waiting CHRYSLER VOYAGER 2005 Service Manual

WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANELCOMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
TELECOMMUNICATION SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSE CORRECTION
Phone Not
Available1. Bluetooth phone not
paired to the system.1. Ensure that phone(s) are paired to the system.
2. Bluetooth phone not
present or turned OFF.2. Make sure paired phone is present, turned ON and that the
Bluetooth option is enabled on the phone.
3. Bluetooth phone has
low battery.3. At low battery levels, some phones will turn off Bluetooth
functionality. Ensure cellular phone is charged to an adequate
level.
Phone Pairing
Failed1. Phone does not
support Hands Free
Profile1. The Telecommunication system requires the cellular phone to
be BluetoothŸ enabled, as well as supporting the Hands Free
Profile. The customer will have to upgrade their phone to one
supporting Hands Free Profile. A list of suggested phones is
available at: http://www.chrysler.com/uconnect.
2. Phone not Bluetooth
enabled.2. The Telecommunication system requires the cellular phone to
be BluetoothŸ enabled. A list of suggested phones is available
at: http://www.chrysler.com/uconnect.
3. PIN entered on the
phone is not the same
as PIN spoken to the
system.3. The PIN spoken to the system must be the same PIN entered
into the phone.
4. Phone has reached
maximum number of
allowed devices paired.4. Remove one of the previously paired devices from it's list.
Poor Voice
Recognition1. Microphone failure 1. Using a scan tool, check for microphone fault codes.
2. Customer not waiting
for the beep before
speaking.2. Ensure customer is waiting for the system9beep9prior to
beginning the speech to be recognized.
3. Customer not
speaking in a smooth
normal manner.3. Verify that the customer is attempting to use the system with a
smooth consistent voice. The system is designed to accept
normal speech spoken at a normal tone, some people tend to
speak to a computer loud and slow, which results in reduced
performance.
4. Rear view mirror not
properly attached to
mounting.4. Mirror must be firmly mounted to the mounting location. Ensure
that mirror is tightened to the specified torque.
5. High levels of noise in
vehicle compartment5. System performance is increased when noise conditions in the
vehicle are lowered. Ideal conditions include windows closed.
6. Object interfering with
microphone input6. Verify that there is no object, hanging from the mirror, that
could be obstructing the microphone.
7. User not saying9send9
after a pager dialing
request7. User must say9send9at the end of a Pager Dialing request.
8T - 2 NAVIGATION/TELECOMMUNICATIONRS
NAVIGATION/TELECOMMUNICATION (Continued)

FUEL INJECTION
OPERATION
OPERATION - INJECTION SYSTEM
All engines used in this section have a sequential
Multi-Port Electronic Fuel Injection system. The MPI
system is computer regulated and provides precise
air/fuel ratios for all driving conditions. The Power-
train Control Module (PCM) operates the fuel injec-
tion system.
The PCM regulates:
²Ignition timing
²Air/fuel ratio
²Emission control devices
²Cooling fan
²Charging system
²Idle speed
²Vehicle speed control
Various sensors provide the inputs necessary for
the PCM to correctly operate these systems. In addi-
tion to the sensors, various switches also provide
inputs to the PCM.
The PCM can adapt its programming to meet
changing operating conditions.
Fuel is injected into the intake port above the
intake valve in precise metered amounts through
electrically operated injectors. The PCM fires the
injectors in a specific sequence. Under most operat-
ing conditions, the PCM maintains an air fuel ratio
of 14.7 parts air to 1 part fuel by constantly adjust-
ing injector pulse width. Injector pulse width is the
length of time the injector is open.
The PCM adjusts injector pulse width by opening
and closing the ground path to the injector. Engine
RPM (speed) and manifold absolute pressure (air
density) are theprimaryinputs that determine
injector pulse width.
OPERATION - MODES OF OPERATION
As input signals to the PCM change, the PCM
adjusts its response to output devices. For example,
the PCM must calculate a different injector pulse
width and ignition timing for idle than it does for
Wide Open Throttle (WOT). There are several differ-
ent modes of operation that determine how the PCM
responds to the various input signals.
There are two different areas of operation, OPEN
LOOP and CLOSED LOOP.
During OPEN LOOP modes the PCM receives
input signals and responds according to preset PCM
programming. Inputs from the upstream and down-
stream heated oxygen sensors are not monitored dur-
ing OPEN LOOP modes, except for heated oxygensensor diagnostics (they are checked for shorted con-
ditions at all times).
During CLOSED LOOP modes the PCM monitors
the inputs from the upstream and downstream
heated oxygen sensors. The upstream heated oxygen
sensor input tells the PCM if the calculated injector
pulse width resulted in the ideal air-fuel ratio of 14.7
to one. By monitoring the exhaust oxygen content
through the upstream heated oxygen sensor, the
PCM can fine tune injector pulse width. Fine tuning
injector pulse width allows the PCM to achieve opti-
mum fuel economy combined with low emissions.
For the PCM to enter CLOSED LOOP operation,
the following must occur:
(1) Engine coolant temperature must be over 35ÉF.
²If the coolant is over 35ÉF the PCM will wait 38
seconds.
²If the coolant is over 50ÉF the PCM will wait 15
seconds.
²If the coolant is over 167ÉF the PCM will wait 3
seconds.
(2) For other temperatures the PCM will interpo-
late the correct waiting time.
(3) O2 sensor must read either greater than 0.745
volts or less than 0.29 volt.
(4) The multi-port fuel injection systems has the
following modes of operation:
²Ignition switch ON (Zero RPM)
²Engine start-up
²Engine warm-up
²Cruise
²Idle
²Acceleration
²Deceleration
²Wide Open Throttle
²Ignition switch OFF
(5) The engine start-up (crank), engine warm-up,
deceleration with fuel shutoff and wide open throttle
modes are OPEN LOOP modes. Under most operat-
ing conditions, the acceleration, deceleration (with
A/C on), idle and cruise modes,with the engine at
operating temperatureare CLOSED LOOP modes.
IGNITION SWITCH ON (ZERO RPM) MODE
When the ignition switch activates the fuel injec-
tion system, the following actions occur:
²The PCM monitors the engine coolant tempera-
ture sensor and throttle position sensor input. The
PCM determines basic fuel injector pulse width from
this input.
²The PCM determines atmospheric air pressure
from the MAP sensor input to modify injector pulse
width.
When the key is in the ON position and the engine
is not running (zero rpm), the Auto Shutdown (ASD)
and fuel pump relays de-energize after approximately
14 - 22 FUEL INJECTIONRS

defogger function will be active for 10 minutes and
can be turned off by a switch press. The defogger will
function while the control is in the ON mode.
²FAN/MODE± The Fan and Mode knobs have
17 manual selectable positions. Manually changing
either of the rotary knobs for mode or fan speed set-
tings makes control of that blower motor manual. If
only one is changed manually, the other remains
under automatic control. Pressing the HI-AUTO/LO-
AUTO rocker switch restores full automatic control.
²BLOWER DELAY TIMER± The word DELAY
is displayed at start-up to signify that the system is
waiting so that cold air will not be blowing. This tells
the operator that it is unnecessary to turn the sys-
tem off, raise the temperature setting or turn the fan
speed setting down to prevent cold air from blowing.
A countdown in minutes and seconds until the engine
is warm enough to begin delivering heat to the pas-
sengers alternates with the DELAY message at 25
second intervals. This countdown is based on actual
measurement of the rate of engine coolant tempera-
ture change. During the delay time, mix mode is
selected and the fan operates at a low speed to keep
the windshield fog free.
²REAR CONTROL (Three-Zone only)± When
the Rear System control knob is moved to the OFF
position, there will be a delay of approximately 1 sec-
ond before the system actually turns off. This delay
is to prevent an undesired blower dropout if the knob
is moved through OFF to the other selections.
REAR CONTROL PANEL ± THREE ZONE ATC
SYSTEM
Primary control of the rear compartment heating-
A/C system for the Three-Zone ATC system is in the
instrument panel center stack. This control allows
the driver to turn the rear heating-A/C system off, or
allows the intermediate seat occupants control of the
rear system by switching to the REAR position, or
provides fully automatic control based on the temper-
ature setting shown on the front control display.
²REAR CONTROL± Selecting automatic control
of the rear unit at the instrument panel, illuminates
a Locked Padlock in the rear control panel display.
Selecting REAR activates the rear control panel and
the Padlock then appears unlocked.
²FAN KNOB± The rear fan control has Off and
AUTO positions and a range of manual speed set-
tings that override the AUTO setting.
²MODE KNOB± The mode control allows inter-
mediate seat occupants to manually override the
automatic mode and select any balance of air flow
between overhead and floor outlets from full over-
head to full floor.
²SET TEMP± The rear set temp control will
operate identical to the front controls. If the frontcontrol rear set temp button is pressed simulta-
neously with the rear control head, then the front
control head press events shall have priority, i.e. if
the front user presses Rear Set Temp down and the
rear user presses Set Temp up, then the rear set
temp will decrease.
DIAGNOSIS AND TESTING
A/C COOL DOWN TEST
The heater-A/C control module can perform an A/C
cool down test, which is a test performed during the
manufacturing process to confirm that the air condi-
tioning system is performing satisfactorily. This test
can also provide a quick confirmation of air condi-
tioning system performance to the service technician.
If the test is completed satisfactorily, no further ser-
vice is required. If the test is failed, proceed to the
A/C Performance Test to confirm the A/C system is
operating properly, or use a DRBIIItscan tool to
diagnose the A/C system control and distribution sys-
tems. Refer to the appropriate diagnostic informa-
tion.
MANUAL TEMPERATURE CONTROL
The front blower speed and rear blower speed (if
equipped with rear HVAC) must be set to High and
the evaporator temperature sensor must be greater
than 13É C (55É F) or the test will fail immediately.
The test is activated by depressing the A/C and Rear
Wipe/Wash buttons simultaneously and holding them
depressed for no less than five seconds. The Rear
Wipe/Wash and A/C LEDs will blink on and off until
the test is complete. If the LEDs stop blinking before
two minutes, then the cool down test has been com-
pleted successfully. If the two minutes expire without
the expansion valve temperature reaching -6É C (20É
F) less than the outside air temperature, then the
cool down test has been failed and further A/C sys-
tem diagnosis is required. If the test is failed, the
LEDs will continue to blink until the vehicle has
been driven for greater than 13 km (8 miles).
AUTOMATIC TEMPERATURE CONTROL
The ambient air temperature in the room where
the vehicle will be tested must be a minimum of 21É
C (70ÉF) for this test. The test is activated by
depressing the A/C and PWR buttons simultaneously
and holding them depressed for no less than four sec-
onds. The snowflake icon and the DELAY text in the
ATC display will blink on and off alternately until
the test is complete. If the snowflake icon and the
DELAY text stop blinking before two minutes, then
the cool down test has been completed successfully. If
the two minutes expire without the evaporator tem-
perature reaching -6É C (20É F) less than the evapo-
24 - 6 HEATING & AIR CONDITIONINGRS
HEATING & AIR CONDITIONING (Continued)