
nected, connect the scan tool to the Data Link Con-
nector (DLC).
(2) Turn the ignition key to the ON position, then
exit vehicle with the scan tool.
(3) After checking that no one is inside the vehicle,
connect the battery negative remote terminal.
(4) Read and record theACTIVEDiagnostic Trou-
ble Code (DTC) data.
(5) Read and record anySTOREDDTC's.
(6) Refer to the proper diagnostic information if
any DTC's are found in Step 4 and Step 5.
(7) If the airbag warning lamp either fails to light,
or goes ON and stays ON, there is a system malfunc-
tion. To test the airbag warning lamp (bulb) opera-
tion in the cluster (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Refer to the proper diagnostic informa-
tion for any other system problems.
STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING
AIRBAGS
DEPLOYED AIRBAG
WARNING: The vehicle interior may contain a very
small amount of powder, a by-product of airbag
deployment. This powder can irritate the skin, eyes,
nose and throat. Wear safety glasses, rubber
gloves, and long sleeved clothing when cleaning
any of the powder residue from the vehicle. If you
find that the cleanup is irritating your skin, run cool
water over the affected area. Also, if you experience
nasal or throat irritation, exit the vehicle for fresh
air until the irritation ceases. If irritation continues,
see a physician.
8O - 6 RESTRAINTSRS
RESTRAINTS (Continued)