Chrysler LH New Yorker, LHS, Concorde, Intrepid Vision and Supplements 1994 Service Manual – Electrical

ELECTRICAL

GROUP INDEX

ELECTRICAL 8A - 1

AUDIO SYSTEMS ........................ 8F

BATTERY/STARTER/GENERATOR SERVICE .... 8B

BATTERY/STARTING/CHARGING SYSTEMS

DIAGNOSTICS ......................... 8A

CHIME/BUZZER WARNING SYSTEM ......... 8U

HORNS ................................ 8G

IGNITION SYSTEM ...................... 8D

INSTRUMENT PANEL AND GAUGES ......... 8E

LAMPS ................................ 8L

OVERHEAD CONSOLE .................... 8C

POWER LOCKS ......................... 8P

POWER MIRRORS ....................... 8T

POWER SEATS ......................... 8R

POWER WINDOWS ...................... 8S

REAR WINDOW DEFOGGER ............... 8N

RESTRAINT SYSTEM .................... 8M

TURN SIGNAL AND FLASHERS ............. 8J

VEHICLE SPEED CONTROL ................ 8H

VEHICLE THEFT/SECURITY SYSTEM ........ 8Q

WINDSHIELD WIPERS AND WASHERS ...... 8K

WIRING DIAGRAMS ..................... 8W

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

CONTENTS

page page

BATTERY TEST PROCEDURES ON-VEHICLE ... 3
DIAGNOSTIC TROUBLE CODES—

ON BOARD DIAGNOSTICS ............... 21

GENERAL INFORMATION .................. 1

GENERATOR TEST PROCEDURES ON VEHICLE

IGNITION OFF DRAW (IOD) ................ 9

SPECIFICATIONS ....................... 26

STARTER TEST PROCEDURES ON VEHICLE .. 11

.... 18

GENERAL INFORMATION

For Battery, Starter or Generator Replacement, re­fer to Group 8B, Battery/Starter/Generator Service.
Group 8A, Battery/Starting/Charging Systems Diag­nostics will cover diagnostics only.

The Battery, Starting, and Charging Systems oper­ate in conjunction with one another, and must be
thoroughly tested as a complete system. To enable the
vehicle to start and charge properly, it must have a
battery that will perform to specifications. The starter
motor, generator, wiring, and electronics also must
perform within specifications. Group 8A will cover
Starting (Fig. 1) and Charging System (Fig. 2) diag­nostic procedures. These will be covered from the
most basic conventional methods to On Board Diag­nostics (OBD) built into the vehicle’s electronics. The
need for conventional testing equipment has not been
eliminated by the introduction of OBD. Frequent use

of an ammeter, volt/ohmmeter, battery charger, car­bon pile rheostat (load tester), and 12 volt (low watt­age) test light will be required.

All front wheel drive vehicles are equipped with

OBD and all OBD sensing systems are monitored by

Fig. 1 Starting System Components

8A - 2 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

the powertrain control module. The powertrain con­trol module will store in electronic memory, any de­tectable failure within the monitored circuits. It will
retain this information for a period of 50 engine
starts, then erase the memory if the failure does not
reoccur during that period. This also will translate a
monitored failure in the form of a DIAGNOSTIC
TROUBLE CODE when a readout command is given.
A readout command can be made by turning the
ignition switch to ON-OFF-ON-OFF-ON without
starting the engine. The Malfunction Indicator
(Check Engine) Lamp on the instrument cluster will
flash in predetermined sequences to show Diagnostic
Trouble Codes. However, the Malfunction Indicator
(Check Engine) Lamp cannot express diagnostic
trouble codes for all failures. Diagnostic trouble codes
are easier to obtain and more complete with the use
of Diagnostic Tool (DRB). This tool is plugged into
the diagnostic connector located in the engine com­partment (Fig. 2). Refer to the instructions provided
with the (DRB) tool being used.

For numbered Diagnostic Trouble Codes pertaining
to components within this particular Group, refer to
Diagnostic Trouble Codes—On Board Diagnostics in
Group 8A. For other numbered Diagnostic Trouble
Codes not pertaining to this Group (8A), refer to On
Board Diagnostics in the General Diagnosis section
of Group 14, Fuel System for more information.

Fig. 2 Charging System Components

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 3

BATTERY TEST PROCEDURES ON-VEHICLE

INDEX

page page

Battery Charging .......................... 7

Battery Load Test .......................... 6

Battery Open Circuit Voltage Test ..............4

Causes of Battery Discharging ................4

GENERAL INFORMATION

The battery stores, stabilizes, and produces electri­cal current to operate various electrical systems in
the vehicle. The determination of whether a battery is
good or bad is made by its ability to accept a charge.
It also must produce high-amperage current output
over an extended period to be able to start the ve­hicle. The capability of the battery to store electrical
current comes from a chemical reaction. This reaction
takes place between the sulfuric acid solution (elec­trolyte) and the lead +/- plates in each cell of the
battery. As the battery discharges, the plates react
with the acid from the electrolyte. When the charging
system charges the battery, the water is converted to
sulfuric acid in the battery. The amount of acid (spe­cific gravity) in the electrolyte can be measured with
a hydrometer. The factory installed battery is
equipped with a built-in hydrometer (test indicator)
(Figs. 3, 4 and 5) to assist in determining the batter­ies state of charge. The factory installed battery is
also sealed. Water cannot and should not be added.

The battery is vented to release gases that are
created when the battery is being charged and dis­charged. The battery top, posts, and terminals should
be cleaned when other under hood maintenance is
performed (Fig. 3).

General Information ........................ 3

State of Charge Tests ...................... 4

Test Indicator ............................. 3

ELECTROLYTE LEVEL IS BELOW THE TOP OF
THE PLATES. PERSONAL INJURY MAY OCCUR.

When the electrolyte level is below the top of the
plates (yellow or bright color indicator in sight glass)
(Figs. 4 and 5), the battery must be replaced. Refer to
Test Indicator. The battery must be completely
charged (green color in sight glass). The top, posts,
and terminals should be properly cleaned before diag­nostic procedures are performed. Also refer to Group
8B, Battery/Starter/Generator Service for additional
information.

TEST INDICATOR

A test indicator (hydrometer) viewed through a
sight glass, is built into the top of battery case (Figs.
3, 4 and 5). This provides visual information for bat­tery testing. The test indicator sight glass is to be
used with diagnostic procedures described in this
Group.

WARNING:
ADD WATER, OR LOAD TEST BATTERY WHEN

Fig. 3 Battery Construction and Test Indicator

DO NOT ASSIST BOOST, CHARGE,

Fig. 4 Built in Test Indicator

Fig. 5 Test Indicator Sight Glass

8A - 4 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

It is important when using the Test Indicator that
the battery be level and have a clean top to see the
correct indications. A light may be required to view
the Indicator.

WARNING: DO NOT USE OPEN FLAME NEAR
BATTERY. EXPLOSIVE GASES FORM ABOVE BAT­TERY.

STATE OF CHARGE TESTS

USING TEST INDICATOR

The built-in test hydrometer (Figs. 3, 4 and 5) mea­sures the specific gravity of the electrolyte. Specific
Gravity (SG) of the electrolyte will show state-of­charge (voltage). The test indicator WILL NOT show
cranking capacity of the battery. Refer to Battery
Load Test for more information. Look into the sight
glass (Figs. 4 and 5) and note the color of the indica­tor (Fig. 5). Refer to the following description of col­ors:

GREEN = 75% to 100 state-of-charge

The battery is adequately charged for further test­ing and may be returned to use. If the vehicle will not
crank for a maximum 15 seconds, refer to BATTERY
LOAD TEST in this Group for more information.

BLACK OR DARK=0to75state-of-charge

The battery is INADEQUATELY charged and must
be charged until green dot is visible, (12.4 volts or
greater) before the battery is tested or returned to
use. Refer to Causes of Battery Discharging in this
Group for more information.

YELLOW OR BRIGHT COLOR = Battery must be

replaced.

WARNING: DO NOT CHARGE, ASSIST BOOST,
LOAD TEST, OR ADD WATER TO THE BATTERY
WHEN YELLOW OR BRIGHT COLOR DOT IS VIS­IBLE. PERSONAL INJURY MAY OCCUR.

A yellow or bright color dot shows electrolyte level
in battery is below the test indicator (Fig. 5). Water
cannot be added to a maintenance free battery. The
battery must be replaced. A low electrolyte level may
be caused by an over charging condition. Refer to
Generator Test Procedures on Vehicle.

CAUSES OF BATTERY DISCHARGING

It is normal to have a small 5 to 30 milliamperes
continuous electrical draw from the battery. This
draw will take place with the ignition in the OFF
position, and the courtesy, dome, storage compart­ments, and engine compartment lights OFF. The con­tinuous draw is due to various electronic features or
accessories that require electrical current with the
ignition OFF to function properly. When a vehicle is
not used over an extended period of approximately 20

days the Main Fusible Link Connector (Fig. 6) should
be disconnected. This is located near the battery on
the engine wiring harness. Disconnection of this con­nector will help prevent battery discharging. Refer to
Fig. 7 Battery Diagnostics.

Fig. 6 Ignition OFF Draw Test

ABNORMAL BATTERY DISCHARGING

(1) Corroded battery posts, cables or terminals.
(2) Loose or worn generator drive belt.

(3) Electrical loads that exceed the output of the
charging system due to equipment or accessories in­stalled after delivery.

(4) Slow driving speeds in heavy traffic conditions
or prolonged idling with high-amperage electrical sys­tems in use.

(5) Defective electrical circuit or component causing
excess Ignition Off Draw (IOD). Refer to Ignition Off
Draw (IOD).

(6) Defective charging system.

(7) Defective battery.

BATTERY OPEN CIRCUIT VOLTAGE TEST

An open circuit voltage no load test shows the state
of charge of a battery. Also, if it will pass a load test of
50 percent of the battery cold crank rating. Refer to
Battery Load Test. If a battery has an voltage reading
of 12.4 volts or greater, and will not endure a load
test, it is defective and replacement would be re­quired. To test open circuit voltage, perform the fol­lowing operation:

(1) Remove both battery cables, negative first. If the
battery has been boosted, charged, or loaded just
prior to this operation, allow the battery a few min­utes to stabilize.

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 5

Fig. 7 Battery Diagnostics

8A - 6 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

Fig. 8 Testing Open Circuit Voltage

(2) Using a voltmeter connected to the battery

posts and measure the open circuit voltage (Fig. 8).

This voltage reading will show the state of charge of
the battery. It will not reveal battery cranking capac­ity (Fig. 9).

Fig. 9 Battery Open Circuit Voltage

BATTERY LOAD TEST

A fully charged battery must have reserve cranking
capacity. This will enable the starter motor and igni­tion system enough power to start the engine over a
broad range of ambient temperatures. A battery load
test will verify the actual cranking performance based
on the cold crank rating of the battery.

Fig. 10 Volt-Ammeter-Load Tester

Fig. 11 Volt-Ammeter-Load Tester Connections

(3) Rotate the load control knob of the Carbon pile
rheostat to apply a 300 amp load. Apply this load for
15 seconds to remove the surface charge from the
battery, and return the control knob to off (Fig. 12).

WARNING:
FREEZING, LEAKING, LOOSE POSTS, OR EXCES­SIVELY LOW ELECTROLYTE LEVEL, DO NOT TEST.
ACID BURNS OR AN EXPLOSIVE CONDITION MAY

RESULT.

(1) Remove both battery cables, NEGATIVE first.
Battery top, cables and posts should be clean. If green
dot is not visible in indicator, charge the battery.
Refer to Battery Charging Procedures.

Use a suitable Volt/Ammeter/Load tester (Fig.

(2)

10) connected to the battery posts (Fig. 11). Check
the open circuit voltage of the battery. Voltage should
be equal to or greater than 12.4 volts with the green
dot visible in test indicator.

IF BATTERY SHOWS SIGNS OF

Fig. 12 Remove Surface Charge from Battery

(4) Allow the battery to stabilize for 15 seconds,

and then verify open circuit voltage.

(5) Rotate the load control knob on the tester to
maintain 50% of the battery cold crank rating for a
minimum 15 seconds (Fig. 13).

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 7

Fig. 13 Load 50% Cold Crank Rating

After 15 seconds, record the loaded voltage reading

and return the load control to off.

(6) Voltage drop will vary according to battery tem­perature at the time of the load test. Battery tem­perature can be estimated by the temperature of ex­posure over the preceding several hours. If the
battery has been charged, boosted, or loaded a few
minutes prior to the test, the battery would be
slightly warmer. Refer to Fig. 14 for proper loaded
voltage reading.

WARNING:

DO NOT CHARGE A BATTERY THAT
HAS EXCESSIVELY LOW ELECTROLYTE LEVEL.
BATTERY MAY SPARK INTERNALLY AND EX­PLODE.

EXPLOSIVE GASES FORM OVER THE BATTERY.
DO NOT SMOKE, USE FLAME, OR CREATE SPARKS
NEAR BATTERY.

DO NOT ASSIST BOOST OR CHARGE A FROZEN
BATTERY. BATTERY CASING MAY FRACTURE.

BATTERY ACID IS POISON, AND MAY CAUSE SE­VERE BURNS. BATTERIES CONTAIN SULFURIC
ACID. AVOID CONTACT WITH SKIN, EYES, OR
CLOTHING. IN THE EVENT OF CONTACT, FLUSH
WITH WATER AND CALL PHYSICIAN IMMEDIATELY.
KEEP OUT OF REACH OF CHILDREN.

CAUTION: Disconnect the battery NEGATIVE cable
first (Fig. 15) before charging battery to avoid dam­age to electrical systems. Do not exceed 16.0 volts
while charging battery. Refer to the instructions sup­plied with charging equipment

Minimum Voltage

9.6 70 and above 21 and above

9.5 60 16

9.4 50 10

9.3 40 4

9.1 30 -1

8.9 20 -7

8.7 10 -12

8.5 0 -18

Temperature

F° C°

918A-4

Fig. 14 Load Test Temperature

(7) If battery passes load test, it is in good condi­tion and further tests are not necessary. If it fails load
test, it should be replaced.

BATTERY CHARGING

A battery is considered fully charged when it will
meet all the following requirements:

• It has an open circuit voltage charge of at least

12.4 volts (Fig. 9).

• It passes the 15 second load test (Fig. 14).

• The built in test indicator dot is GREEN (Fig. 5).

The battery cannot be refilled with water, it must
be replaced.

Fig. 15 Disconnect Battery Negative Cable

Battery electrolyte will bubble inside of battery
case while being charged properly. If the electrolyte
boils violently, or is discharged from the vent holes
while charging, immediately reduce charging rate or
turn off charger. Evaluate battery condition. Battery
damage may occur if charging is excessive.

Some battery chargers are equipped with polarity
sensing devices to protect the charger or battery from
being damaged if improperly connected. If the bat­tery state of charge is too low for the polarity sensor
to detect, the sensor must be bypassed for charger to
operate. Refer to operating instructions provided
with battery charger being used.

CAUTION: Charge battery until test indicator ap-

pears green. Do not overcharge.

It may be necessary to jiggle the battery or vehicle
to bring the green dot in the test indicator into view.

After the battery has been charged to 12.4 volts or
greater, perform a load test to determine cranking
capacity. Refer to BATTERY LOAD TEST in this

8A - 8 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

Group. If the battery will endure a load test, return
the battery to use. If battery will not endure a load
test, it must be replaced. Properly clean and inspect
battery hold downs, tray, terminals, cables, posts,
and top before completing service. Also refer to Group
8B, Battery/Starter/Generator Service.

CHARGING TIME REQUIRED

The time required to charge a battery will vary

depending upon the following factors:

• SIZE OF BATTERY
A completely discharged of a large heavy-duty battery

requires more than twice the recharging time as a com­pletely discharged small capacity battery (Fig. 16).

Charging Amperage 5 Amps 10 Amps 20 Amps
Open Circuit Voltage

12.25 to 12.39 6 Hrs. 3 Hrs. 1.5 Hr.

12.00 to 12.24 8 Hrs. 4 Hrs. 2 Hrs.

11.95 to 12.09 12 Hrs. 6 Hrs. 3 Hrs.

10.00 to 11.95 14 Hrs. 7 Hrs. 3.5 Hr.

10.00 to 0 See Charging Completely

Hours Charging at 21°C (70°F)

Discharged Battery

928A-19

Fig. 16 Battery Charging Time

CHARGING COMPLETELY DISCHARGED BATTERY

The following procedure should be used to recharge
a completely discharged battery. Unless procedure is
properly followed, a good battery may be needlessly
replaced (Fig. 17).

Fig. 17 Charge Rate

(1) Measure the voltage at battery posts with a
voltmeter accurate to 1/10 volt (Fig. 18). If below 10
volts, charge current will be low, and it could take
some time before it accepts a current in excess of a
few milliamperes. Such low current may not be de­tectable on amp meters built into many chargers.

• TEMPERATURE
A longer time will be needed to charge a battery at

-18°C (0°F) than at 27°C (80°F). When a fast charger

is connected to a cold battery, current accepted by
battery will be very low at first. In time, the battery
will accept a higher rate as battery warms.

• CHARGER CAPACITY
A charger which can supply only five amperes will

require a much longer period of charging than a
charger that can supply 30 amperes or more.

• STATE OF CHARGE
A completely discharged battery requires more

charging time than a partially charged battery. Elec­trolyte is nearly pure water in a completely dis­charged battery. At first, the charging current amper­age will be low. As water is converted to sulfuric acid
inside the battery, the current amp rate will rise.
Also, the specific gravity of the electrolyte will rise,
bringing the green dot (Fig. 5) into view.

WARNING: NEVER EXCEED 20 AMPS WHEN
CHARGING A COLD -1°C (30°F) BATTERY. PER­SONAL INJURY MAY RESULT.

Fig. 18 Voltmeter Accurate to 1/10 Volt (Connected)

(2) Connect charger leads. Some chargers feature
polarity protection circuitry that prevents operation
unless charger is connected to battery posts correctly.
A completely discharged battery may not have enough
voltage to activate this circuitry. This may happen
though the leads are connected properly.

(3) Battery chargers vary in the amount of voltage
and current they provide. For the time required for
the battery to accept measurable charger current at
various voltages, refer to Fig. 17. If charge current is
still not measurable after charging times, the battery
should be replaced. If charge current is measurable
during charging time, the battery may be good, and
charging should be completed in the normal manner.

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 9

IGNITION OFF DRAW (IOD)

GENERAL INFORMATION

A completely normal vehicle will have a small
amount of current drain on the battery with the key
out of the ignition. It can range from 15 to 25 milli­amperes after all the modules time out. If a vehicle
will not be operated for approximately a month, the
MAIN Feed Connector should be opened to eliminate
the vehicle electrical drain on the battery. The Main
Feed Connector is between the battery and the power
distribution center (Fig. 19).

Fig. 19 Ignition OFF Draw (IOD) Test

IGNITION OFF DRAW (IOD) TESTS

High current draw on the battery with the ignition
OFF will discharge a battery. After a dead battery is
serviced the vehicle ignition off draw (IOD) should be
checked. Determine if a high current draw condition
exists first check the vehicle with a test light.

(1) Verify that all electrical accessories are OFF.

• Remove key from ignition switch

• Turn off all lights

• Trunk lid and glove box door is closed

• Sun visor vanity lights are OFF

• All doors are closed

• Allow the Illuminated Entry System to time out in

approximately 30 seconds, if equipped.

(2) Disconnect battery negative cable (Fig. 15).

(3) Connect a 12-volt test light, with a cold resis­tance of 5-7 ohms, between the negative cable clamp
and the battery negative post (Fig. 19). The test light
will remain lit for approximately a minute and then
go out.

Each time the test light or milliamp meter is dis­connected and connected, all electronic timer func­tions will be activated for approximately one minute.

BULB LIGHTS AND STAYS ON

There is either a short circuit or a fault in an
electronic module. Two fuses in the power distribution
center feed the electronic control modules with igni­tion off draw.

• Interior/brake lamp fuse J (20 Amp)

• Powertrain control fuse A (20 Amp)

(1) Remove both fuses (A and J). By removing these
fuses all ignition off draw from the electronic control
modules will be disconnected. The test light should go
out. If test light goes out go to step 2. If test light does
not go out there is a short circuit. Refer to Group 8W,
Wiring Diagrams.

(2) Install the powertrain and transmission control
modules fuse A. If test light lites, there is a short
circuit or faultily powertrain/transmission control
module.

(a) Disconnect powertrain control module.
(b) If test light goes out, replace powertrain con-

trol module.

(c) If light does not go out, disconnect the trans-

mission control module.

(d) If test light goes out, replace transmission

control module.

(e) If test light does not go out, there is a short
circuit to one of the modules. Refer to Group 8W,
Wiring Diagrams.
(3) Install the interior/brake lamp fuse J. If test

light lites, go to the junction block and remove two
fuses #4 and #13.

• Stop lamp fuse #4 (20 amp)

• Interior lighting fuse #13 (10 amp)

(4) If test light goes out, go to step 5. If the test

light stays on, there is a short circuit in the wiring
between the power distribution center and the junc­tion block. Refer to Group 8W, wiring diagrams.

(5) Install the stop lamp fuse #4. If test light lites,

there is a short circuit between the fuse and the stop
lamps. Refer to Group 8W, Wiring Diagrams. If test
light does not lite, go to step 6.

(6) Install the interior lighting fuse #13. Close all

doors. If test light lites, there is a short circuit or a
faulty:

• Radio

• Body controller

• Remote keyless entry module

(7) Disconnect the three components. If test light

goes out, go to step 8. If test light does not go out,
with all components disconnected there is a short
circuit between the fuse and the components. Refer to
Group 8W, Wiring Diagrams. Set meter to the highest
mA range.

8A - 10 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

(9) Remove both fuses (J and A).

• Interior/brake lamp fuse J (20 Amp)

• Powertrain control module fuse A (20 Amp)

If there is any reading, with fuses removed there is

a short circuit in the wiring. Refer to Group 8W,
wiring diagrams. If reading is less than 25 mA go to
step 10.

(10) Install interior/brake lamp fuse J. After in-

stalling fuse, the current can reach 90 mA. After
time-out the reading should not exceed 20 mA. If OK
go to step 11. If not, disconnect:

• Radio

• Body control module

• Remote keyless entry module

Disconnect one component at time, to see if any

component is at fault. If the high reading is not
eliminated there is a short circuit in the wiring. Refer
to Group 8W, wiring diagrams.

CAUTION: Always disconnect the meter before

opening a door.

Fig. 20 Milliampere Meter Connection

(8) Using an multi-meter, that has least a milliam­pere range of 200 mA. Install meter between the
battery negative cable and battery negative post (Fig.

20). Carefully remove the test light without discon­necting the meter.After all modules time-out the total
vehicle IOD should be less than 25 milliamperes. If
ignition off draw is more than 25 milliamperes go to
step 9.

Each time the test light or milliampere meter is
disconnected and connected, all electronic timer func-

tions will be activated for approximately one minute.
The body control module ignition off draw can reach
90 milliamperes.

(11) Remove interior/brake lamp fuse J and install
the powertrain control module (engine controller) fuse
A. The milliampere reading should be 2-4 mA. If
reading is higher than 4 mA:

(a) Disconnect powertrain control module.
(b) If reading is OK, replace powertrain control

module.

(c) If reading does not change, disconnect the

transmission control module.

(d) If reading is OK, replace transmission control

module.

(e) If reading stays, there is a short circuit to one
of the modules. Refer to Group 8W, Wiring Dia­grams.

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 11

STARTER TEST PROCEDURES ON VEHICLE

INDEX

page page

Diagnostic Preparation .....................11

General Information ....................... 11

Ignition Switch Test ....................... 15

GENERAL INFORMATION

The starting system (Fig. 1) has:

• Ignition switch

• Starter relay (Fig. 2)

• Neutral starting and back-up switch with auto-

matic transmissions only

• Wiring harness

• Battery

• Starter motor with an integral solenoid

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.

DIAGNOSTIC PREPARATION

Before proceeding with starting system diagnostics,
verify:

(1) The battery top, posts, and terminals are clean.

Starter Control Circuit Tests ................. 14

Starter Feed Circuit Resistance Test ...........13

Starter Feed Circuit Tests ................... 11

(2) The generator drive belt tension and condition

is correct.

(3) The battery state-of-charge is correct.
(4) The battery will endure load test.
(5) The battery cable connections at the starter and

engine block are clean and free from corrosion.

(6) The wiring harness connectors and terminals

are clean and free from corrosion.

(7) Proper circuit grounding.
(8) Refer to Starter System Diagnostics (Fig. 3).

STARTER FEED CIRCUIT TESTS

The following procedure will require a suitable volt-

ampere tester (Fig. 4).

CAUTION: Ignition system also must be disabled to
prevent engine start while performing the following
tests.

(1) Connect a volt-ampere tester (Fig. 4) to the
battery terminals (Fig. 5). Refer to the operating in­structions provided with the tester being used.

(2) Disable ignition system as follows:

Fig. 1 Starting System

Fig. 2 Starter Relay

8A - 12 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

Fig. 3 Starter System Diagnostics

Fig. 4 Volt Ampere Tester

VEHICLES WITH DIRECT IGNITION SYSTEM:
Disconnect the ignition coils electrical connector (Fig.
6 and 7).

(3) Verify that all lights and accessories are OFF,
and the transmission shift selector is in the PARK.
Set parking brake.

(4)

Rotate and hold the ignition switch in the START

position. Observe the volt-ampere tester (Fig. 8).

• If voltage reads above 9.6 volts, and amperage
draw reads above 250 amps, go to the starter feed
circuit resistance test.

Fig. 5 Volt-Ampere Tester Connections

• If voltage reads 12.4 volts or greater and amperage
reads 0 to 10 amps, go to starter control circuit test.

CAUTION: Do not overheat the starter motor or
draw the battery voltage below 9.6 volts during
cranking operations.

(5) 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 ignition coil cable or ignition

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 13

Fig. 6 3.3L Engine Electrical Connection

Fig. 8 Starter Draw Tests

Fig. 7 3.5L Engine Electrical Connection

coil connector. Start the vehicle several times to as­sure the problem has been corrected.

STARTER FEED CIRCUIT RESISTANCE TEST

Before proceeding with this operation, review Diag­nostic Preparation and Starter Feed Circuit Tests.
The following operation will require a voltmeter, accu­rate to one tenth of a volt.

CAUTION: Ignition system also must be disabled to
prevent engine start while performing the following
tests.

(1) Disable ignition system as follows:

VEHICLES WITH DIRECT IGNITION SYSTEM:
Disconnect the ignition coils electrical connector (Fig.
6 and 7).

(2) With all wiring harnesses and components prop­erly connected, perform the following:

(a) Connect the negative lead of the voltmeter to
the negative battery post, and positive lead to the
negative battery cable clamp (Fig. 9). Rotate and
hold the ignition switch in the START position.

Fig. 9 Test Battery Connection Resistance

Observe the voltmeter. If voltage is detected, correct
poor contact between cable clamp and post.

(b) Connect positive lead of the voltmeter to the
positive battery post, and negative lead to the posi­tive battery cable clamp. Rotate and hold the igni­tion switch key in the START position. Observe the
voltmeter. If voltage is detected, correct poor contact
between the cable clamp and post.

(c) Connect negative lead of voltmeter to negative
battery terminal, and positive lead to engine block
near the battery cable attaching point (Fig. 10).
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 correcting poor
contacts, replace ground cable.
(3) Connect positive voltmeter lead to the starter

motor housing and the negative lead to the negative
battery terminal (Fig. 11). 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
positive battery terminal, and negative lead to bat­tery cable terminal on starter solenoid (Fig. 12).

8A - 14 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

Fig. 10 Test Ground Circuit Resistance

Rotate and hold the ignition switch in the START
position. If voltage reads above 0.2 volt, correct poor
contact at battery cable to solenoid connection. If
reading is still above 0.2 volt after correcting poor
contacts, replace battery positive cable.

failures, remove the starter motor and go to Bench
Testing Starter Solenoid in this Group.

Fig. 11 Test Starter Motor Ground

(b) If resistance tests do not detect feed circuit

Fig. 12 Test Positive Battery Cable Resistance

STARTER SOLENOID TEST

WARNING: CHECK TO ENSURE THAT THE TRANS­MISSION IS IN THE PARK POSITION WITH THE
PARKING BRAKE APPLIED

(1) Verify battery condition. Battery must be in
good condition with a full charge before performing
any starter tests. Refer to Battery Tests.

(2) Perform this starter solenoid test BEFORE per­forming the starter relay test.

(3) Raise the vehicle.

(4) Perform a visual inspection of the
starter/starter solenoid for corrosion, loose connec­tions or faulty wiring.

(5) Lower the vehicle.

(6) Locate the starter relay (Fig. 13).

STARTER CONTROL CIRCUIT TESTS

The starter control circuit has:

• Starter solenoid

• Starter relay (Fig. 2)

• Neutral starting and back-up switch with auto-

matic transmissions

• Ignition switch

• Battery

• All related wiring and connections

CAUTION: Before performing any starter tests, the

ignition system must be disabled.

• Unplug the ignition coil electrical connector (Figs.
6 and 7).

Fig. 13 Starter Relay Location

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 15

(7) Remove the starter relay from the power distri-

bution center.

(8) Connect a remote starter switch or a jumper
wire between the battery positive post and terminal D
on the starter relay connector (Fig. 13).

• If engine cranks, starter/starter solenoid is good.
Go to the Starter Relay Test.

• If engine does not or solenoid chatters, check wir­ing and connectors from starter relay to starter sole­noid for loose or corroded connections. Particularly at
starter terminals.

• Repeat test. If engine still fails to crank properly,
trouble is within starter or starter mounted solenoid,
and it must be removed for repairs. Refer to Group
8B, Battery/Starter/Generator Service, for Starter Re­placement.

STARTER RELAY TEST

WARNING: CHECK TO ENSURE THAT THE TRANS­MISSION IS IN THE PARK POSITION WITH THE
PARKING BRAKE APPLIED

(1) Verify battery condition. Battery must be in
good condition with a full charge before performing
any starter tests. Refer to Battery Tests.

(2) Perform the preceding starter solenoid tests BE­FORE performing starter relay tests. Refer to Starter
Solenoid Test.

(3) Locate and remove the starter relay (Fig. 13).

(4) After the starter relay has been located and
removed, refer to Starter Relay Tests (Fig. 14).

NEUTRAL STARTING AND BACK-UP SWITCH

Refer to Starter Relay Tests for electrical diagnos-

tics, when checking starter circuits (Fig. 14).

For removal and installation of neutral switch, refer
to Neutral Starting and Back-up Switch in Group 21,
Transaxle.

IGNITION SWITCH TEST

After testing starter solenoid and relay, test ignition
switch and wiring. Refer to Group 8D, Ignition Sys­tems or Group 8W, Wiring Diagrams. Check all wir­ing for opens or shorts, and all connectors for being
loose or corroded.

BENCH TESTING STARTER SOLENOID

(1) Disconnect field coil wire from field coil termi­nal (Fig. 15 or 16).

(2) Check for continuity between solenoid terminal
and field coil terminal with a continuity tester. Conti­nuity should be detected (Fig. 17 or 18).

(3) Check for continuity between solenoid terminal
and solenoid housing (Fig. 19 or 20). Continuity
should be detected. If continuity is detected, solenoid
is good.

(4) If continuity is not detected in either test, sole­noid has an open circuit and is defective.

• MELCO STARTERS: Replace the solenoid

• NIPPONDENSO STARTERS: Replace the starter

assembly

8A - 16 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

Fig. 14 Starter Relay Tests

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 17

Fig. 15 Field Coil Wire Terminal—Melco

Fig. 16 Field Coil Wire Terminal—Nippondenso

Fig. 18 Continuity Test Between Solenoid Terminal

and Field Coil Terminal—Nippondenso

Fig. 19 Continuity Test Between Solenoid Terminal

and Solenoid Case —Melco

Fig. 17 Continuity Test Between Solenoid Terminal

and Field Coil Terminal—Melco

Fig. 20 Continuity Test Between Solenoid Terminal

and Solenoid Case —Nippondenso

8A - 18 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

GENERATOR TEST PROCEDURES ON VEHICLE

CHARGING SYSTEM DIAGNOSTICS (Fig. 1) OUTPUT WIRE VOLTAGE DROP TEST

The generator output wire voltage drop test shows
the amount of voltage drop across the generator out­put wire between the generator B+ terminal and the
battery positive post (Fig. 2).

PREPARATION

Before starting test, make sure the vehicle has a
fully charged battery. Tests and procedures to check
for a fully charged battery are shown in the Battery
section of this Group.

Using an Ohmmeter, check generator ground path.
Resistance between generator housing to engine
should not exceed 0.3 ohms. If resistance is higher,
thoroughly clean surfaces between generator and
mounting bracket. Tighten all fasteners to specific
torques.

VOLTAGE DROP TEST

(1) Using a voltmeter, connect the positive lead to
the generator (B+) output terminal. Connect the
negative lead to battery positive post.

(2) Connect tachometer to engine.

(3) Fully engage parking brake.

(4) Place transmission in neutral position.

(5) Start engine.

(6) Allow ten minutes for engine warm-up.

(7) Operate blower motor on high speed.

(8) Turn headlamps ON high beam.

(9) Increase engine speed to approximately 2,400
RPM.

(10) Observe voltmeter, the reading should not ex­ceed 0.8 volts.

RESULTS

If a higher voltage drop is shown, inspect, clean
and tighten all connections between generator B+
terminal and battery positive post. A voltage drop

test may be performed at each connection to locate a
connection with excessive voltage drop. If voltage
drop tests are satisfactory, reduce engine speed, turn
OFF blower motor, headlamps and ignition switch.

OUTPUT VOLTAGE TEST

The output voltage test determines whether or not
the generator is capable of delivering output current
to satisfy the vehicle electrical load requirements.

PREPARATION

Before starting any tests, make sure the vehicle has
a fully charged battery. Tests and procedures to check
for a fully charged battery are shown in Battery
section.

(1) Connect voltmeter leads across battery termi­nals (Figs. 3 and 4).

(2) Check and record battery voltage with the igni­tion switch OFF and all electrical loads OFF.

(3) Fully engage parking brake and place transmis­sion in park.

TEST

Record the results of the output test step 2.

(1) Start engine.

(2) With engine at operating temperature record
battery voltage at engine speed of 1500 rpm with no
other electrical loads. The battery voltage should not
be more than 2.5 volts above battery voltage. If bat­tery voltage is higher than 2.5 volts, refer to Check
For Overcharging.

(3) Check and record battery voltage at engine
speed of 2000 rpm with blower motor ON high and
headlamps ON high beam. The battery voltage should
be minimum of 0.5 volt above battery voltage. If not,
refer to Check For Inadequate/low Charging.

(4) After output voltage tests are completed, turn
OFF blower motor, head lamps and ignition switch.

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 19

Fig. 1 Charging Diagnostics

8A - 20 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

Fig. 4 Output Voltage Test

Fig. 2 Wiring Connections

Fig. 3 Voltage Drop Test

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 21

FAULT CODES—ON BOARD DIAGNOSTICS

INDEX

page page

DRB Diagnostic Tester ..................... 21

General Description/Information .............. 21

GENERAL DESCRIPTION/INFORMATION

Another way of diagnosing charging system prob­lems can be accomplished using the On-Board Diag­nostic System Diagnostic Trouble Codes.

A diagnostic trouble code shows a potential problem
in a monitored circuit, or a condition caused by a
faulty component. A diagnostic trouble code can be
retrieved by turning the ignition switch ON-OFF-ON­OFF-ON without starting the engine, and counting
the possible number of flashes of the Malfuction Indi­cator (Check Engine) Lamp in the instrument cluster.

EXAMPLES:

• If the malfunction indicator lamp flashes four
times, pauses, and flashes one more time, a Code 41
is shown. The first set of four flashes indicates the
number four. The second set of one flash indicates
one.

• If the malfunction indicator lamp flashes four
times, pauses, and flashes six more times, a Code 46
is shown. The first set of four flashes indicates the
number four. The second set of six flashes indicates
six.

• If the malfunction indicator lamp flashes four

times, pauses, and flashes seven more times, a Code
47 is indicated. The first set of four flashes indicates
the number four. The second set of seven flashes
indicates seven.

Testing Using Diagnostic Trouble Codes ........ 21

TESTING USING DIAGNOSTIC TROUBLE CODES

For diagnostic testing when using the diagnostic

trouble codes, refer to Figs. 7 through 10.

DRB DIAGNOSTIC TESTER

TESTING DIAGNOSTIC TROUBLE CODES

A more accurate device to retrieve diagnostic trouble
codes is the Diagnostic Tool (DRB). The diagnostic tool
is plugged into the diagnostic connector (Fig. 11) lo­cated on the right lower side of the steering column.
The DRB will display diagnostic trouble descriptions.
The DRB can also test various circuits and component
functions. Refer to the instructions provided with the
DRB tool being used. Descriptions of diagnostic trouble
codes for other vehicle systems can be found in the
General Diagnosis section of Group 14, Fuel System.

If using an DRB, refer to the appropriate Power­train Diagnostic Manual.

POWERTRAIN CONTROL MODULE

The power control module is equipped with On­Board Diagnostic features and monitors all engine
control circuits during a run/drive period. If a circuit
or system does not perform properly, the powertrain
control module will file in memory a predetermined
diagnostic trouble code. This can be used to help in
diagnosing a problem. After 50 to 100 ignition switch
ON/RUN cycles, the memory will be erased if the
problem does not reoccur.

The powertrain control module is located below the
air cleaner housing (Fig. 5).

16 Refer to Fig. 6 Generator Diagnostic Trouble
Codes chart for relationships of generator/charging
system code numbers.

Fig. 5 Powertrain Control Module

8A - 22 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

Fig. 6 Generator Diagnostic Trouble Codes

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 23

Fig. 7 Check For Inadequate/Low Charging

8A - 24 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

Fig. 8 Check For Overcharging

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 25

Fig. 9 Powertrain Control Connector

Fig. 10 Electrical Resistance Test

Fig. 11 Diagnostic Connector Location

8A - 26 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

SPECIFICATIONS

BATTERY

STARTER

TORQUE SPECIFICATIONS

BATTERY/STARTER/GENERATOR SERVICE 8B - 1

BATTERY/STARTER/GENERATOR SERVICE

CONTENTS

page page

BATTERY ............................... 1

GENERATOR ............................ 5

BATTERY

GENERAL INFORMATION

This first section will cover Battery replacement
and service procedures only. For Battery diagnostic
procedures, refer to Group 8A, Battery/Starting/
Charging Systems Diagnostics.

Factory installed batteries (Fig. 1) do not have re­movable battery cell caps. Water cannot be added to
the factory installed battery. Battery is sealed, except
for small vent holes in the top. Chemical composition
inside the battery produces an extremely small
amount of gases at normal charging voltages. The
factory installed battery is equipped with a test indi­cator that displays a colored ball to show battery
state-of-charge.

STARTER ............................... 3

Fig. 2 Remove Battery Cables

WARNING: TO PROTECT THE HANDS FROM BAT­TERY ACID, A SUITABLE PAIR OF HEAVY DUTY
RUBBER GLOVES, NOT THE HOUSEHOLD TYPE,
SHOULD BE WORN WHEN REMOVING OR SERVIC­ING A BATTERY. SAFETY GLASSES ALSO SHOULD
BE WORN.

Fig. 1 Maintenance Free Battery—Typical

• Green Indicator = Full charge

• Black Indicator = Discharged

• Yellow Indicator = Battery replacement required.

BATTERY VISUAL INSPECTION AND SERVICE

(1) Make sure ignition switch is in OFF position

and all accessories are OFF.

(2) Disconnect and remove the battery terminals
from the battery posts. Remove negative battery cable
first (Fig. 2).

(3) Remove battery heat shield.

(4) Remove battery hold down clamp (Fig. 3) and

remove battery from vehicle.

CAUTION: Do not allow baking soda solution to

enter vent holes, as damage to battery can result.

(5) Clean top of battery with a solution of warm
water and baking soda. Apply solution with a bristle
brush and allow to soak until acid deposits loosen
(Fig. 4). Rinse with clear water and blot dry with
paper toweling. Dispose of toweling in a safe manner.
Refer to the WARNINGS on top of battery.

(6) Inspect battery case and cover for cracks or leak­age. If leakage is present battery must be replaced.

(7) Inspect battery tray (Fig. 3) for damage caused
by acid from battery. If acid damage is present, it will
be necessary to clean area with same solution de­scribed in Step 4.

(8) Clean battery posts with a suitable battery post
cleaning tool (Fig. 5).

8B - 2 BATTERY/STARTER/GENERATOR SERVICE

Fig. 3 Battery Heat Shield/Hold-Down/Tray

Fig. 4 Cleaning Battery

(9) Clean inside surfaces of battery terminal
clamps with a suitable battery terminal cleaning tool
(Fig. 6). Replace damaged or frayed cables and broken
terminal clamps.

(10) Inspect battery for proper or damaged hold
down ledge.

(11) Install battery in vehicle making sure that bat­tery is properly positioned on battery tray (Fig. 3).

(12) Install battery hold down clamp, making sure
that it is properly positioned on battery.

Fig. 5 Cleaning Battery Posts

Fig. 6 Cleaning Battery Cable Terminal

(13) Place battery heat shield, over battery. The top
inside surface of heat shield must be flush with top of
battery.

(14) Connect battery cable clamps to battery posts
making sure top of clamp is flush with top of post
(Fig. 7). Install POSITIVE cable first.

(15) Tighten clamp nuts securely.

BATTERY/STARTER/GENERATOR SERVICE 8B - 3

Fig. 7 Battery Cables Disconnected

STARTER

page page

General Information ........................ 3

Melco Starter—3.5L Engine Replacement ........ 3

Neutral Starting and Back-Up Switch ........... 4

Nippondenso Starter—3.3L Engine Replacement . . 4

GENERAL INFORMATION

This section will cover STARTER replacement and
service procedures only. For starter diagnostic proce­dures, refer to Group 8A, Battery/Starting/Charging
Systems Diagnostics.

STARTING SYSTEM

The starting system has:

• Ignition switch

• Starter relay

• Neutral starting and back up switch

• Wiring harness

• Battery

• Starter motor with an integral solenoid

MELCO STARTER

The Melco is a permanent magnet starter motor
available on 3.5L engines. A planetary gear train
transmits power between starter motor and pinion
shaft. The fields have six permanent magnets.

INDEX

Starter Relay ............................. 4

Starting System ........................... 3

Supply Circuit and Control Circuit .............. 3

NIPPONDENSO STARTERS

• A Nippondenso reduction gear-field coil starter mo­tor is available on 3.3L engine.

SUPPLY CIRCUIT AND CONTROL CIRCUIT

Both starter systems consists of two separate cir-

cuits:

• A high amperage supply to feed the starter motor.

• A low amperage circuit to control the starter sole-

noid.

For additional information on starter motor supply
and control circuits, refer to Group 8A, Battery/
Starting/Charging Systems Diagnostics.

MELCO STARTER—3.5L ENGINE REPLACEMENT

(1) Disconnect battery negative cable (Fig. 1).

(2) Raise vehicle.

(3) For easier servicing, do not remove the wiring
from starter at this time.

(4) Remove three bolts attaching starter to engine
(Fig. 2).

8B - 4 BATTERY/STARTER/GENERATOR SERVICE

Fig. 1 Remove or Install Battery Cable

(8) Remove the starter from vehicle.

(9) For installation, reverse above procedures.
Clean corrosion/dirt from the cable and wire termi­nals before installing wiring to the solenoid.

MELCO STARTER SOLENOID REPLACEMENT

(1) Disconnect field terminal (Fig. 3).

(2) Remove wire terminal and battery cable nuts.

(3) Remove two solenoid mounting screws (Fig. 4).

Fig. 2 Starter—3.5L Engine

(5) Remove starter/starter solenoid assembly from
engine. Position the starter to gain access to the
wiring connectors.

(6) Remove the positive battery cable nut and wir­ing terminal nut (Fig. 3).

Fig. 4 Solenoid Mounting Screws

(4) Remove the solenoid and spring from the

starter.

(5) For installation, reverse above procedures.

NIPPONDENSO STARTER—3.3L ENGINE REPLACEMENT

(1) Disconnect negative battery cable (Fig. 1).
(2) Raise vehicle.
(3) For easier servicing, do not remove the wiring

from starter at this time.

(4) Remove three starter attaching bolts from

engine/transaxle (Fig. 5).

(5) Remove starter/starter solenoid assembly from
engine. Position the starter to gain access to the
wiring connectors.

(6) Remove the positive battery cable and wiring
terminal nut (Fig. 6).

(7) Disconnect push on solenoid connector.

(8) Remove the starter from vehicle.

(9) For installation, reverse above procedures.
Clean corrosion/dirt from the cable and wire termi­nals before installing wiring to the solenoid.

STARTER RELAY

For electrical diagnostics, when checking the starter
circuits, refer to the Starter Relay Tests in Group 8A,
Battery/Starting/Charging Systems Diagnostics.

Fig. 3 Wire Terminal Connection

(7) Disconnect push on solenoid connector.

NEUTRAL STARTING AND BACK-UP SWITCH

For removal and installation of switch, refer to
Neutral Starting and Back-up Switch Replacement in
Group 21, Transaxle.

Fig. 5 Starter—3.3L Engine

BATTERY/STARTER/GENERATOR SERVICE 8B - 5

Fig. 6 Wire Terminal Connections

GENERATOR

page page

General Information ........................ 5

Generator Replacement—3.3L Engine .......... 5

GENERAL INFORMATION

This section will cover generator replacement only.
Information covering generator on-vehicle testing and
diagnosis can be found in Group 8A,
Battery/Starting/Charging Systems Diagnostics. The
same Nippondenso 90 amp generator is used on both
the 3.3L and the 3.5L engines.

These generators are not intended to be disas­sembled for service. It must be replaced as an
assembly.

GENERATOR REPLACEMENT—3.3L ENGINE

(1) Disconnect battery negative cable (Fig. 1).

(2) Disconnect the generator field circuit plug.

(3) Remove the B+ terminal nut and wire (Fig. 2).

(4) Loosen adjusting T-bolt, but do not

(5) Loosen pivot bolt, but do not remove.

(6) Loosen adjusting bolt to allow removal of the
generator drive belt. Refer to Group 7,

(7) Remove adjusting T-bolt.

(8) Remove pivot bolt,

(9) Remove generator.

being careful not to lose spacer.

remove (Fig. 3).

Cooling System.

INDEX

Generator Replacement—3.5L Engine .......... 5

Fig. 1 Remove negative battery Cable

(10) For installation, reverse above procedures.
Tighten all fasteners to the proper torque. Refer to
the Torque Specifications chart at the rear Group 8A.

GENERATOR REPLACEMENT—3.5L ENGINE

(1) Disconnect negative battery cable (Fig. 1).

(2) Loosen idler mounting bolt do not remove.

(3) Loosen

adjusting bolt to allow removal of drive belt.

8B - 6 BATTERY/STARTER/GENERATOR SERVICE

Fig. 2 Wire Terminal Connection

(4) Loosen lower mounting bolt do not
(5) Loosen pivot bolt, but do not remove.
(6) Remove lower mounting bolt.
(7) Remove pivot bolt.
(8) Remove generator.
(9) Disconnect the generator field circuit plug.

Fig. 4 Generator—3.5L Engine

Fig. 3 Generator—3.3L Engine

remove (Fig. 4).

(10) Remove the B+ terminal nut and wire (Fig. 2).

(11) For installation, reverse above procedures.
Tighten all fasteners to the proper torque. Refer to
the Torque Specifications chart at the rear Group 8A.

OVERHEAD CONSOLE

CONTENTS

page page

OVERHEAD CONSOLE 8C - 1

AMBIENT TEMPERATURE SENSOR .......... 5

BASE UNIT ............................. 4

COMPASS CALIBRATION PROCEDURE ....... 3

COMPASS DISPLAY DIAGNOSTICS .......... 3

DEMAGNETIZING PROCEDURE ............. 3

DISPLAY DIAGNOSTICS ................... 2

FULL CONSOLE ......................... 4

GENERAL INFORMATION .................. 1

MAP LAMP REPLACEMENT ................ 5

MAP LAMP SWITCHES/WIRE HARNESS ...... 5

GENERAL INFORMATION

There are three types for overhead consoles:
(1) Full console (Fig. 1)
(2) Mini console (Fig. 2)
(3) Base unit (Fig. 3)
The full overhead console has:

• Overhead Travel Information System (OTIS).

• Two map/courtesy lamps.

• Two storage compartments one for garage door

opener and the other for eye glasses.

The mini console has:

• Overhead Travel Information System (OTIS).

MINI CONSOLE .......................... 4

OTIS LAMP REPLACEMENT ................ 5

OTIS REPLACEMENT ..................... 4

OVERHEAD CONSOLE BASE REPLACEMENT .. 5
OVERHEAD TRAVEL INFORMATION SYSTEM

(OTIS) ............................... 1

SELF-DIAGNOSTIC TEST .................. 2

VARIANCE .............................. 4

VARIANCE SETTING PROCEDURE ........... 4

• Two map/courtesy lamps.

The base unit has:

• Two map/courtesy lamps.

MAP READING LAMPS

The map lamps are actuated by pressing on the
switch to turn ON and a second time for OFF. The
lamps also serve as courtesy lamps whenever:

• A door is opened

• The illuminated entry system is activated

• The headlamp dimmer switch is rotated up to the

courtesy lamp detent.

OVERHEAD TRAVEL INFORMATION SYSTEM (OTIS)

Overhead Travel Information System (OTIS) is a
module with six informational displays and four but­tons. When the vehicle is first turned ON:

• OTIS blanks the display for a half second

• Illuminates all segments of the vacuum fluorescent

display (VFD) for one second

• Blanks the display again for half second

• OTIS then displays whatever display was being

viewed when the ignition was turned OFF

Fig. 1 Full Console

Fig. 2 Mini Console

Fig. 3 Base Unit

8C - 2 OVERHEAD CONSOLE

THERE ARE 6 DISPLAYS:

• Compass/Temperature

• Average fuel economy

• Distance to empty

• Instantaneous fuel economy

• Trip odometer

• Elapsed time

THERE ARE 4 BUTTONS

The buttons operate when the ignition is in the ON

position (Fig. 4).

Fig. 4 OTIS

• STEP

• C/T

• US/M

• RESET

STEP BUTTON

Pressing the STEP button selects one of the follow-

ing 5 displays:

• Average fuel economy

• Distance to empty

• Instantaneous fuel economy

• Trip odometer

• Elapsed time

C/T (COMPASS/TEMPERATURE) BUTTON

Pressing the C/T button selects the Compass/Tem-

perature display.

US/M (ENGLISH/METRIC MEASUREMENT) BUTTON

Pressing the US/M button switches the display

units between English and Metric readings.

RESET BUTTON

Pressing the RESET button resets the function on
the display, provided that function can be reset. The
functions which can be reset are Average fuel
economy, Trip odometer and Elapsed time.

The RESET button is also used to set the variance
and/or calibrate the compass. Refer to the Variance
Procedure and Calibration Procedure.

SELF-DIAGNOSTIC TEST

(1) With the ignition switch in the OFF position
simultaneously press the C/T and STEP buttons and
turn the ignition switch ON.

(2) OTIS will illuminate all segments on the VFD
for 2-4 seconds. Release the C/T and STEP buttons.
Check for segments that are not illuminated.

(3) If OTIS displays PASS, the module is OK.

(4) If OTIS displays FAIL, replace the module.

(5) If OTIS displays CCD, check for an open or
short in the bus communication wires.

(6) Press the C/T or STEP button to exit self-test.

DISPLAY DIAGNOSTICS

TEMPERATURE

OTIS receives Chrysler Collision Detection (CCD
bus) messages from the body control module for all
displayed information except the compass display. If a
dash (-) is displayed, OTIS is not receiving a CCD
message from the body control module. To check out
the CCD lines and the body control module use the
DRB and Body Diagnostic Procedure manual.

If OTIS displays SC instead of a temperature, the
CCD message is more than 55°C (131°F). Check for a
short circuit between the temperature sensor and the
body control module.

If OTIS displays OC instead of a temperature, the
CCD message is less than -40°C (-40°F). Check for an
open circuit between the temperature sensor and the
body control module.

AVERAGE FUEL ECONOMY

OTIS receives average fuel economy information
from the body control module over the CCD lines. If
OTIS displays -.- instead of an average fuel economy
value, it is not receiving a CCD message for the
average fuel economy from the body control module.
To check out the CCD lines and the body controller
use the DRB.

DISTANCE TO EMPTY

OTIS receives distance to empty information from
the body control module over the CCD lines. If OTIS
displays a dash(-)instead of a distance to empty
value, it is not receiving a CCD message for the
distance to empty from the body control module. To
check out the CCD lines and the body control module
use the DRB.

INSTANTANEOUS FUEL ECONOMY

OTIS receives instantaneous fuel economy informa­tion from the body control module over the CCD lines.
If OTIS displays a dash (-) instead of an instanta­neous fuel economy value, it is not receiving a CCD
message for the instantaneous fuel economy from the
body control module. To check out the CCD lines and
the body control module use the DRB.

OVERHEAD CONSOLE 8C - 3

TRIP ODOMETER

OTIS receives trip odometer information from the
body control module over the CCD lines. If OTIS
displays dashes -.- instead of the trip odometer value,
it is not receiving a CCD message for the trip odom­eter from the body control module. To check out the
CCD lines and the body controller use the DRB.

ELAPSED TIME

OTIS receives a bus message containing elapsed
time information. If OTIS displays dashes -:-- instead
of the elapsed time, it is not receiving a CCD message
for the elapsed time from the body control module. To
check out the CCD lines and the body control module
use the DRB.

SELF DIAGNOSTIC TEST

(1) With the ignition switch in the OFF position
simultaneously press the C/T and STEP buttons.

(2) Turn ignition switch ON

(3) OTIS lights all segments on the VFD for 2-4
seconds. Check for segments that are not illuminated.

(4) OTIS displays PASS, the module is ok.

(5) OTIS displays FAIL, replace the module.

(6) OTIS displays CCD, check for an open or a
short in the bus communication wires.

(7) Press the C/T or the STEP button to exit self­test.

netic tipped screwdriver, etc. If the roof becomes mag­netized use a demagnetizing Tool 6029 to demagne­tize the roof.

In this demagnetizing procedure you will use the
demagnetizing tool to demagnetize the roof. It is im­portant that you follow the instructions below exactly.

(1) Be sure the ignition switch is in the OFF posi­tion before you begin the demagnetizing procedure.

(2) Place an 8 1/2 in. X 11 in. piece of paper length­wise on the roof of vehicle directly above compass.
The purpose of the paper is to protect the roof panel
from scratches and define the area to be demagne­tized.

(3) Plug in the demagnetizing tool, keeping it at
least two feet away from the OTIS.

(4) Slowly approach the center of the roof panel at
the windshield with the demagnetizing tool plugged
in.

• Contact the roof panel with the tip of the tool.

• Using slow sweeping motions of 1/2 inch between

sweeps

• Move the tool about four inches either side of the
centerline, and at least 11 inches back from the wind­shield.

(5) With the demagnetizing tool still energized,
slowly back away from the roof panel until the tip is
at least two feet from the roof before unplugging the
tool.

(6) Recalibrate compass and set variance.

COMPASS DISPLAY DIAGNOSTICS

To display the vehicle direction, OTIS processes
information from a sensor internal to the module.
OTIS is self-calibrating and requires no adjusting.

OTIS displays the label CAL whenever the compass is
in the fast calibration mode.

If all three of the following conditions listed below
occur, the vehicle must be demagnetized.

• Compass portion of the display is blank

• Temperature portion of the display is OK

• The label CAL is illuminated

If demagnetizing the vehicle is needed refer to the
demagnetizing procedure. After demagnetizing, to
calibrate the compass refer to Calibration Procedure
and to set the variance refer to Variance Procedure. If
the compass portion of the display is still blank, re­place OTIS.

DEMAGNETIZING PROCEDURE

Do not attach magnetic devices, such as magnetic
CB antennas to the vehicle roof, as they can cause the
compass to give false readings.

Every vehicle has its own magnetic field. This mag­netic field is created by the various processes a steel
roof goes through when the vehicle is built. A mag­netic field can also be created if the roof is subjected
to a magnet, example magnetic C.B. antenna, mag-

COMPASS CALIBRATION PROCEDURE

Do not attempt to set the compass calibration near
large metal objects such as other vehicles, large build­ings or bridges. Remove all magnetic devices from
roof panel. This compass is equipped with an auto­calibration feature which eliminates the need to
manually set compass calibration. For a short time
when the vehicle is new, the compass may appear
erratic and the CAL symbol will be lit. After complet­ing 3 complete 360 degree turns, in an area free of
metal objects and on level ground, the CAL symbol
will turn off and the compass will perform normally.

If at any time the compass should become inaccu­rate it can be put in auto-calibration mode by using
the following procedure.

(1) Turn key to the ON position.

(2) Press C/T button to select the Compass/Temper­ature display.

(3) Press and hold RESET button, for about 5 sec­onds the VAR symbol will light. While continuing to
hold the RESET button, for about 10 seconds the CAL
symbol will light.

(4) Drive the vehicle through 3 complete 360 degree
turns, in an area free of metal objects and in no less
than 48 seconds, the compass will be calibrated.

(5) The OTIS will extinguish the CAL label.

(6) Reset compass variance.

8C - 4 OVERHEAD CONSOLE

• The calibration procedure automatically sets the
variance to 8. If you are in an area with a variance
number other than 8 you must reset the variance.

VARIANCE

Variance is the difference between magnetic North
and geographic North. In some areas the difference
between magnetic and geographic north is great
enough to cause the compass to give false readings. If
this occurs, the variance must be set (Fig. 5).

Fig. 5 Variance Zone Map

VARIANCE SETTING PROCEDURE

To set the variance:

• Turn ignition key ON

• Press the C/T button to select the Compass/Tem-

perature display

• Press and hold RESET button; the VAR symbol
should come on in about 5 seconds.

• The OTIS will display the variance zone and the
word VAR.

• Press STEP button to select the desired zone (Fig.

5).

• Press RESET button to set the new variance zone
and resume normal operation.

FULL CONSOLE

(1) Open the garage door opener and the sun glass
compartments (Fig. 6).

Fig. 6 Full Console Removal

(2) Remove two screws from the eye glasses com-

partment.

(3) Remove screw from garage door transmitter
compartment and remove transmitter, if necessary.
Pull gently down at the rear of the console to discon­nect the console from mounting bracket

(4) Disconnect wire connectors and lower the con­sole.

(5) For installation, reverse above procedures.

MINI CONSOLE

(1) Remove screw from windshield side of console.

(2) Grasp the front of console and pull downward to
disconnect the retaining clips.

(3)

Disconnect wire connectors and lower the console.

(4) For installation, reverse above procedures.

BASE UNIT

(1) Grasp the both outer sides and pull downward
to disconnect the retaining clips.

(2) Disconnect wire connector and lower the unit.

OTIS REPLACEMENT

(1) Remove overhead console, refer to above proce­dures.

(2) Remove mounting screws and un-clip map lamp
wire connector from the OTIS (Fig. 7).

(3) Remove the OTIS from overhead console.

(4) For installation, reverse above procedures.
Align the OTIS guides on the housing with the groves
of the console.

Fig. 7 OTIS Removal

OTIS LAMP REPLACEMENT

(1) Remove overhead console, refer to above proce-

dures.

(2) Using a flat blade screwdriver twist out

socket/lamp.

(3) Replace as necessary.

OVERHEAD CONSOLE 8C - 5

(3) Remove lamp socket from mounting.

(4) Remove switches by sliding them out of posi­tion.

(5) For installation, reverse above procedures.

OVERHEAD CONSOLE BASE REPLACEMENT

(1)

Remove overhead console, refer to above proce-

dures.

(2) Remove head liner refer to Group 23, Body.

(3) Using an trim stick, remove console base by
disengaging the body clips (Figs. 9 and 10).

Fig. 9 Full Console Base Removal

MAP LAMP REPLACEMENT

(1) Remove overhead console, refer to above proce-

dures.

(2) Remove lamp socket from mounting.

(3) Remove lamp, replace as necessary.

MAP LAMP SWITCHES/WIRE HARNESS

(1) Remove overhead console, refer to above proce-

dures.

(2) Disconnect wire harness connector (Fig. 8).

Fig. 10 Mini Console Base Removal

(4) For installation, reverse above procedures.

AMBIENT TEMPERATURE SENSOR

(1) Raise and support vehicle on safety stands.

(2) From behind front bumper fascia, remove screw
attaching sensor to radiator closure panel (Fig. 11).

(3) For installation, reverse above procedures.

Fig. 8 Wire Harness Removal

Fig. 11 Ambient Temperature Sensor

IGNITION SYSTEMS

CONTENTS

page page

IGNITION SYSTEMS 8D - 1

3.3L AND 3.5L ELECTRONIC IGNITION

SYSTEM—SYSTEM OPERATION .......... 1

3.3L AND 3.5L ELECTRONIC IGNITION

SYSTEMS—DIAGNOSTIC PROCEDURES .... 9

3.3L AND 3.5L ELECTRONIC IGNITION SYSTEM—SYSTEM OPERATION

page page

Automatic Shut Down and Fuel Pump Relays ..... 8

Camshaft Position Sensor ................... 5

Crankshaft Position Sensor .................. 6

Engine Coolant Temperature Sensor ............ 7

General Information ........................ 1

Ignition Coil ..............................6

Intake Air Temperature Sensor ................ 6

GENERAL INFORMATION

This section describes the electronic ignition system

for the 3.3L and 3.5L engines used in LH vehicles.

The On-Board Diagnostics Section in Group 14 de-

scribes diagnostic trouble codes.

Group 0, Lubrication and Maintenance, contains
general maintenance information for ignition related
items. The Owner’s Manual also contains mainte­nance information.

The 3.3L and 3.5L engines use a fixed ignition
timing system. The distributorless electronic ignition
system is refereed to as the Direct Ignition System.

Basic ignition timing is not adjustable. The
powertrain control module (PCM) determines spark
advance. The system’s three main components are the
coil pack, crankshaft position sensor, and camshaft
position sensor.

The crankshaft position sensor and camshaft posi­tion sensor are hall effect devices. The camshaft posi­tion sensor and crankshaft position sensor generate
pulses that are the inputs to the PCM. The PCM
determines crankshaft position from these sensors.
The PCM calculates injector sequence and ignition
timing from crankshaft position. For a description of
both sensors, refer to Camshaft Position Sensor and
Crankshaft Position Sensor in this section.

3.3L AND 3.5L ELECTRONIC IGNITION

SYSTEMS—SERVICE PROCEDURES ...... 10

IGNITION SWITCH AND INTERLOCK ........ 16

SPECIFICATIONS ....................... 22

INDEX

Knock Sensors—3.5L Engine .................7

Manifold Absolute Pressure Sensor ............ 8

Powertrain Control Module (PCM) ............. 2

Spark Plug Cables .........................2

Spark Plug Condition ....................... 3

Spark Plug Service ........................ 2

Spark Plugs .............................. 2

FIRING ORDER

The firing order of the 3.3L and 3.5L direct ignition

system is 1-2-3-4-5-6 (Fig. 1).

Fig. 1 Spark Plug Wire Routing—

3.3L and 3.5L Engine

8D - 2 IGNITION SYSTEMS

POWERTRAIN CONTROL MODULE (PCM)

The powertrain control module (PCM) regulates the
ignition system (Fig. 2). The PCM supplies battery
voltage to the ignition coil through the Automatic
Shut Down (ASD) Relay. The PCM also controls the
ground circuit for the ignition coil. By switching the
ground path for the coil on and off, the PCM adjusts
ignition timing to meet changing engine operating
conditions.

During the crank-start period the PCM advances
ignition timing a set amount. During engine opera­tion the following inputs determine the amount of
spark advance provided by the PCM.

• Intake air temperature (3.5L engine)

• Coolant temperature

• Engine RPM

• Available manifold vacuum

• Knock sensor (3.5L Engine)

The PCM also regulates the fuel injection system.
Refer to the Fuel Injection sections of Group 14.

when checked with at least a 1000 volt tester. For
spark plug identification and specifications, Refer to
the Specifications section at the end of this group.

Remove the spark plugs and examine them for
burned electrodes and fouled, cracked or broken porce­lain insulators. Keep plugs arranged in the order in
which they were removed from the engine. An isolated
plug displaying an abnormal condition indicates that a
problem exists in the corresponding cylinder. Replace
spark plugs at the intervals recommended in Group 0.

SPARK PLUG SERVICE

When replacing the spark plug cables, route the
cables correctly and secure them in the appropriate
retainers. Failure to route the cables properly can
cause the radio to reproduce ignition noise, cross igni­tion of the spark plugs or short circuit the cables to
ground.

Spark plugs that have low mileage and are not
otherwise defective may be cleaned and reused. Refer
to the Spark Plug Condition section of this group for
defective conditions.

Never Wire Brush Spark Plugs. The spark plug
insulator tip is harder than the bristles of wire
brushes. Bristles of wire brushes can leave a conduc­tive, metallic film on the insulator which could lead to
conductive deposits. Conductive depostis can cause
spark plug failure and engine misfire.

Use a jewelers file to remove deposits from the elec­trode gap. Use a spark plug cleaning machine to clean
spark plugs. After cleaning, file the center electrode flat
with a small point file or jewelers file. Adjust the gap
between the electrodes (Fig. 3) to the dimensions speci­fied in the chart at the end of this section.

Fig. 2 Powertrain Control Module

SPARK PLUG CABLES

Spark plug cables are sometimes referred to as
secondary ignition wires. The wires transfer electrical
current from the distributor to individual spark plugs
at each cylinder. The resistor type, nonmetallic spark
plug cables provide suppression of radio frequency
emissions from the ignition system.

Check the spark plug cable connections for good
contact at the coil and spark plugs. Terminals should
be fully seated. The nipples and spark plug covers
should be in good condition. Nipples should fit tightly
on the coil and spark plug cover should fit tight
around spark plug insulators. Loose cable connections
will corrode, increase resistance and permit water to
enter the towers. These conditions can cause ignition
malfunction.

SPARK PLUGS

The 3.3L and 3.5L engines use resistor spark plugs.
They have resistance values of 6,000 to 20,000 ohms

Fig. 3 Setting Spark Plug Electrode Gap—Typical

Fig. 4 Normal Operation and Cold (Carbon) Fouling

Always tighten spark plugs to the specified torque.
Over tightening can cause distortion and change the
spark plug gap. Tighten spark plugs to 28 Nzm (20 ft.
lbs.) torque.

IGNITION SYSTEMS 8D - 3

SPARK PLUG CONDITION

NORMAL OPERATING CONDITIONS

The few deposits present will be probably light tan
or slightly gray in color when using most grades of
commercial gasoline (Fig. 4). The spark plug will not
show evidence of electrode burning. Gap growth will
average less than approximately 0.025 mm (.001 in)
per 1600 km (1000 miles) of operation. Spark plugs
with normal wear can usually be cleaned, have the
electrodes filed and regapped, and then reinstalled.

Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
may coat the entire tip of the spark plug with a rust
colored deposit. The rust color deposits can be misdi­agnosed as being caused by coolant in the combustion
chamber. Spark plug performance is not affected by
MMT deposits.

COLD FOULING (CARBON FOULING)

Cold fouling is sometimes referred to as carbon
fouling. The deposits that cause cold fouling are basi­cally carbon (Fig. 4). A dry, black deposit on one or
two plugs in a set may be caused by sticking valves or
defective spark plug cables. Cold fouling of the entire
set may be caused by a clogged air cleaner.

Cold fouling is normal after short operating periods.
The spark plugs do not reach a high enough operating
temperature to burn off conductive deposits during
short operating periods. Carbon fouled spark plugs
with low mileage can be cleaned and reused.

FUEL FOULING

A spark plug that is coated with excessive wet fuel
is called fuel fouled. This condition is normally ob-

Fig. 5 Oil or Ash Encrusted

served during hard start periods. Clean fuel fouled
spark plugs with compressed air and reinstall them
in the engine.

OIL FOULING

A spark plug that is coated with excessive wet oil is
oil fouled. In older engines, oil fouling can be caused
by worn rings or excessive cylinder wear. Break-in
fouling of new engines may occur before normal oil
control is achieved. Replace oil fouled spark plugs
with new ones.

OIL OR ASH ENCRUSTED

If one or more plugs are oil or ash encrusted, evalu­ate the engine for the cause of oil entering the combus­tion chambers (Fig. 5). Sometimes fuel additives can
cause ash encrustation on an entire set of spark plugs.
Ash encrusted spark plugs can be cleaned and reused.

HIGH SPEED MISS

When replacing spark plugs because of a high speed
miss condition; avoid wide open throttle opera-

tion for approximately 80 km (50 miles) after
installation of new plugs. This will allow deposit

shifting in the combustion chamber to take place
gradually and avoid splash fouling shortly after the
plug change.

ELECTRODE GAP BRIDGING

Loose deposits in the combustion chamber can
cause electrode gap bridging. The deposits accumu­late on the spark plugs during continuous stop­and-go driving. When the engine is suddenly
subjected to a high torque load, the deposits partially
liquefy, bridge the gap, and short circuit the elec-

8D - 4 IGNITION SYSTEMS

Fig. 6 Electrode Gap Bridging

trodes (Fig. 6). Spark plugs with electrode gap bridg­ing can be cleaned and reused.

SCAVENGER DEPOSITS

Fuel scavenger deposits may appear either white or
yellow (Fig. 7). They may look harmful, but are a
normal condition caused by chemical additives in cer­tain fuels. These additives are designed to change the
chemical nature of deposits and decrease spark plug
misfire tendencies. Accumulation of deposits on the
ground electrode and shell area may appear heavy
but remove easily. Spark plugs with scavenger depos­its can be considered normal in condition, cleaned and
reused.

Fig. 7 Scavenger Deposits

Fig. 8 Chipped Electrode Insulator

Fig. 9 Preignition Damage

PREIGNITION DAMAGE

Excessive combustion chamber temperature can
cause preignition damage. First, the center electrode
dissolves. Then the ground electrode dissolves some­what later (Fig. 9). Insulators appear relatively de­posit free. Determine if the spark plug has the correct
heat range rating for the engine, if ignition timing is
over advanced or if other operating conditions are
causing engine overheating. (The heat range rating
refers to the operating temperature of a particular
type spark plug. Spark plugs are designed to operate
within specific temperature ranges depending upon
the thickness and length of the center electrode and
porcelain insulator.)

CHIPPED ELECTRODE INSULATOR

A chipped electrode insulator usually results from
bending the center electrode while adjusting the
spark plug gap. However, under certain conditions,
severe detonation can separate the insulator from the
center electrode (Fig. 8). Replace spark plugs that
have chipped electrode insulators.

SPARK PLUG OVERHEATING

A blistered white or gray appearing center electrode
indicates overheating (Fig. 10). Overheating increases
electrode gap in excess of 0.001 inch per 1000 miles of
operation. This suggests that a plug with a cooler
heat range rating should be used. Over advanced
ignition timing, detonation and cooling system mal­functions can also cause spark plug overheating.

Fig. 10 Spark Plug Overheating

IGNITION SYSTEMS 8D - 5

Fig. 11 Camshaft Position Sensor—3.3L Engine

Fig. 12 Camshaft Position Sensor—3.5L Engine

CAMSHAFT POSITION SENSOR

The camshaft position sensor provides cylinder
identification to the powertrain control module (PCM)
(Fig. 11 or Fig. 12). The sensor generates pulses as
groups of notches on the camshaft sprocket pass un­derneath it (Fig. 13 or Fig. 14). The PCM keeps track
of crankshaft rotation and identifies each cylinder by
the pulses generated by the notches on the camshaft
sprocket. Four crankshaft pulses follow each group of
camshaft pulses.

When the PCM receives two cam pulses followed by
the long flat spot on the camshaft sprocket, it knows
that the crankshaft timing marks for cylinder one are
next (on driveplate). When the PCM receives one
camshaft pulse after the long flat spot on the
sprocket, cylinder number two crankshaft timing

Fig. 13 Camshaft Sprocket—3.3L Engine

Fig. 14 Camshaft Sprocket—3.5L Engine

marks are next. After 3 camshaft pulses, the PCM
knows cylinder four crankshaft timing marks follow.
One camshaft pulse after the three pulses indicates
cylinder five. The two camshaft pulses after cylinder
5 signals cylinder six (Fig. 13 or Fig. 14). The PCM
can synchronize on cylinders 1 or 4.

When metal aligns with the sensor, voltage goes low
(less than 0.3 volts). When a notch aligns with the
sensor, voltage spikes high (5.0 volts). As a group of
notches pass under the sensor, the voltage switches
from low (metal) to high (notch) then back to low. The
number of notches determine the amount of pulses. If
available, an oscilloscope can display the square wave
patterns of each timing event.

Top dead center (TDC) does not occur when notches
on the camshaft sprocket pass below the cylinder.

8D - 6 IGNITION SYSTEMS

Fig. 15 Camshaft Position Sensor Location—

3.3L Engine

FIg. 16 Camshaft Position Sensor Location—

3.5L Engine

TDC occurs after the camshaft pulse (or pulses) and
after the 4 crankshaft pulses associated with the
particular cylinder. The arrows and cylinder call outs
on Figures 13 and 14 represent which cylinder the
flat spot and notches identify, they do not indicate
TDC position.

The camshaft position sensor is mounted in the

front of the timing case cover (Fig. 15 or Fig. 16).

INTAKE AIR TEMPERATURE SENSOR

The 3.5L engine uses a charge air temperature
sensor, the 3.3L engine does not. The sensor threads
into the intake manifold plenum and measures air
temperature (Fig. 17). The sensor provides one of the
inputs the PCM monitors when it adjust injector
pulse width and spark advance.

CRANKSHAFT POSITION SENSOR

The crankshaft position sensor detects slots cut into
the transmission driveplate extension. There are 3
sets of slots. Each set contains 4 slots, for a total of 12

Fig. 17 Charge Air Temperature Sensor—

3.5L Engine Only

Fig. 18 Timing Slots

slots (Fig. 18). Basic timing is set by the position of
the last slot in each group. Once the powertrain con­trol module (PCM) senses the last slot, it determines
crankshaft position (which piston will next be at
TDC) from the camshaft position sensor input. The 4
pulses generated by the crankshaft position sensor
represent the 69°, 49°, 29°, and 9° BTDC marks. It
may take the PCM one engine revolution to deter­mine crankshaft position.

The PCM uses crankshaft position reference to de­termine injector sequence and ignition timing. Once
the PCM determines crankshaft position, it begins
energizing the injectors in sequence.

The crankshaft sensor is located on the passengers
side of the transmission housing, above the differen­tial housing (Fig. 19). The bottom of the sensor is
positioned next to the drive plate.

IGNITION COIL

WARNING: THE DIRECT IGNITION SYSTEM GENER­ATES APPROXIMATELY 40,000 VOLTS. PERSONAL
INJURY COULD RESULT FROM CONTACT WITH
THIS SYSTEM.

Fig. 19 Crankshaft Position Sensor Location

The coil pack consists of 3 coils molded together
(Fig. 20). High tension leads route to each cylinder
from the coil. The coil fires two spark plugs every
power stroke. One plug is the cylinder under compres­sion, the other cylinder fires on the exhaust stroke.
The powertrain control module (PCM) determines
which of the coils to charge and fire at the correct
time.

Coil number one fires cylinders 1 and 4, coil num­ber two fires cylinders 2 and 5, and coil number three
fires cylinders 3 and 6.

IGNITION SYSTEMS 8D - 7

The PCM contains different spark advance sched­ules for cold and warm engine operation. The sched­ules reduce engine emission and improve driveability.
When the engine is cold, the PCM will demand
slightly richer air-fuel mixtures and higher idle
speeds until normal operating temperatures are
reached.

The engine coolant sensor input also determines
operation of the low and high speed cooling fans.

Fig. 21 Engine Coolant Temperature Sensor—

3.3L Engine

Fig. 20 Coil Pack

The coil’s low primary resistance (0.5 - 0.7 ohm)

allows the PCM to fully charge the coil for each firing.

ENGINE COOLANT TEMPERATURE SENSOR

The engine coolant temperature sensor threads into
the water jacket next to thermostat housing (Fig. 21
or Fig. 22). The sensor provides an input to the pow­ertrain control module (PCM). As coolant temperature
varies, the sensor resistance changes, resulting in a
different input voltage to the PCM.

Fig. 22 Engine Coolant Temperature Sensor—

3.5L Engine

KNOCK SENSORS—3.5L ENGINE

The 3.5L engine has two knock sensors. One sensor
for the right bank of cylinders, one for the left bank.
The knock sensors thread into the top of the cylinder
block below the cylinder heads (Fig. 23). When a
knock sensor detects a knock in one of the cylinders,
it sends a input signal to the PCM. In response, the
PCM retards ignition timing by a scheduled amount.

Knock sensors contain a crystal which constantly
vibrates and sends an input voltage (signal) to the
PCM while the engine operates. As the intensity of
the crystal’s vibration increase, the knock sensor out­put voltage also increases.

8D - 8 IGNITION SYSTEMS

Fig. 23 Knock Sensor Locations—3.5L Engine Only

MANIFOLD ABSOLUTE PRESSURE SENSOR

The powertrain control module (PCM) supplies 5
volts to the MAP sensor. The MAP sensor converts
intake manifold pressure into voltage. The PCM
monitors the MAP sensor output voltage. As vacuum
increases, MAP sensor voltage decreases proportion­ately. Also, as vacuum decreases, MAP sensor voltage
increases proportionately.

During cranking, before the engine starts running,
the PCM determines atmospheric air pressure from
the MAP sensor voltage. While the engine operates,
the PCM determines intake manifold pressure from
the MAP sensor voltage. Based on MAP sensor volt­age and inputs from other sensors, the PCM adjusts
spark advance and the air/fuel mixture.

On 3.3L engines the MAP sensor mounts to the rear

of the intake manifold plenum (Fig. 24). On 3.5L
engines, the MAP sensor mounts to the drivers side of
the intake manifold plenum (Fig. 25).

Fig. 25 MAP Sensor—3.5L Engine

ground path for the solenoid side of the relays. Both
relays turn on and off at the same time.

The ASD relay connects battery voltage to the fuel
injectors and ignition coil. The fuel pump relay con­nects battery voltage to the fuel pump.

The PCM turns the ground path off when the igni­tion switch is in the Off position. Both relays are off.
When the ignition switch is in the On or Crank
position, the PCM monitors the crankshaft position
sensor and camshaft position sensor signals to deter­mine engine speed and ignition timing (coil dwell). If
the PCM does not receive a crankshaft position sen­sor signal and camshaft position sensor signal when
the ignition switch is in the Run position, it de­energizes both relays. When the relays de-energizes,
battery voltage is not supplied to the fuel injectors,
ignition coil and fuel pump.

The ASD relay and fuel pump relay are located in
the power distribution center (PDC) near the battery
(Fig. 26). A decal on the underside of the PDC cover
shows the locations of each relay and fuse contained
in the PDC.

Fig. 24 MAP Sensor—3.3L Engine

AUTO SHUTDOWN AND FUEL PUMP RELAYS

The PCM operates the auto shutdown (ASD) relay
and fuel pump relay through one ground path. The
PCM operates them by switching on and off the

Fig. 26 Power Distribution Center

IGNITION SYSTEMS 8D - 9

3.3L AND 3.5L ELECTRONIC IGNITION SYSTEM—DIAGNOSTIC PROCEDURES

INDEX

page page

Check Coil Test ...........................1

Crankshaft Position Sensor and Camshaft Position

Sensor Tests ........................... 10

TESTING FOR SPARK AT COIL

WARNING: THE 3.3L ENGINE DIRECT IGNITION
SYSTEM GENERATES APPROXIMATELY 40,000
VOLTS. PERSONAL INJURY COULD RESULT FROM
CONTACT WITH THIS SYSTEM.

The coil pack contains 3 independent coils. Each
coil must be checked individually.

CAUTION: Spark plug wire damage may occur if the
spark plug is moved more than 1/4 inch away from
the engine ground.

Remove the cable from number 2 spark plug. Insert
a clean spark plug into the spark plug boot, and
ground plug to the engine (Fig. 1).

Engine Coolant Temperature Sensor Test ....... 10

Manifold Absolute Pressure (MAP) Sensor Test . . . 10

Testing for Spark at Coil ..................... 1

three and six. Each coil tower is labeled with
the number of the corresponding cylinder.

(1) Remove the ignition cables and measure the
resistance of the cables. Resistance must be between
3,000 to 12,000 ohms per foot of cable. Replace any
cable not within tolerance.

(2) Disconnect the electrical connector from the coil
pack.

(3) Measure the primary resistance of each coil. At
the coil, connect an ohmmeter between the B+ pin
and the pin corresponding to the cylinders in question
(Fig. 2). Resistance on the primary side of each coil
should be 0.45 - 0.65 ohm. Replace the coil if resis­tance is not within tolerance.

(4) Remove ignition cables from the secondary tow­ers of the coil. Measure the secondary resistance of
the coil between the towers of each individual coil

Fig. 1 Testing For Spark

Crank the engine and look for spark across the
electrodes of the spark plug. Repeat the above test for
the five remaining cylinders. If there is no spark
during all cylinder tests, refer to the DRB scan tool
and the appropriate Powertrain Diagnostic Proce­dures manual.

If one or more tests indicate irregular, weak, or no
spark, proceed to Check Coil Test.

CHECK COIL TEST

Coils one fires cylinders 1 and 4, coil two fires
cylinders 2 and 5, coil three fires cylinders

Fig. 2 Ignition Coil Terminal Identification

Fig. 3 Checking Ignition Coil Secondary Resistance

8D - 10 IGNITION SYSTEMS

(Fig. 3). Secondary resistance should be 7,000 to
15,800 ohms. Replace the coil if resistance is not
within tolerance.

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR TEST

Refer to the appropriate Powertrain Diagnostic Pro-

cedure manual.

ENGINE COOLANT TEMPERATURE SENSOR TEST

Refer to the appropriate Powertrain Diagnostic Pro­cedure manual.

CRANKSHAFT POSITION SENSOR AND CAMSHAFT POSITION SENSOR TESTS

Refer to the appropriate Powertrain Diagnostic Pro-

cedure manual.

3.3L AND 3.5L ELECTRONIC IGNITION SYSTEMS—SERVICE PROCEDURES

INDEX

page page

Camshaft Position Sensor—3.3L Engine ......... 5

Camshaft Position Sensor—3.5L Engine ......... 5

Crankshaft Position Sensor .................. 6

Electronic Ignition Coil Pack—3.3L Engine ....... 6

Electronic Ignition Coil Pack—3.5L Engine ....... 6

Engine Coolant Temperature Sensor ............ 2

Ignition Timing Procedure .................... 5

Knock Sensors—3.5L Engine .................6

Manifold Absolute Pressure (MAP) Sensor ....... 7

Powertrain Control Module (PCM) ............. 2

Spark Plug Cables .........................3

Spark Plug Service ........................ 4

Spark Plug Tubes—3.5L Engine ............... 4

Throttle Body Minimum Air Flow ...............5

POWERTRAIN CONTROL MODULE (PCM)

REMOVAL

(1) Remove air cleaner.

(2) Remove stud bolt and push pin attaching PCM
to body (Fig. 1).

(3) Lift PCM up. Disconnect PCM 60-way connector
(Fig. 2).

(4) Remove PCM.

INSTALLATION

(1) Attach 60-way connector to PCM.

(2) Install 60-way connector. Tighten 60-way con­nector screw to 4 Nzm (35 in. lbs.) torque.

(3) Install PCM. Tighten stud bolt to 10 Nzm(7ft.

lbs.) torque. Install push pin.

(4) Install air cleaner.

ENGINE COOLANT TEMPERATURE SENSOR

The engine coolant sensor is located next to the

thermostat housing (Fig. 3 or Fig. 4).

REMOVAL

(1) With the engine cold, disconnect coolant sensor

electrical connector.

(2) Remove coolant sensor.

Fig. 1 PCM Location Fig. 2 PCM 60-Way Connector

Fig. 3 Engine Coolant Temperature Sensor—

3.3L Engine

1994 New Yorker, LHS, Concorde, Intrepid and Vision

IGNITION SYSTEMS 8D - 11

Publication No. 81-270-4140
TSB 26-12-96 December, 1996

SPARK PLUG CABLE SERVICE—3.5L ENGINE

The cables insulate the spark plugs and seal the top
of the spark plug tube. A grooved tray routes the
cables from the coil to each cylinder. The cables for
the even number cylinders run along the bottom of
the tray (Fig. 5). Cables for the odd number cylinders
run along the top of the tray. Access the cables
through the openings between the runners of the
intake manifold plenum.

Fig. 4 Engine Coolant Temperature Sensor—

3.5L Engine

INSTALLATION

(1) Install coolant sensor. Tighten sensor to 28 Nzm

(20 ft. lbs.) torque.

(2) Attach electrical connector to sensor.

SPARK PLUG CABLES

Clean high tension cables with a cloth moistened
with a non-flammable solvent. Wipe the cables dry.
Check for brittle or cracked insulation.

Resistance cables are identified by the words Elec-
tronic Suppression.

Fig. 5 Spark Plug Cables—3.5L Engine

CAUTION:
the left side of the engine during the cable removal or
installation process, do not pry up on the fuel rail
because permanent damage may occur to the rail. This
damage could result in a fuel leakage condition. Suffi­cient clearance exists between the fuel rail and cam
sensor for cable routing without moving the fuel rail.

To remove the cables, lightly grasp the top of the
cable with pliers. Rotate the cable slightly and pull
straight up. To replace the cables, disconnect the
cable from the ignition coil. Remove the cable from
the tray and route the coil end under the center of the
intake manifold plenum.

To install the cables, run the coil end under the
plenum and through the cable tray. Route the cables
for the left side of the engine under the front of the
fuel rail and then down the side of the rail (Fig. 6).
Connect the cable to the coil. Slide the insulator into
the tubes and over the spark plug. Ensure the insula­tor fully seats to the top of the spark plug tube.

When routing cables under the fuel rail on

SPARK PLUG CABLE SERVICE—3.3L ENGINE

Remove the cable from the retaining bracket. Grasp
the terminal as close as possible to the spark plug.
Rotate the cover (boot) slightly and pull straight back.

Do not use pliers and do not pull the cable at an
angle. Doing so will damage the insulation, cable
terminal or the spark plug insulator. Wipe spark
plug insulator clean before installing cable and
cover.

Fig. 6 Fuel Rail—3.5L Engine

8D - 12 IGNITION SYSTEMS

TESTING—ALL ENGINES

When testing cables for punctures and cracks with
an oscilloscope, follow the instructions of the equip­ment manufacturers.

CAUTION: Do not leave any one spark plug cable
disconnected any longer than necessary during test
or possible heat damage to catalytic converter will
occur. Total test time must not exceed ten minutes.

If an oscilloscope is not available, test cables as
follows:

(1) With the engine not running, connect one end of
a test probe (i.e. a piece of wire with insulated alliga­tor clips on each end) to a good ground, other end free
for probing.

WARNING: THE DIRECT IGNITION SYSTEM GENER­ATES APPROXIMATELY 40,000 VOLTS. PERSONAL
INJURY COULD RESULT FROM CONTACT WITH
THIS SYSTEM.

(2) With engine running, move test probe along
entire length of all cables (approximately 0 to 1/8 inch
gap). If punctures or cracks are present there will be
a noticeable spark jump from the faulty area to the
probe. Cracked, leaking or faulty cables should be
replaced.

(3) Use an ohmmeter to check cables for opens,
loose terminals or high resistance.

(a) Remove cable from spark plug.
(b) Remove cable from the coil tower.
(c) Connect the ohmmeter between spark plug

end terminal and the coil end terminal. Resistance

should be within tolerance shown in the cable resis-

tance chart. If resistance is not within tolerance,

replace cable assembly. Test all spark plug cables in

same manner.

CABLE RESISTANCE CHART

conductive deposits. Conductive deposits can cause
spark plug failure and engine misfire. Use a jewelers
file to remove deposits from the electrode gap. Use a
spark plug cleaning machine to clean spark plugs.

SPARK PLUG REMOVAL

Always remove the spark plug cable by grasping at
the spark plug boot, turning the boot 1/2 turn and
pulling straight back in a steady motion.

(1) Prior to removing the spark plug spray com­pressed air around the spark plug hole and the area
around the spark plug.

(2) Remove the spark plug using a quality socket
with a rubber or foam insert.

(3) Inspect the spark plug condition. Refer to Spark
Plug Condition in this section.

SPARK PLUG GAP ADJUSTMENT

Check the spark plug gap with a gap gauge. If the
gap is not correct, adjust it by bending the ground
electrode (Fig. 7).

SPARK PLUG SERVICE

When replacing the spark plug cables, route the
cables correctly and secure them in the appropriate
retainers. Failure to route the cables properly can
cause the radio to reproduce ignition noise, cross igni­tion of the spark plugs or short circuit the cables to
ground.

Never wire brush spark plugs. The spark plug
insulator tip is harder than the bristles of wire
brushes. Bristles of wire brushes can leave a conduc­tive, metallic film on the insulator which could lead to

Fig. 7 Setting Spark Plug Gap—Typical

SPARK PLUG INSTALLATION

(1) To avoid cross threading, start the spark plug

into the cylinder head by hand.

(2) Tighten spark plugs to 28 Nzm (20 ft. lbs.)

torque.

(3) Install spark plug cables over spark plugs. On

3.5L engines, ensure the top of the spark plug insula­tor seals the upper end of the spark plug tube.

SPARK PLUG TUBES—3.5L ENGINE

On 3.5L engines, the spark plugs thread into the
top of cylinders. Tubes isolate the spark plugs and
cables. For spark plug tube service, refer to Group 9,
Engines.

IGNITION SYSTEMS 8D - 13

THROTTLE BODY MINIMUM AIR FLOW

Refer to the General Diagnosis section of Group 14.

IGNITION TIMING PROCEDURE

The 3.3L and 3.5L engines use a fixed ignition
system. The PCM regulates ignition timing. Basic
ignition timing is not adjustable.

CAMSHAFT POSITION SENSOR—3.3L ENGINE

The camshaft position sensor is mounted in the
front of the timing case cover (Fig. 8).

sprocket. While holding the sensor in this position,
install and tighten the retaining bolt to 12 Nzm (105
in. lbs.) torque.

(2) Attach electrical connector to sensor.

CAMSHAFT POSITION SENSOR—3.5L ENGINE

The camshaft position sensor is installed in the
timing case cover above the left camshaft sprocket
(Fig. 10).

Fig. 8 Camshaft Position Sensor Location

REMOVAL

(1) Disconnect electrical connector from sensor.
(2) Loosen camshaft position sensor screw.
(3) Without pulling on the connector wires, pull the

sensor up out of the chain case cover.

INSTALLATION

If the removed sensor is reinstalled, clean off
the old spacer on the sensor face. Attach a NEW
SPACER to the face of the sensor before instal­lation. If installing a new sensor, confirm that the

paper spacer is attached to the face and O-ring is
positioned in groove (Fig. 9).

Fig. 10 Camshaft Position Sensor—3.5L Engine

REMOVAL

(1) Disconnect electrical connector from sensor.
(2) Remove camshaft position sensor screw.
(3) Pull sensor up out of the chain case cover.

INSTALLATION

If the removed sensor is reinstalled, clean off
the old spacer on the sensor face. Attach a NEW
SPACER to the face of the sensor before instal­lation. If installing a new sensor, confirm that the

paper spacer is attached to the face (Fig. 11).

Fig. 9 Paper Spacer—3.3L Engine

(1) Install sensor in the chain case cover and push

sensor down until contact is made with the camshaft

Fig. 11 Paper Spacer—3.5L Engine

(1) Install sensor in the chain case cover and push
sensor down until contact is made with the camshaft
sprocket. While holding the sensor in this position,
install and tighten the retaining bolt to 12 Nzm (105
in. lbs.) torque.

(2) Attach electrical connector to sensor.

8D - 14 IGNITION SYSTEMS

CRANKSHAFT POSITION SENSOR

The crankshaft sensor is located on the passengers
side of the transmission housing, above the differen­tial housing (Fig. 12). The bottom of the sensor sits
abovethe drive plate.

Fig. 12 Crankshaft Sensor Location

REMOVAL

(1) Disconnect electrical connector from crankshaft
position sensor.

(2) Remove sensor mounting screw. Remove sensor.

(3) Reverse procedure for installation.

Fig. 14 Cylinder Identification

(5) Reverse procedure for installation.

ELECTRONIC IGNITION COIL PACK—3.5L ENGINE

The ignition coil pack attaches to the right cylinder

head (Fig. 15).

ELECTRONIC IGNITION COIL PACK—3.3L ENGINE

The electronic ignition coil pack attaches to the a
bracket mounted on the left cylinder head (Fig. 13).

Fig. 13 Electronic Ignition Coil Pack—3.3L Engine

REMOVAL

(1) Disconnect electrical connector from coil pack.

(2) Remove coil pack mounting screws.

(3) Remove coil. The spark plug cables are num­bered for cylinder identification.

(4) Transfer spark plug cables to new coil pack. The
coil pack towers are numbered with the cylinder iden­tification (Fig. 14).

Fig. 15 Electronic Ignition Coil Pack—3.5L Engine

REMOVAL

(1) Remove air cleaner hose.
(2) Disconnect electrical connector from coil pack.
(3) Remove coil pack mounting screws.
(4) Remove coil. The spark plug cables are num-

bered for cylinder identification (Fig. 16).

(5) Transfer spark plug cables to new coil pack. The
coil pack towers are numbered with the cylinder iden­tification (Fig. 14).

(6) Reverse procedure for installation.

KNOCK SENSORS—3.5L ENGINE

The 3.5L engine uses two knock sensors. The sen­sors thread into the cylinder block, directly below the
intake manifold.

Fig. 16 Spark Plug Cable Identification

REMOVAL

(1) Remove intake manifold plenum. Refer to In-

take Manifold Plenum in Group 11.

(2) Remove intake manifold. Refer to Group 11.
(3) Disconnect electrical connector from knock sen-

sor(s) (Fig. 17).

IGNITION SYSTEMS 8D - 15

(4) Install intake manifold plenum. Refer to Intake
Manifold Plenum in Group 11.

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

On 3.3L engines, the MAP sensor threads into the
rear of the intake manifold plenum (Fig. 18). On 3.5L
engines, the MAP sensor threads into the left side of
the intake manifold plenum (Fig. 19).

Fig. 18 MAP Sensor—3.3L Engine

Fig. 17 Knock Sensor Location—3.5L Engine

(4) Use a crows foot socket to remove the knock

sensors.

INSTALLATION

(1) Install knock sensor. Tighten knock sensor to 10

Nzm (7 ft. lbs.) torque. Over or under tightening

effects knock sensor performance, possibly
causing improper spark control.

(2) Attach electrical connector to knock sensor.
(3) Install intake manifold. Refer to Group 11.

Fig. 19 MAP Sensor—3.5L Engine

REMOVAL

(1) Disconnect the electrical connector from the
MAP sensor.

(2) Remove sensor.

INSTALLATION

(1) Thread sensor into intake manifold plenum.
Tighten sensor to 10 Nzm (90 in. lbs.) torque and then
rotate it to horizontal position.

(2) Attach electrical connector to sensor.

8D - 16 IGNITION SYSTEMS

IGNITION SWITCH AND INTERLOCK

INDEX

page page

Column Shift Interlock Service ............... 10

Floor Shift Interlock Adjustment .............. 12

Floor Shift Interlock Service ................. 11

General Information ........................ 8

GENERAL INFORMATION

LH vehicles have an ignition interlock system. The
system prevents shifting the vehicle out of Park un­less the ignition lock cylinder is in the Unlock, Run or
Start position (Fig. 1 or Fig. 2). In addition, the
operator cannot rotate the key to the lock position
unless the shifter is in the park position.

IGNITION SWITCH

The ignition switch attaches to the lock cylinder
housing on the end opposite the lock cylinder (Fig. 3).

Fig. 1 Ignition Interlock—Floor Shift

Ignition Interlock .......................... 10

Ignition Switch ............................ 8

Lock Cylinder Housing .....................13

Lock Key Cylinder ......................... 9

For ignition switch terminal and circuit identification,
refer to Group 8W, Wiring Diagrams.

REMOVAL

(1) Disconnect the negative cable from the battery.
(2) Remove the tilt lever attaching screw. Remove

lever.

(3) Remove the upper and lower cover from steer-

ing column.

(4) Remove multi-function switch.
(5) Disconnect electrical connector from ignition

switch (Fig. 4).

(6) Remove Ignition switch mounting screws. Re-

move switch.

INSTALLATION

(1) A tab on the ignition switch indexes to a notch
in the lock cylinder housing (Fig. 5). Also, a slot in the
end of the ignition switch fits over the shaft in the
end of the lock cylinder housing. Use the ignition key
to rotate the lock cylinder to align the ignition switch
with lock cylinder housing.

(2) Install and tighten ignition switch mounting
screws.

(3) Attach electrical connector to ignition switch.

(4) Install multi-function switch.

(5)

Install upper and lower cover on steering column.
(6) Install tilt lever.
(7) Connect negative cable to battery.

Fig. 2 Ignition Interlock—Column Shift

Fig. 3 Ignition Switch

IGNITION SYSTEMS 8D - 17

Fig. 4 Ignition Switch Removal/Installation

Fig. 5 Ignition Switch Alignment

LOCK KEY CYLINDER

The lock cylinder is inserted in the end of the
housing opposite the ignition switch (Fig. 3). The
ignition key rotates the cylinder to 5 different detents
(Fig. 6):

• Accessory

• Off (lock)

• Unlock

• On/Run

• Start

When replacing the lock cylinder, if the ve­hicle has a column shifter, install a new inter­lock cassette. If the vehicle has a floor shift,
adjust the interlock cable at the floor shifter
when the lock cylinder is replaced. Refer to Floor

Shift Interlock Adjustment in this section.

REMOVAL

(1) Disconnect negative cable from the battery.

(2) Remove the tilt lever attaching screw. Remove
lever.

Fig. 6 Ignition Lock Cylinder Detentes

Fig. 7 Lock Cylinder Removal

(3) Remove the upper and lower covers from the

steering column.

(4) Turn the ignition key to the run position. When
ignition switch is in the run position, the lock cylinder
retaining tab will depress.

(5) Depress tab and slide lock cylinder out of hous­ing (Fig. 7).

INSTALLATION

(1) Install key in lock cylinder. Turn key to run
position (retaining tab on lock cylinder can be de­pressed).

(2) The shaft at the end of the lock cylinder aligns
with the socket in the end of the housing. To align the
socket with the lock cylinder, ensure the socket is in
the Run position (Fig. 8).

(3) Align the lock cylinder with the grooves in the
housing. Slide the lock cylinder into the housing until
the tab sticks through the opening in the housing
(Fig. 9).

(4) Turn the key to the Off position. Remove the
key.

8D - 18 IGNITION SYSTEMS

Fig. 8 Socket in Lock Cylinder Housing

Fig. 9 Lock Cylinder Installation

(5) If the vehicle has column shift and a new lock
cylinder was used, install and adjust a new interlock
cassette. Refer to Ignition Interlock in this section. If
the vehicle has a floor shift, adjust the interlock cable
when the lock cylinder is replaced. Refer to the Floor
Shift Interlock Adjustment procedure in this section.

(6) Install upper and lower cover on steering col­umn.

(7) Install tilt lever.

(8) Connect negative cable to battery.

IGNITION INTERLOCK

The ignition interlock system connects the auto­matic transmission shifter and the lock system. With
the ignition key in the OFF or ACCESSORY position,
the interlock system holds the transmission shifter in
park. When the key is in the UNLOCK or RUN
position the shifter unlocks and can be moved to any
position. Also, if the shifter is not in PARK, the sys­tem prevents the operator from turning the ignition
switch to the OFF or ACCESSORY positions.

If the vehicle has column shift, install a new
interlock cassette (column shift) when replacing
the ignition lock cylinder. Adjust the system af­ter replacing the cassette.

If the vehicle has floor shift, adjust the inter­lock cable after replacing the lock cylinder.

DIAGNOSIS

COLUMN SHIFT

If the interlock cable breaks while the shifter is in
the park position, the shifter will remain in park.
Should the interlock cable break when the shifter is
in neutral, the operator won’t be able to shift to park.
In either case, replace and adjust the interlock cas­sette or interlock cable.

FLOOR SHIFT

(1) With the floor shifter in Park, place the ignition
key in the LOCK (OFF) position. The operator should
not be able to remove the shifter from Park (button
on shifter won’t depress) when the ignition key is in
the Lock position.

(2) Turn the ignition key to the On position. With
the ignition key in the Unlock or On position, the
shifter should move to any gear position. With the
shifter in a gear selection, the operator should not be
able to remove the ignition key.

(3) Return the shifter to the Park position. The
operator should be able to remove the key after plac­ing it in the Lock (Off) position.

If the interlock system works as described in the
above steps, check the system for incorrect adjust­ment or a binding cable. Refer to the Adjustment
procedure or the Removal procedure as necessary.

COLUMN SHIFT INTERLOCK SERVICE

The interlock cassette slides into the housing be­hind the lock cylinder (Fig. 10). The cable at the rear
of the cassette attaches to a locking arm on the
shifter mechanism. The column shift interlock

system is only adjusted after installing a new
cassette. It can’t be adjusted more than once. If
the system operates incorrectly, install and ad­just a new interlock cassette.

REMOVAL

(1) Depress the tab on the top of the cassette (Fig.

10).

(2) Slide the interlock cassette out of the housing.

(3) Remove the cable from the locking arm on the
shifter mechanism.

INSTALLATION

(1) Ensure the latch rotates freely on the shifter
gate (Fig. 11).

IGNITION SYSTEMS 8D - 19

Fig. 10 Ignition Interlock Cassette—Column Shift

Fig. 11 Latch and Shifter Gate

(2) With the shifter in Park and the key removed,
install the cable over the hook on locking arm of the
shifter mechanism.

(3) Slide the cassette into the housing until it locks
in place.

(4) To adjust the interlock system, push the adjust­ment tab in until it stops (Fig. 12). The adjustment
tab will click as it moves into position. Ensure the tab
is fully depressed.

Fig. 12 Ignition Interlock Adjustment Tab—Column

Shift

(4) Remove the tilt lever attaching screw. Remove

lever.

(5) Remove upper and lower covers from the steer-

ing column.

(6) Loosen the nut on the interlock adjustment le-

ver in the floor shifter.

(7) Move ignition key to the Run position.

(8) Remove the interlock cable from the shifter
housing (Fig. 13). Slide the cable out of the groove in
the interlock lever.

FLOOR SHIFT INTERLOCK SERVICE

The interlock cable slides into the housing behind
the lock cylinder (Fig. 1) and attaches to the floor
mounted shifter. The floor shift interlock system is
adjusted by a nut at the shifter. If the system re­quires adjustment and not replacement, refer to the
Floor Shift Interlock Adjustment procedure in this
section.

REMOVAL

(1) Remove shifter handle.

(2) Remove the bezel from the shifter console.

(3) Remove the drivers side under panel silencer.

Fig. 13 Interlock Cable at Floor Shifter

(9) Depress the lock tab on the interlock cable and

pull the cable out of the lock cylinder housing (Fig.

14).
(10) Remove interlock cable.

INSTALLATION

(1) Ensure ignition switch is in the On position.
(2)

Route the interlock cable down the steering

column and above the air distribution center duct.

8D - 20 IGNITION SYSTEMS

Route the cable between the support strut and air
bag module mounting bracket and down to the
shifter housing.

(3) Slide the steering column end of the interlock
cable into the lock cylinder housing until it snaps into
place (Fig. 14).

(4) Turn the ignition key to the OFF/LOCK position

(5) Put the shifter in the PARK position.

(6) Slide the interlock cable core wire into the
groove on the adjustment lever. Ensure the cable end
seats in the groove (Fig. 13).

(7) Slip the cable into the housing until it snaps
into place.

(8) Ensure the shift lever remains in PARK. Re­move the ignition key from the lock cylinder (switch
in OFF position).

When the adjustment nut on the interlock lever is
loosened, the cable indexes itself to the correct posi­tion (Fig. 15).

(9) Loosen the adjustment nut. Allow the cable to
adjust itself to the correct position. Tighten the ad­justment nut.

(10) Check the interlock adjustment:

• With the ignition key in the OFF (lock) position,
the shifter should be locked in the PARK position. If
not, inspect the system for binding and repeat the
adjustment procedure.

• Without starting the engine,place the ignition
switch in the run position. Move the shifter to the
reverse position. You should be unable to remove the
ignition key from the lock cylinder. If you can remove
the key at this point, inspect the system for binding
and repeat the adjustment procedure.

• Place the shifter in the PARK position. Turn the
ignition key to the OFF (lock) position. You should be
able to remove the ignition key from the lock cylinder.
If not, inspect the system for binding and repeat the
adjustment procedure.

(11) Install the bezel on the shifter console.

Fig. 15 Interlock Cable at Floor ShifterFig. 14 Interlock Cable at Ignition Switch

(12) Install shifter handle.
(13) Install the lower silencer panel.
(14) Install upper and lower covers from the steer-

ing column

(15) Install tilt lever.

FLOOR SHIFT INTERLOCK ADJUSTMENT

(1) Remove the shifter handle.
(2) Remove the console bezel.
(3) Loosen the adjustment nut on the interlock le-

ver (Fig. 15).

(4) Move ignition key to the RUN position.

(5) Remove the interlock cable from the shifter
housing (Fig. 13). Slide the cable out of the groove in
the interlock lever.

(6) Inspect the interlock cable:

• With the lock cylinder in OFF (lock) position and
the ignition key removed, the cable core wire should
not move when pulled. If the cable core wire moves,
the cable is improperly installed or kinked.

• With the ignition key in the RUN position, the
cable core wire should slide freely when pulled. Also,
the cable should return to the bottomed out position
when released. If the cable core wire does not move in
the RUN position, the cable is improperly installed or
kinked.

(7) Put the shifter in the PARK position.

(8) Slide the interlock cable core wire into the
groove on the adjustment lever. Ensure the cable end
seats in the groove.

(9) Slip the cable into the housing until it snaps in
place.

(10) Ensure the shift lever remains in PARK. Re­move the ignition key form the lock cylinder (switch
in OFF position).

When the adjustment nut on the interlock lever is
loosened, the cable indexes itself to the correct posi­tion (Fig. 15).

(11) Loosen the adjustment nut. Allow the cable to
adjust itself to the correct position. Tighten the ad­justment nut.

(12) Check the interlock adjustment:

• With the ignition key in the OFF (lock) position,
the shifter should be locked in the PARK position. If
not, re-adjust the interlock and tighten the adjust­ment nut (Fig. 15).

• Without starting the engine,place the ignition
switch in the run position. Move the shifter to the
reverse position. You should not be able to remove the
ignition key from the lock cylinder. If the key can be
removed at this point, re-adjust the interlock and
tighten the adjustment nut (Fig. 15).

• Place the shifter in the PARK position. Turn the
ignition key to the OFF (lock) position. You should be
able to remove the ignition key from the lock cylinder.
If not, re-adjust the interlock and tighten the adjust­ment nut (Fig. 15).

(13) Install the bezel on the shifter console.

(14) Install shifter handle column.

LOCK CYLINDER HOUSING

The lock cylinder housing attaches to the steering
column with tamper-proof screws and hardened
washers (Fig. 16).

REMOVAL

(1) Remove the tilt lever attaching screw. Remove
lever.

(2) Remove the upper and lower covers from the
steering column.

(3) If the vehicle has floor shift, remove the inter­lock cable. If the vehicle has column shift, remove and

discard the column shift interlock cassette.

(4) Remove the multi-function switch and ignition
switch. Refer to Ignition Switch in this section.

(5) Center punch the tamper-proof screws.

(6) Usinga6mm(1/4 inch) drill bit, drill out the
screw heads. Drill until the bit contacts the hardened
washer under the screw head.

IGNITION SYSTEMS 8D - 21

Fig. 16 Lock Cylinder Housing Mounting Screws

(7) Remove the lock cylinder housing from the

steering column.

(8) Use a pair of pliers to remove the bolts from the

lock steering column.

INSTALLATION

The heads of the tamper-proof mounting screws

shear off when tightened.

(1) Position lock cylinder housing on steering col-

umn.

(2) Tighten new mounting screws until the heads of

the tamper-proof screws shear off.

(3) Install ignition switch and multi-function

switch.

(4) If the vehicle has column shift, install a new
column shift interlock cassette. If the vehicle has a
floor shift, reconnect and adjust the shift cable.

(5) Install upper and lower covers on steering col­umn.

(6) Install tilt lever

8D - 22 IGNITION SYSTEMS

SPECIFICATIONS

GENERAL INFORMATION

The following specifications represent the latest in­formation available at the time of publication. If any­thing differs from the specifications on the Vehicle
Emission Control Information Label, use the specifi­cations on the label.

1994 New Yorker, LHS, Concorde, Intrepid and Vision
Publication No. 81-270-4140
TSB 26-01-95 February, 1995

SPARK PLUG CABLE ROUTING—3.3L AND

3.5L ENGINES

IGNITION COILS

SPARK PLUGS

TORQUE

IGNITION SYSTEMS

IGNITION SWITCH AND INTERLOCK

INDEX

page page

IGNITION SYSTEMS 8D - 1

Column Shift Interlock Service ................ 3

Floor Shift Interlock Adjustment ............... 5

Floor Shift Interlock Service .................. 4

General Information ........................ 1

GENERAL INFORMATION

LH vehicles have an ignition interlock system. The
system prevents shifting the vehicle out of Park un­less the ignition lock cylinder is in the Unlock, Run
or Start position (Fig. 1 or Fig. 2). In addition, the
operator cannot rotate the key to the lock position
unless the shifter is in the park position.

Ignition Interlock .......................... 3

Ignition Switch ............................ 1

Lock Cylinder Housing ...................... 6

Lock Key Cylinder ......................... 2

IGNITION SWITCH

The ignition switch attaches to the lock cylinder

housing on the end opposite the lock cylinder (Fig.

3). For ignition switch terminal and circuit identifi­cation, refer to Group 8W, Wiring Diagrams.

Fig. 1 Ignition Interlock—Floor Shift

Fig. 2 Ignition Interlock—Column Shift

Fig. 3 Ignition Switch

REMOVAL

(1) Disconnect the negative cable from the battery.
(2) Remove the tilt lever attaching screw. Remove

lever.

(3) Remove the upper and lower cover from steer-

ing column.

(4) Remove multi-function switch.
(5) Disconnect electrical connector from ignition

switch (Fig. 4).

(6) Remove Ignition switch mounting screws. Re-

move switch.

INSTALLATION

(1) A tab on the ignition switch indexes to a notch
in the lock cylinder housing (Fig. 5). Also, a slot in
the end of the ignition switch fits over the shaft in
the end of the lock cylinder housing. Use the ignition
key to rotate the lock cylinder to align the ignition
switch with lock cylinder housing.

8D - 2 IGNITION SYSTEMS

Fig. 4 Ignition Switch Removal/Installation

(2) Install and tighten ignition switch mounting

screws.

(3) Attach electrical connector to ignition switch.
(4) Install multi-function switch.
(5) Install upper and lower cover on steering col-

umn.

(6) Install tilt lever.
(7) Connect negative cable to battery.

Fig. 6 Ignition Lock Cylinder Detentes

cylinder is replaced. Refer to Floor Shift Interlock
Adjustment in this section.

REMOVAL

(1) Disconnect negative cable from the battery.

(2) Remove the tilt lever attaching screw. Remove
lever.

(3) Remove the upper and lower covers from the
steering column.

(4) Turn the ignition key to the run position.
When ignition switch is in the run position, the lock
cylinder retaining tab will depress.

(5) Depress tab and slide lock cylinder out of hous­ing (Fig. 7).

Fig. 5 Ignition Switch Alignment

LOCK KEY CYLINDER

The lock cylinder is inserted in the end of the hous­ing opposite the ignition switch (Fig. 3). The ignition
key rotates the cylinder to 5 different detentes (Fig.

6):

• Accessory

• Off (lock)

• Unlock

• On/Run

• Start

When replacing the lock cylinder, if the vehicle
has a column shifter, install a new interlock cas­sette. If the vehicle has a floor shift, adjust the
interlock cable at the floor shifter when the lock

Fig. 7 Lock Cylinder Removal

INSTALLATION

(1) Install key in lock cylinder. Turn key to run
position (retaining tab on lock cylinder can be de­pressed).

(2) The shaft at the end of the lock cylinder aligns
with the socket in the end of the housing. To align
the socket with the lock cylinder, ensure the socket
is in the Run position (Fig. 8).

IGNITION SYSTEMS 8D - 3

tion, the interlock system holds the transmission
shifter in park. When the key is in the UNLOCK or
RUN position the shifter unlocks and can be moved to
any position. Also, if the shifter is not in PARK, the
system prevents the operator fromturning the ignition
switch to the OFF or ACCESSORY positions.

If the vehicle has column shift, install a new
interlock cassette (column shift) when replacing
the ignition lock cylinder.Adjustthe system after
replacing the cassette.

If the vehicle has floor shift, adjust the inter­lock cable after replacing the lock cylinder.

DIAGNOSIS

Fig. 8 Socket in Lock Cylinder Housing

(3) Align the lock cylinder with the grooves in the
housing. Slide the lock cylinder into the housing un­til the tab sticks through the opening in the housing
(Fig. 9).

Fig. 9 Lock Cylinder Installation

(4) Turn the key to the Off position. Remove the
key.

(5) If the vehicle has column shift and a new lock
cylinder was used, install and adjust a new interlock
cassette. Refer to Ignition Interlock in this section. If
the vehicle has a floor shift, adjust the interlock ca­ble when the lock cylinder is replaced. Refer to the
Floor Shift Interlock Adjustment procedure in this
section.

(6) Install upper and lower cover on steering col­umn.

(7) Install tilt lever.

(8) Connect negative cable to battery.

COLUMN SHIFT

If the interlock cable breaks while the shifter is in
the park position, the shifter will remain in park.
Should the interlock cable break when the shifter is in
neutral, the operator won’t be able to shift to park. In
either case, replaceand adjust the interlock cassetteor
interlock cable.

FLOOR SHIFT

(1) With the floor shifter in Park, place the ignition
key in the Lock (Off) position. The operator should not
be able to remove the shifter from Park (button on
shifter won’t depress) when the ignition key is in the
Lock position.

(2) Turntheignition key to theOn position. With the
ignition key in the Unlock or On position, the shifter
should move to any gear position. With the shifter in a
gear selection, the operator should not be able to
remove the ignition key.

(3) Return the shifter to the Park position. The
operator should be able toremove the key after placing
it in the Lock (Off) position.

If the interlock system does not work as described in
the above steps, check the system for incorrect adjust­ment or a binding cable. Refer to the Adjustment
procedure or the Removal procedure as necessary.

COLUMN SHIFT INTERLOCK SERVICE

The interlock cassette slides into the housing behind
the lock cylinder (Fig. 10). The cable at the rear of the
cassette attaches to a locking arm on the shifter
mechanism. The column shift interlock system is

only adjusted after installing a new cassette. It
can’t be adjusted more than once. If the system
operates incorrectly, install and adjust a new
interlock cassette.

IGNITION INTERLOCK

The ignition interlock system connects the auto­matic transmission shifter and the lock system. With
the ignition key in the OFF or ACCESSORY posi-

REMOVAL

(1) Depress the tab on the top of the cassette (Fig.

10).
(2) Slide the interlock cassette out of the housing.

8D - 4 IGNITION SYSTEMS

Fig. 10 Ignition Interlock Cassette—Column Shift

(3) Remove the cable from the locking arm on the

shifter mechanism.

INSTALLATION

(1) Ensure the latch rotates freely on the shifter

gate (Fig. 11).

Fig. 11 Latch and Shifter Gate

(2) With the shifter in Park and the key removed,
install the cable over the hook on locking arm of the
shifter mechanism.

(3) Slide the cassette into the housing until it locks
in place.

(4) To adjust the interlock system, push the adjust­ment tab in until it stops (Fig. 12). The adjustment
tab will click as it moves into position. Ensure the
tab is fully depressed.

Fig. 12 Ignition Interlock Adjustment Tab—Column

Shift

If the system requires adjustment and not replace­ment, refer to the Floor Shift Interlock Adjustment
procedure in this section.

REMOVAL

(1) Remove shifter handle.

(2) Remove the bezel from the shifter console.

(3) Remove the drivers side under panel silencer.

(4) Remove the tilt lever attaching screw. Remove
lever.

(5) Remove upper and lower covers from the steer­ing column.

(6) Loosen the nut on the interlock adjustment le­ver in the floor shifter.

(7) Move ignition key to the Run position.

(8) Remove the interlock cable from the shifter
housing (Fig. 13). Slide the cable out of the groove in
the interlock lever.

FLOOR SHIFT INTERLOCK SERVICE

The interlock cable slides into the housing behind
the lock cylinder (Fig. 1) and attaches to the floor
mounted shifter. The floor shift interlock system is
adjusted by a nut at the shifter.

Fig. 13 Interlock Cable at Floor Shifter

(9) Depress the lock tab on the interlock cable and

pull the cable out of the lock cylinder housing (Fig.

14).

Fig. 14 Interlock Cable at Ignition Switch Fig. 15 Interlock Cable at Floor Shifter

(10) Remove interlock cable.

INSTALLATION

(1) Ensure ignition switch is in the On position.

(2) Route the interlock cable down the steering col­umn and above the air distribution center duct.
Route the cable between the support strut and air
bag module mounting bracket and down to the
shifter housing.

(3) Slide the steering column end of the interlock
cable into the lock cylinder housing until it snaps
into place (Fig. 14).

(4) Turn the ignition key to the Off/Lock position

(5) Put the shifter in the PARK position.

(6) Slide the interlock cable core wire into the
groove on the adjustment lever. Ensure the cable end

seats in the groove (Fig. 13).

(7) Slip the cable into the housing until it snaps
into place.

(8) Ensure the shift lever remains in PARK. Re­move the ignition key from the lock cylinder (switch
in OFF position).

When the adjustment nut on the interlock lever is
loosened, the cable indexes itself to the correct posi­tion (Fig. 15).

(9) Loosen the adjustment nut. Allow the cable to
adjust itself to the correct position. Tighten the ad­justment nut.

(10) Check the interlock adjustment:

• With the ignition key in the OFF (lock) position,
the shifter should be locked in the PARK position. If
not, inspect the system for binding and repeat the
adjustment procedure.

• Without starting the engine,place the ignition
switch in the run position. Move the shifter to the re­verse position. You should be unable to remove the
ignition key from the lock cylinder. If you can re­move the key at this point, inspect the system for
binding and repeat the adjustment procedure.

IGNITION SYSTEMS 8D - 5

• Place the shifter in the PARK position. Turn the
ignition key to the OFF (lock) position. You should
be able to remove the ignition key from the lock cyl­inder. If not, inspect the system for binding and re­peat the adjustment procedure.

(11) Install the bezel on the shifter console.
(12) Install shifter handle.
(13) Install the lower silencer panel.
(14) Install upper and lower covers from the steer-

ing column.

(15) Install tilt lever

FLOOR SHIFT INTERLOCK ADJUSTMENT

(1) Remove the shifter handle.
(2) Remove the console bezel.
(3) Loosen the adjustment nut on the interlock le-

ver (Fig. 15).

(4) Move ignition key to the RUN position.

(5) Remove the interlock cable from the shifter
housing (Fig. 13). Slide the cable out of the groove in
the interlock lever.

(6) Inspect the interlock cable:

• With the lock cylinder in OFF (lock) position and
the ignition key removed, the cable core wire should
not move when pulled. If the cable core wire moves,
the cable is improperly installed or kinked.

• With the ignition key in the RUN position, the ca­ble core wire should slide freely when pulled. Also,
the cable should return to the bottomed out position
when released. If the cable core wire does not move
in the RUN position, the cable is improperly in­stalled or kinked.

(7) Put the shifter in the PARK position.

(8) Slide the interlock cable core wire into the
groove on the adjustment lever. Ensure the cable end
seats in the groove.

(9) Slip the cable into the housing until it snaps in
place.

8D - 6 IGNITION SYSTEMS

(10) Ensure the shift lever remains in PARK. Re­move the ignition key from the lock cylinder (switch
in OFF position).

When the adjustment nut on the interlock lever is
loosened, the cable indexes itself to the correct posi­tion (Fig. 15).

(11) Loosen the adjustment nut. Allow the cable to
adjust itself to the correct position. Tighten the ad­justment nut.

(12) Check the interlock adjustment:

• With the ignition key in the OFF (lock) position,
the shifter should be locked in the PARK position. If
not, re-adjust the interlock and tighten the adjust­ment nut (Fig. 15).

• Without starting the engine,place the ignition
switch in the run position. Move the shifter to the re­verse position. You should not be able to remove the
ignition key form the lock cylinder. If the key can be
removed at this point, re-adjust the interlock and
tighten the adjustment nut (Fig. 15).

• Place the shifter in the PARK position. Turn the
ignition key to the OFF (lock) position. You should
be able to remove the ignition key from the lock cyl­inder. If not, re-adjust the interlock and tighten the
adjustment nut (Fig. 15).

(13) Install the bezel on the shifter console.

(14) Install shifter handle.

LOCK CYLINDER HOUSING

The lock cylinder housing attaches to the steering
column with tamper-proof screws and hardened

washers (Fig. 16).

REMOVAL

(1) Remove the tilt lever attaching screw. Remove
lever.

(2) Remove the upper and lower covers from the
steering column.

(3) If the vehicle has floor shift, remove the inter­lock cable. If the vehicle has column shift, remove
and discard the column shift interlock cassette.

Fig. 16 Lock Cylinder Housing Mounting Screws

(4) Remove the multi-function switch and ignition

switch. Refer to Ignition Switch in this section.

(5) Center punch the tamper-proof screws.

(6) Usinga6mm(1/4 inch) drill bit, drill out the
screw heads. Drill until the bit contacts the hardened
washer under the screw head.

(7) Remove the lock cylinder housing from the
steering column.

(8) Use a pair of pliers to remove the bolts from
the steering column lock.

INSTALLATION

The heads of the tamper-proof mounting screws
shear off when tightened.

(1) Position lock cylinder housing on steering col­umn.

(2) Tighten new mounting screws until the heads
of the tamper-proof screws shear off.

(3) Install ignition switch and multi-function
switch.

(4) If the vehicle has column shift, install a new
column shift interlock cassette. If the vehicle has a
floor shift, reconnect and adjust the shift cable.

(5) Install upper and lower covers on steering col­umn.

(6) Install tilt lever.

INSTRUMENT PANEL AND GAUGES 8E - 1

INSTRUMENT PANEL AND GAUGES

CONTENTS

page page

ASH RECEIVER/LAMP REMOVAL ........... 11

ASH RECEIVER/LAMP REMOVAL—

NEW YORKER ........................ 11

ATC-IN-CAR TEMPERATURE SENSOR ....... 13

ATC-IN-CAR TEMPERATURE SENSOR—NEW

YORKER ............................. 13

ATC-SUN SENSOR ...................... 13

BODY CONTROL MODULE REMOVAL ........ 6

BRAKE AND SPEED CONTROL SWITCH

REMOVAL ............................ 12

CENTER UPPER OUTLET BEZEL REMOVAL . . . 11

CIGAR LIGHTER REMOVAL ............... 11

CIGAR LIGHTER REMOVAL—NEW YORKER .. 11

CLUSTER BULB REPLACEMENT ............ 5

CLUSTER PRINTED CIRCUIT BOARD

REPLACEMENT ........................ 5

DIAGNOSTIC PROCEDURE ................. 2

DIAGNOSTIC READ-OUT BOX—DRB

CONNECTOR ACCESS ................... 6

ELECTRO/MECHANICAL INSTRUMENT

CLUSTER ............................. 1

FRONT SPEAKER REMOVAL—RIGHT—LEFT—

CENTER ............................. 13

FUEL GAUGE AND TEMPERATURE GAUGE

REPLACEMENT—TYPE A AND C .......... 4

GLOVE BOX DOOR/HANDLE REMOVAL ...... 11

GLOVE BOX LIGHT/SWITCH REMOVAL ...... 11

HAZARD FLASHER RELAY REMOVAL ....... 12

HEADLAMP SWITCH BEZEL REMOVAL ....... 7

HEADLAMP SWITCH REMOVAL ............. 7

HEADLAMP SWITCH TEST ................. 7

HEATER AND A/C FAN RELAY REMOVAL ..... 7

HEATER—A/C—ATC CONTROLS ............ 6

INSTRUMENT CLUSTER AND BEZEL

REMOVAL ............................. 2

INSTRUMENT PANEL END COVERS

REMOVAL—RIGHT AND LEFT ........... 10

INSTRUMENT PANEL LOWER CENTER COVER

REMOVAL ............................ 10

INSTRUMENT PANEL TOP COVER REMOVAL .. 7

JUNCTION BLOCK REMOVAL .............. 12

LEFT UNDER INSTRUMENT PANEL SILENCER/

DUCT REMOVAL ...................... 11

LOWER CENTER BEZEL REMOVAL ......... 11

LOWER INSTRUMENT PANEL REMOVAL .... 12

MASK/LENS REPLACEMENT—TYPE A AND C . 3
MASK/LENS WITH TRANSMISSION RANGE

INDICATOR—TYPE B .................... 4

MESSAGE CENTER REMOVAL .............. 5

MESSAGE CENTER REMOVAL—NEW YORKER . 6
ODOMETER REPLACEMENT—TYPE A AND C .. 4

ODOMETER REPLACEMENT—TYPE B ........ 5

RADIO REMOVAL ....................... 11

REMOTE KEYLESS ENTRY MODULE

REMOVAL ............................ 13

RIGHT UNDER INSTRUMENT PANEL

SILENCER/DUCT REMOVAL .............. 11

RIGHT UPPER TRIM BEZEL REMOVAL ...... 10

SPEEDOMETER REPLACEMENT—TYPE B ..... 4

SPEEDOMETER/TACHOMETER AND

TRANSMISSION RANGE INDICATOR

REPLACEMENT—

TYPE A AND C ......................... 3

TACHOMETER AND FUEL/TEMPERATURE

GAUGE ASSEMBLY REPLACEMENT—

TYPE B ............................... 5

TRACTION CONTROL SWITCH REMOVAL ..... 7

TRUNK RELEASE SWITCH REMOVAL ....... 11

UPPER INSTRUMENT PANEL REMOVAL ..... 13

WOOD GRAIN TRIM BEZEL REMOVAL—NEW

YORKER ............................. 11

ELECTRO/MECHANICAL INSTRUMENT CLUSTER

The mechanical instrument cluster is an electro­mechanical module which receives most of its infor­mation from the Body Controller Module or Timing
Control Module via the CCD bus.

There are three types of clusters (Fig. 1, 2 and 3)
and each cluster includes:

• 240 km/h (120 MPH) speedometer

• Tachometer

• Odometer/trip odometer

• Fuel gauge

• Temperature gauge

• Electronic transmission range

Fig. 1 Cluster Type—A

8E - 2 INSTRUMENT PANEL AND GAUGES

Fig. 2 Cluster Type—B

If the diagnostic procedure determines that a re­placement of an instrument cluster component is re­quired, refer to the Instrument Cluster Service Proce­dure.

INSTRUMENT CLUSTER AND BEZEL REMOVAL

To service any instrument cluster component, the
instrument cluster must be removed from the instru­ment panel. Use the following procedure:

(1) Remove instrument panel left end cap (Fig. 4).

Fig. 3 Cluster Type—C

The warning and information indicators include the

following:

• Malfunction indicator lamp (Check engine)

• Airbag

• Charging system

• Low oil pressure

• High temperature

• Low fuel

• Seat belt

• Cruise

• Brake/park brake

• High beam

• Turn signals

The gauges are the magnetic air-core type. When
the ignition switch is OFF, the gauge pointers should
rest at or below the low graduation.

DIAGNOSTIC PROCEDURE

In order to diagnose the instrument cluster func­tion, a DRB and the 1994 Body Systems Diagnostic
Procedures Manual are required.

As a quick diagnosis, the cluster will perform a
function check immediately after the ignition is
switched to the RUN/START position. All transmis­sion range LEDs and warning lamps, except cruise,
will illuminate for a brief period. If the cluster is not
receiving CCD bus messages, the cluster will appear
non-functional except for the continuously illumi­nated air bag indicator.

If the cluster is not receiving CCD bus messages,
refer to the pre-diagnostic test described in 1994 Body
Systems Diagnostic Procedures Manual.

Fig. 4 End Caps

(2) Remove instrument panel headlamp bezel.

(3) Remove headlamp switch screws and move
switch to allow clearance for the instrument cluster
removal.

(4) Remove instrument panel upper center bezel
(Fig. 5).

Fig. 5 Center Bezel

Tilt steering column down into the lowest position.

(5) Remove instrument panel cluster bezel. New
Yorker only, disconnect the message center wire con­nector. The message center lamps may be serviced at
this time (Fig. 6 and 7).

(6) Remove instrument cluster screws and disen­gage upper latch.

CAUTION: Pull steering wheel down to gain access
for instrument cluster removal.

(7) Remove instrument cluster from panel. The in­strument panel wiring harness connectors are
mounted directly to the rear panel. A force of approx-

INSTRUMENT PANEL AND GAUGES 8E - 3

Fig. 6 Cluster Bezel

Fig. 7 Cluster Bezel—New Yorker

imately 9 kilograms (20 lbs.) will be required to disen­gage the cluster from the connectors.

(8) For installation, reverse above procedures.

MASK/LENS REPLACEMENT—TYPE A AND C

(1) Remove four mask/lens retaining screws then

remove mask/lens (Fig. 8).

(2) For installation, reverse above procedures.

SPEEDOMETER/TACHOMETER AND TRANSMISSION RANGE INDICATOR REPLACEMENT—TYPE A AND C

(1) Remove six cluster back cover retaining screws
and remove cover (Fig. 8).

(2) Disconnect transmission range indicator and
odometer connectors from the printed circuit board.

(3) Remove four mask/lens retaining screws then
remove mask/lens.

(4) Remove trip odometer reset knob by gently pull­ing rearward.

8E - 4 INSTRUMENT PANEL AND GAUGES

Fig. 8 Retaining Screws

(5) Remove speedometer/tachometer assembly from
cluster. The speedometer/tachometer assembly and
the transmission range indicator is service as one
component (Fig. 9).

Fig. 9 Speedometer/Tachometer

(6) For installation, reverse above procedures.

ODOMETER REPLACEMENT—TYPE A AND C

(1) Remove six cluster back cover retaining screws
the remove cover (Fig. 8).

(2) Disconnect transmission range indicator and
odometer connectors from the printed circuit board.

(3) Remove four mask/lens retaining screws then
remove mask/lens.

(4) Remove trip odometer reset knob by gently pull­ing rearward.

(5) Remove the screws attaching speedometer/­tachometer assembly to housing and remove assem­bly.

(6) Remove four odometer retaining screws from
the speedometer and then remove odometer (Fig. 10).

(7) For installation, reverse above procedures. In­stall the odometer before starting installation.

FUEL GAUGE AND TEMPERATURE GAUGE REPLACEMENT—TYPE A AND C

(1) Remove six cluster back cover retaining screws
and then remove cover (Fig. 8).

(2) Disconnect transmission range indicator and
odometer connectors from the printed circuit board.

(3) Remove four mask/lens retaining screws and
then remove mask/lens.

Fig. 10 Odometer

(4) Remove trip odometer reset knob by gently pull-

ing rearward.

(5)

Remove the screws attaching speedometer/-

tachometer assembly and remove assembly (Fig. 9).

(6) Remove the gauge from the cluster.
(7) For installation, reverse above procedures.

MASK/LENS WITH TRANSMISSION RANGE INDICATOR—TYPE B

(1) Remove trip odometer reset knob by gently pull-

ing rearward.

(2) Remove five back cover retaining screws then

remove cover (Fig. 11).

Fig. 11 Retaining Screws

(3) Disconnect transmission range connector from

the printed circuit board.

(4) Remove four mask/lens retaining screws then

remove mask/lens.

(5) For installation, reverse above procedures. Be
sure gauge pins are aligned and engage with the
printed circuit board clips as the gauge assembly is
installed into the cluster.

SPEEDOMETER REPLACEMENT—TYPE B

(1) Remove trip odometer reset knob by gently pull­ing rearward.

(2) Remove five cluster back cover retaining screws
the remove cover (Fig. 11).

(3) Disconnect transmission range indicator and
odometer connectors from the printed circuit board.

(4) Remove four mask/lens retaining screws then
remove mask/lens.

INSTRUMENT PANEL AND GAUGES 8E - 5

(5) Remove tachometer and fuel/temperature gauge

from the cluster.

(6) Remove speedometer from the cluster (Fig. 12).
(7) For installation, reverse above procedures.

Fig. 12 Speedometer

ODOMETER REPLACEMENT—TYPE B

(1) Remove trip odometer reset knob by gently pull-

ing rearward.

(2) Remove five cluster back cover retaining screws

the remove cover (Fig. 11).

(3) Disconnect transmission range indicator and

odometer connectors from the printed circuit board.

(4) Remove four mask/lens retaining screws then

remove mask/lens.

(5) Remove tachometer and fuel/temperature gauge

from the cluster.

(6) Remove speedometer from the cluster.
(7) Remove odometer from the speedometer (Fig.

13).

(2) Remove five cluster back cover retaining screws
the remove cover (Fig. 11).

(3) Disconnect transmission range indicator and
odometer connectors from the printed circuit board.

(4) Remove four mask/lens retaining screws then
remove mask/lens.

(5) Remove tachometer and/or fuel/temperature
gauge from the cluster (Fig. 14).

Fig. 14 Gauge Removal

(6) For installation, reverse above procedures.

CLUSTER PRINTED CIRCUIT BOARD REPLACEMENT

(1) Remove trip odometer reset knob by gently pull­ing rearward.

(2) Remove cluster back cover retaining screws the
remove cover (Figs. 8 or 11).

(3) Disconnect transmission range indicator and
odometer connectors from the printed circuit board.

(4) Remove four printed circuit board retaining
screws. There are two screws located at the base of
each connector (Fig. 15 and 16).

Fig. 13 Odometer

(8) For installation, reverse above procedures. In-

stall the odometer before starting installation.

TACHOMETER AND FUEL/TEMPERATURE GAUGE ASSEMBLY REPLACEMENT—TYPE B

(1) Remove trip odometer reset knob by gently pull-

ing rearward.

Fig. 15 Print Circuit Board—Type A and C

(5) For installation, reverse above procedures.

CLUSTER BULB REPLACEMENT

Refer to Figs. 17 and 18 for appropriate lamp loca­tions.

MESSAGE CENTER REMOVAL

(1) Using a trim stick, remove message module
from instrument panel (Fig. 19).

(2) Disconnect connector.

(3) Replace lamps as needed.

(4) For installation, reverse above procedures.

8E - 6 INSTRUMENT PANEL AND GAUGES

Fig. 16 Print Circuit Board—Type B

Fig. 18 Lamp location—Type B

Fig. 17 Lamp location—Type A and C

MESSAGE CENTER REMOVAL—NEW YORKER

(1) Open front door and remove left end cover.
(2) Remove headlamp switch bezel and center up-

per outlet bezel (Fig. 20).

(3) Remove wood grain trim bezel in center of in-

strument panel and move bezel out of the way.

(4) Remove cluster bezel screws.
(5) Pull cluster bezel straight rearward to disen-

gage bezel attaching clips.

(6) Disconnect wire connector from message center.
The Message Center lamps may be service at this
time.

(7) For installation, reverse above procedures.

BODY CONTROL MODULE REMOVAL

(1) Remove right end cover.

(2) Remove right cowl side trim panel and pull
carpeting back, exposing dash liner.

(3) Cut dash liner along perforated lines and pull
back dash liner.

Fig. 19 Message Center Module

Fig. 20 Message Center Module—New Yorker

(4) Remove screw through oblong access hole at

right end of knee bolster (Fig. 21).

(5) Remove push-in fastener at lower leg of module
from underneath instrument panel and maneuver
module down and out, disconnect the three electrical
connectors to remove control module.

(6) For installation, reverse above procedures.

DIAGNOSTIC READ-OUT BOX—DRB CONNECTOR ACCESS

Reach down to lower edge of knee bolster to right of
steering column. Inside the opening the data link
connector can be swung down for access at lower edge
of knee bolster.

HEATER—A/C—ATC CONTROLS

(1) Remove the ash receiver assembly, if necessary.

INSTRUMENT PANEL AND GAUGES 8E - 7

Fig. 23 Heater A/C Fan Relay

TRACTION CONTROL SWITCH REMOVAL

(1) Remove upper center outlet bezel (Figs. 24 and

25).

(2) Press tabs at top and bottom of switch and
remove switch from bezel.

(3) Press retaining tab up and remove from wiring
harness.

(4) For installation, reverse above procedures.
Check the switch for proper operation.

Fig. 21 Body Control Module

(2) Remove lower center bezel and remove mount-

ing screws from sides of control (Fig. 22).

Fig. 22 Lower Center Bezel

(3) Remove control and disconnect two electrical

connectors.

(4) For installation, reverse above procedures.

HEATER AND A/C FAN RELAY REMOVAL

(1) Remove lower center bezel and remove two

mounting screws from sides of control (Fig. 22).

(2) Remove control and disconnect two electrical

connectors.

(3) Disconnect relay from the rear of control (Fig.

23).
(4) For installation, reverse above procedures.

HEADLAMP SWITCH BEZEL REMOVAL

(1) Open front door and remove left end cover (Figs.

5, 24 and 25).

(2) Remove screw from left end of instrument panel

and pull bezel rearward to disengage clip(s).

(3) For installation, reverse above procedures.

HEADLAMP SWITCH REMOVAL

(1) Remove end cover and headlamp switch bezel

(Fig. 24 and 25).

(2) Remove three screws on headlamp switch and
pull out to disconnect two wiring connectors and re­move.

(3) For installation, reverse above procedures.
Twist out lamp sockets are serviceable at this time.
Ensure that the switch is seated against the pad.

HEADLAMP SWITCH TEST

(1) Remove instrument panel headlamp bezel (Figs.
24 and 25).

(2) Remove screws mounting headlamp switch
module and remove switch.

(3) Using an ohmmeter, test for continuity between
the terminals of the switch as shown in the Head­lamp Switch Test (Fig. 26).

INSTRUMENT PANEL TOP COVER REMOVAL

(1) Using a trim stick, pry-up each end of top cover
disengaging clips (Figs. 24, 25 and 27).

(2) Lift rear edge of top cover using straight edge
along rear edge.

(3) Lift rear edge and slide top cover rearward dis­engaging clips to remove cover.

8E - 8 INSTRUMENT PANEL AND GAUGES

Fig. 24 Instrument Panel Breakdown

INSTRUMENT PANEL AND GAUGES 8E - 9

Fig. 25 Instrument Panel Breakdown—New Yorker

8E - 10 INSTRUMENT PANEL AND GAUGES

Fig. 27 Top Cover

and outlet to disengage end cover clips. Fuse Puller,
Spare Fuses And Fuse Diagram Are Located On Left
End Cover. Fuse Access Is Under Left End Cover
(Figs. 24 and 25).

(2) Open right door and remove right end cover by
pulling from outlet vanes to disengage clips.

(3) For installation, reverse above procedures. En­sure spare fuses are seated to left end cover.

Fig. 26 Headlamp Switch Test

(4) For installation, reverse above procedures. En­sure the two center clips are engaged first. Place
thumb in VIN opening and pull towards pad to en­sure VIN alignment.

INSTRUMENT PANEL END COVERS REMOVAL—RIGHT AND LEFT

(1) Open the left door and pull on the access handle

INSTRUMENT PANEL LOWER CENTER COVER REMOVAL

Remove screw, on each side of center cover, and
remove center cover. For installation, reverse above
procedures (Figs. 24 and 25).

RIGHT UPPER TRIM BEZEL REMOVAL

(1) Open front door and remove right end cover
(Fig. 24).

(2) Remove screw at end of instrument panel.

(3) Pull rearward to disengage four retaining clips.
May require a hook tool to pry-out inboard end of
bezel. Hook tool is made from a stiff wire with a hook
on one end to be used as a removal tool (Fig. 28).

Fig. 28 Hook Tool

(4) For installation, reverse above procedures.

INSTRUMENT PANEL AND GAUGES 8E - 11

CENTER UPPER OUTLET BEZEL REMOVAL

(1) Pull center bezel rearward and disengage the
two retaining clips and disconnect electrical connector
(Figs. 24 and 25).

(2) May require a hook tool to pry-out right end of
bezel.

(3) For installation, reverse above procedures.

LOWER CENTER BEZEL REMOVAL

(1) Pull bezel straight rearward along the sides of
the radio and A/C control openings to disengage (6)
clips (Fig. 22).

(2) For installation, reverse above procedures.

LEFT UNDER INSTRUMENT PANEL SILENCER/DUCT REMOVAL

(1) Remove push-in fastener under left end of in­strument panel (Figs. 24 and 25).

(2) Maneuver part off of brake bracket stud and
center floor distribution duct to remove.

(3) For installation, reverse above procedures.

RIGHT UNDER INSTRUMENT PANEL SILENCER/DUCT REMOVAL

(1) Remove two push-in fasteners at center and left
end of silencer/duct (Figs. 24 and 25).

(2) Maneuver part off of center floor distribution
duct to remove.

(3) For installation, reverse above procedures. Re­install prior to knee bolster.

WOOD GRAIN TRIM BEZEL REMOVAL—NEW YORKER

(1) Open right front door and remove right end

cover and center upper outlet bezel (Fig. 25).

(2) Remove screw at right end of instrument panel
and screw at center outlet opening.

(3) Remove wood grain bezel by pulling straight
rearward, disengaging the three clips.

(4) For installation, reverse above procedures.

RADIO REMOVAL

(1) Remove lower center bezel and remove two ra­dio retaining screws and then remove radio (Fig. 22).

(2) Pull radio straight out and disconnect both elec­trical connectors, antenna cable and remove screw on
radio ground strap, then remove radio.

(3) For installation, reverse above procedures.

ASH RECEIVER/LAMP REMOVAL

(1) Remove lower slide out ash tray (Fig. 24).

(2) Remove two outboard screws from carrier as­sembly.

(3) Remove carrier and pull rearward to disengage
from the forward locator.

(4) Ash receiver light is accessible by removing
socket from metal light housing and remove lamp
from socket.

(5) For installation, reverse above procedures.

CIGAR LIGHTER REMOVAL

(1) Remove lower slide out ash tray (Fig. 22).
(2) Remove two outboard screws from housing as-

sembly.

(3) Remove housing and pull rearward to disengage

from the forward locator.

(4) Ash receiver light is accessible by removing
socket from metal light housing and remove lamp
from socket.

(5) Disconnect the two cigar lighter wiring connec­tors from cigar lighter. Unscrew shell and clamp as­sembly to replace cigar lighter assembly.

(6) For installation, reverse above procedures. The
shell has a location feature.

ASH RECEIVER/LAMP REMOVAL—NEW YORKER

(1) Remove ash tray and lower center bezel (Fig.

22).

(2) Remove two housing mounting screws.

(3) Remove the housing and lamp.

(4) For installation, reverse above procedures.

CIGAR LIGHTER REMOVAL—NEW YORKER

(1) Remove ash tray and lower bezel (Fig. 22).

(2) Remove two housing mounting screws. Remove
the housing and lamp.

(3) Remove two A/C-Heater control mounting
screws. Move to the A/C-Heater control.

(4) Reach through the A/C-Heater control opening
to disconnect the two wire from the cigar lighter
wiring connectors. The cigar lighter shell can be un­screw from the clamp so that the cigar lighter can be
removed.

(5) For installation, reverse above procedures.

GLOVE BOX DOOR/HANDLE REMOVAL

(1) Remove three screws at bottom of glove box
door, open glove box door and press sidewalls inboard
to remove door from panel (Figs. 24 and 25).

(2) Position the glove box on cloth to protect paint.
Remove nine screws from backside of the door, New
Yorker has eight screws. Then separate the inner and
outer door. Handle and latch can be removed at this
time.

GLOVE BOX LIGHT/SWITCH REMOVAL

(1) Open glove box door and pull out glove box light
switch from upper right corner of glove box opening
on instrument panel (Figs. 24 and 25).

(2) Replace lamp or remove electrical connector to
replace switch.

(3) For installation, reverse above procedures.

TRUNK RELEASE SWITCH REMOVAL

(1) Open glove box door and pry switch out of open­ing (Figs. 24 and 25).

8E - 12 INSTRUMENT PANEL AND GAUGES

(2) Remove electrical connector and remove switch.
(3) For installation, reverse above procedures.

HAZARD FLASHER RELAY REMOVAL

(1) Located on the left side, between the junction

block and the brake pedal (Fig. 29).

Fig. 29 Hazard Flasher Relay

(2) Slide hazard-flasher relay rearward to remove

from in-line electrical bracket.

(3) For installation, reverse above procedures.

BRAKE AND SPEED CONTROL SWITCH REMOVAL

(1) Remove left under instrument panel

silencer/duct.

(2) Pull switch assembly rearward off brake
bracket, then remove electrical connector from brake
bracket to disconnect and remove (Fig. 30).

Fig. 30 Brake and Speed Control Switch

(3) For installation, reverse above procedures.

LOWER INSTRUMENT PANEL REMOVAL

WARNING: BEFORE BEGINNING ANY AIRBAG
SYSTEM REMOVAL OR INSTALLATION PROCE­DURES, DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE. THIS WILL DISABLE
THE AIRBAG SYSTEM. FAILURE TO DISCONNECT
BATTERY COULD RESULT IN ACCIDENTAL AIRBAG
DEPLOYMENT AND POSSIBLE PERSONAL INJURY.

When removing a passenger airbag module refer to

Group 8M, Passenger Airbag Module Removal.

(1) Disconnect and isolate the battery negative

cable.

(2) Open both vehicle doors and remove both in-

strument panel end covers (Figs. 24 and 25).

(3) Remove floor console shifter bezel and cowl side
trim panels if equipped. If not, remove instrument
panel lower center cover and ash receiver assembly.

(4) Remove screw at radio ground strap at left side
of center support bracket. Proper Routing Of Radio
Ground Strap Is Essential For Radio Service.

(5) Open glove box door, flex sides of glove box
inboard to swing glove box door down to floor. Remove
four screws at top of the glove box opening. The New
Yorker has six screws.

(6) Remove two nuts from center support bracket at
ash receiver area.

(7) Remove two screws from center outlet bezel
opening and two screws from right bezel opening. The
New Yorker has only one screw from outlet bezel
opening.

(8) Remove screw from each end cover area of in­strument panel. The New Yorker has no screws.

(9) Remove screws at each end of instrument panel
at cowl sides, then detach lower instrument panel
from upper instrument panel, with column in tilt-up
position.

(10) Disconnect the following electrical connectors:

• Trunk Release Switch

• Glove box Light Switch

• Radio/Antenna Connectors

• Heater-A/C Connectors

• Ash Receiver Light

(11) Remove lower instrument panel assembly.

(12) Remove left silencer/duct under instrument
panel.

(13) For installation, reverse above procedures.

(a) When installing the lower instrument panel
to the upper instrument panel install the center two
screws first and work from center out. Tighten
screws to 3 Nzm (25 in. lbs.) torque.

(b) Open glove box to gain access to the screws
attaching lower instrument panel to module
bracket. Tighten screws to 3 Nzm (25 in. lbs.)
torque.

(c) DO NOT CONNECT battery negative cable.
Refer to Group 8M, Airbag System Check for proper
procedure.

JUNCTION BLOCK REMOVAL

(1) Remove lower instrument panel assembly.
(2) Remove six electrical connectors on inboard side

and four electrical connectors on outboard side of
junction block. (Fig. 31)

(3) Remove three mounting screws and remove

junction block.

(4) For installation, reverse above procedures.

INSTRUMENT PANEL AND GAUGES 8E - 13

REMOTE KEYLESS ENTRY MODULE REMOVAL

(1) Remove instrument panel top cover (Figs. 24, 25

and 27).

(2) Remove two screws at each end of module, dis-

connect two electrical connectors and remove module
(Fig. 32).

Fig. 32 Remote Keyless Entry Module

(3) For installation, reverse above procedures.

Fig. 31 Junction Block

FRONT SPEAKER REMOVAL—RIGHT—LEFT— CENTER

(1) Remove instrument panel top cover (Figs. 24, 25

and 27).

(2) Remove two screws on each speaker and lift up,

disconnect wiring connector and remove speaker.

(3) For installation, reverse above procedures.

ATC-SUN SENSOR

(1) Remove right end cap (Fig. 24).

(2) Remove mounting screw from upper right trim

bezel and remove bezel.

(3) Remove two sun sensor mounting screws, dis-

connect electrical connector and remove sensor.

(4) For installation, reverse above procedures.

ATC-IN-CAR TEMPERATURE SENSOR—NEW YORKER

(1) Remove lower instrument panel (Fig. 25).

(2) Remove two screws attaching ATC in-car sensor
from underneath the upper instrument panel behind
the nameplate.

(3) Remove sensor and disconnect the wire connec­tor.

(4) For installation, reverse above procedures.

ATC-IN-CAR TEMPERATURE SENSOR

(1) Remove right end cover (Fig. 24).

(2) Remove right trim bezel.

(3) Remove sensor attaching screws and disconnect
the wire connector. Remove sensor.

(4) For installation, reverse above procedures.

UPPER INSTRUMENT PANEL REMOVAL

WARNING: DISCONNECT AND ISOLATE THE BAT­TERY NEGATIVE (GROUND) CABLE BEFORE
BEGINNING ANY AIRBAG SYSTEM COMPONENT
REMOVAL OR INSTALLATION PROCEDURE. THIS
WILL DISABLE THE AIRBAG SYSTEM. FAILURE TO
DISCONNECT BATTERY COULD RESULT IN ACCI­DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY. ALLOW SYSTEM CAPACITOR
TO DISCHARGE FOR 2 MINUTES BEFORE REMOV­ING ANY AIRBAG COMPONENTS.

When removing a passenger airbag module refer to

Group 8M, Passenger Airbag Module Removal.

(1) Disconnect and isolate the battery negative

cable.

(2) Open both vehicle doors and remove both in-

strument panel end covers (Figs. 24 and 25).

(3) Remove floor console and cowl side trim panels
if equipped. If not, remove instrument panel lower
center cover and ash receiver assembly.

(4) Remove screw at radio ground strap at side of
center support bracket. Proper Routing Of Radio
Ground Strap Is Essential For Radio Performance.

(5) Open glove box door to gain access to the four
screws attaching lower instrument panel to module
bracket. Remove screws. The New Yorker has six
screws.

(6) Remove two screws from center outlet bezel
opening and two screws from right bezel opening. The
New Yorker has only one screw from outlet bezel
opening.

(7) Remove screw from each end cover area of in­strument panel. The New Yorker has no screws.

8E - 14 INSTRUMENT PANEL AND GAUGES

(8) Remove two screws at each end of instrument
panel at cowl sides, then detach lower instrument
panel from upper instrument panel, with column in
tilt-up position.

(9) Disconnect the following electrical connectors:

• Trunk Release Switch

• Glove box Light Switch

• Radio/Antenna Connectors

• Heater-A/C Connectors

• Ash Receiver Light

(10) Remove lower instrument panel assembly.

(11) Remove left silencer/duct under instrument
panel.

(12) Remove instrument panel top cover, right and
left A-piller trim panels (Fig. 27).

(13) Remove body control module at right end of
instrument panel.

(14) Remove left outlet duct.

(15) Remove steering column shrouds and discon­nect six electrical connectors. Slide wiring trough re­tainer off of trough and stow wiring away from steer­ing column (Fig. 33).

• Three ATC unit connectors at center of unit

• Ground wire at left of center support

• Data link connector at left brace

• Two airbag diagnostic module connectors

• Three in-line bracket connector including 40-way

jack screw and remove hazard relay.

• Four outboard connectors to junction block.

• Headliner connector at top of panel.

(18) Remove the two panel attaching bolts at each
cowl side and one bolt from center support bracket.
Remove the five panel attaching bolts along top of
panel (Fig. 34).

Fig. 33 Column Shroud

(16) Loosen the two lower screws and remove two
upper nuts on steering column assembly and lay col­umn on floor.

(17) Disconnect the following electrical connectors:

• Power antenna and cable at right cowl side

• Body wiring at right end of A/C unit

Fig. 34 Upper Instrument Panel

(19) Then remove the upper instrument panel rear-

ward off of lower attaching studs.

INSTALLATION

(1) Install the NEW center distribution duct to the

NEW instrument panel and pad assembly.

(2) Install all instrument panel components which
are not damaged to panel. Tighten screws to 2 Nzm
(20 in. lbs.) torque.

(3) Install the passenger airbag module to instru­ment panel and pad assembly. Tighten screws to 4
Nzm (35 in. lbs.) torque.

(4) For installation of the upper and lower instru­ment panels, reverse above procedures.

(a) When installing the lower instrument panel
to the upper instrument panel install the center two
screws first and work from center out. Tighten
screws to 3 Nzm (25 in. lbs.) torque.

(b) Open glove box to gain access to the screws
attaching lower instument panel to module bracket.
Tighten screws to 3 Nzm (25 in. lbs.) torque.

(c) DO NOT CONNECT battery negative cable.
Refer to Group 8M, Airbag System Check for proper
procedure.

AUDIO SYSTEM

CONTENTS

page page

AUDIO SYSTEM 8F - 1

ANTENNAS ............................ 13

RADIOS ................................ 1

page page

Audio Diagnostic Test Procedures ............. 1

Description .............................. 1

DESCRIPTION

For operation of the factory installed standard and
optional radios with cassette or compact disc player,
refer to the Sound Systems Operating Instructions
Manual supplied with the vehicle.

The vehicles are shipped with fuse #13 removed
from the junction block. The fuse replaces the
ignition-off draw (IOD) connector. Fuse thirteen is a
ten amp fuse. When removed it prevents the battery
from discharging during storage. For specific wiring

and location, refer to Group 8W, Wiring Diagrams.

INTERFERENCE ELIMINATION

Some components used on the vehicles are equipped
with a capacitor to suppress radio frequency
interference/static.

Capacitors are mounted in various locations inter­nal to the generator, instrument cluster and wind­shield wiper motor.

Ground straps or wires are mounted from radio
chassis to instrument panel support structure, engine
to frame and engine cradle. These ground circuits
should be securely tightened to assure good metal to

SPEAKERS ............................ 16

RADIOS

INDEX

Interference Elimination ..................... 1

Radio Removal .......................... 12

metal contact. Ground straps conduct very small high
frequency electrical signals to ground and require
clean large surface area contact.

Radio resistance type spark plug cables in the high
tension circuit of the ignition system complete the
interference suppression. Faulty or deteriorated
spark plug wires should be replaced.

AUDIO DIAGNOSTIC TEST PROCEDURES

Whenever a radio malfunction occurs:

(1) Check fuses 2, 8, 9, 13 and circuit breaker 23 in
the junction block.

• Fuse 2, Ignition feed

• Fuse 8, Power amplifier

• Fuse 9, Illumination

• Fuse 13, Memory feed

• Circuit breaker 23, Power Antenna

(2) Verify that the radio wire harness is properly
connected to all connectors before starting normal
diagnosis and repair procedures. Refer to Audo Diag­nostic Charts and/or Radi Connector Circuit Chart
(Fig. 1).

8F - 2 AUDIO SYSTEM

AM/FM STEREO—CASSETTE TAPE

AM/FM STEREO CONTINUED

AUDIO SYSTEM 8F - 3

8F - 4 AUDIO SYSTEM

AM/FM STEREO CONTINUED AM/FM STEREO CONTINUED

INFINITY

AUDIO SYSTEM 8F - 5

8F - 6 AUDIO SYSTEM

INFINITY CONTINUED

INFINITY CONTINUED

AUDIO SYSTEM 8F - 7

8F - 8 AUDIO SYSTEM

INFINITY CONTINUED

INFINITY CONTINUED

AUDIO SYSTEM 8F - 9

8F - 10 AUDIO SYSTEM

INFINITY CONTINUED

AUDIO SYSTEM 8F - 11

Fig. 1 Radio Connector Circuits

8F - 12 AUDIO SYSTEM

RADIO REMOVAL

(1) Remove center bezel by pulling straight back

(Fig. 2).

Fig. 2 Center Bezel Removal

(2) Remove two radio mounting screws (Fig. 3).

Fig. 3 Radio Assembly

(3) Pull radio from panel and disconnect wiring,
ground strap or wires and antenna lead from radio.

(4) Remove radio.

(5) For installation reverse above procedures.

AUDIO SYSTEM 8F - 13

ANTENNAS

INDEX

page page

Manual Antennas Test ..................... 13

Power Antenna .......................... 13

Power Antenna Mast Removal ............... 15

MANUAL ANTENNAS TEST

Check for short or open circuits with an ohmmeter
or continuity light once the antenna cable is discon­nected from the radio. The radio coax cable has a
connector that connects behind the body control mod­ule.

(1) Continuity should be present between the antenna
mast and radio end pin of antenna cable plug (Fig. 4).

Power Antenna Removal ................... 14

Power Antenna Test .......................14

Removal ............................... 13

Fig. 5 Antenna Mounting Removal

POWER ANTENNA

The power operated radio antenna (Fig. 6) is a
telescoping type antenna, extended and retracted by a
reversible electric motor.

Fig. 4 Antenna Test Points

(2) No continuity should be observed or a very high
resistance of several megohms between the ground
shell of the connector and radio end pin.

(3) Continuity should be observed between the
ground shell of the connector and the mounting hard­ware in the trunk right rear quarter panel

REMOVAL

The rubber bezel grommets are not inter change­able between vehicle models.

(1) Inside trunk, pull trunk liner aside.

(2) Unplug antenna lead from base of antenna
mast.

(3) Remove antenna mast by unscrewing mast from
antenna body.

(4) Remove screw from mounting bracket (Fig. 5).

(5) Pull antenna body down through the rubber
grommet.

(6) For installation reverse above procedures.
Check that the grommet locating tab is in-line with
the slot in the body before installing antenna.

Fig. 6 Power Antenna Assembly

The Automatic Power Antenna is controlled by a
combination of an internal relay and limit switches
which, are built into the antenna motor housing.

8F - 14 AUDIO SYSTEM

This antenna is actuated when the radio is switched
ON and with the ignition switch in ON or ACCESSORY
position. When the ignition switch or the radio is
turned OFF the antenna mast should retract fully.

Many antenna problems may be avoided by frequent
cleaning of the antenna mast telescoping sections. Clean
the antenna mast sections with a clean soft cloth.

Before an antenna is removed, the antenna perfor­mance should be tested to decide if it is a reception
problem or an operational problem.

Whenever a operational malfunction occurs, first
verify that the radio antenna wire harness is properly
connected. Check all connectors before starting nor­mal diagnosis and repair procedures. Refer to Power
Antenna Electrical Diagnosis Chart (Fig. 7).

POWER ANTENNA TEST

(1) To extend antenna, using jumper wires, attach
one end to a battery positive source and the other to
red and green wire terminals. The second lead con­nect it to ground and the black wire terminal.

(2) To retract antenna attach the battery positive
source to the red wire terminal. The second lead
connect it to ground and the black wire terminal.

(3) If the motor will not operate, replace the an­tenna assembly.

(4) If the motor runs freely and the antenna does
not extend or retract, the mast or drive assembly is at

fault. Remove the mast and verify that all the drive
teeth are intact. If not replace mast.

(5) If the mast jumps or travel rate is slow during

operation or the motor labors.

(a) Check for bent mast. If bent replace mast.
(b) Check for dirty mast and clean it as neces-

sary. If corroded, replace mast.

(c) If cleaning the antenna sections does not solve
the problem, the antenna mast should be replaced.
(6) If mast fails to extend or retract completely, or

motor continued to operate after full extension or
retraction of mast. Check for broken teeth on the
mast drive rod or bent mast.

(7) If the mast checks good, the antenna assembly

should be replaced.

(8) Upon establishing that the fault is in the an-

tenna assembly, it may be traced to one or more of the
following conditions:

(a) Broken lead-in wire or shielding.

(b) Grounded lead-in wire or mast.

(c) Moisture in support tube or lead-in assembly.

(d) Poor connection at antenna lead-in assembly
or shielding ground.

POWER ANTENNA REMOVAL

The rubber bezel grommets are not inter change-

able between vehicle models. There are three types of

Fig. 7 Power Antenna Electrical Diagnosis

AUDIO SYSTEM 8F - 15

grommets in use, check with parts catalog for proper
grommet. If there is a water leak check for proper
grommet.

(1) Disconnect battery negative cable.
(2) Inside trunk, pull trunk liner aside.

(3) Unplug antenna lead from pigtail connector,
disconnect wire connector, remove drain tube from
grommet (Fig. 8).

POWER ANTENNA MAST REMOVAL

(1) Remove cap nut.
(2) Turn ignition key to ACCESSORY position and

turn on radio.

(3) While the mast is moving up pull upward to
remove mast, contact spring and drive rod from the
mast tube.

INSTALLATION

(1) Insert new drive rod into mast tube with drive
teeth toward antenna motor (Fig. 9).

Fig. 8 Power Antenna

(4) Remove screws attaching ground strap and an-

tenna brace.

(5) Pull antenna body down through the rubber

grommet.

(6) For installation reverse above procedures.

Check that the grommet locating tab is in-line with

the slot in the body before installing antenna. Tighten
antenna bracket ground strap screws to 4 Nzm (40 in.
lbs.) torque.

Fig. 9 Power Mast Replacement

(2) Turn off radio and guide mast into tube. The
mast may not be fully lowered when first installed.

(3) Replace the cap nut and tighten to 1.5 Nzm (15
in. lbs.) torque.

(4) Turn radio on and off to extend and retract
antenna. Mast should be fully lowered after recycling.

8F - 16 AUDIO SYSTEM

SPEAKERS

INDEX

page page

Amplifier Removal ........................ 17

Condition: All Speakers Non-Operative ......... 18

Condition: Electrical Noise

Distortion One Speaker ................... 18

Condition: Mechanical Noise Distortion ......... 18

Condition: One Speaker Non-operative ......... 18

CAUTION: Do not operate the radio with speaker
leads detached. Damage to the output devices may
result.

INSTRUMENT PANEL SPEAKER REPLACEMENT

(1) Remove instrument panel top cover:

(a) Carefully, pry up each end of top cover to

disengage clips (Fig. 10).

Door Mounted Speaker Replacement .......... 16

Infinity Remote Amplifier .................... 17

Instrument Panel Speaker Replacement ........16

Noise Distortion in All Speakers .............. 17

Rear Speaker Replacement ................. 16

Fig. 11 Instrument Panel Speakers

Fig. 10 Instrument Panel Top Cover

(b) Lift rear edge of top cover using an trim stick

along rear edge.

(c)

While lifting rear edge slide top cover rearward
to disengage front clips and remove the top cover.
(2) To remove right or left speaker remove two

retaining screws. Lift up speaker and disconnect wire
connector (Fig. 11). To remove center speaker, remove
plastic retainer and disconnect wire.

(3) Remove speaker.
(4) For installation reverse above procedures.

DOOR MOUNTED SPEAKER REPLACEMENT

(1) Carefully, pry speaker grille away from door

trim panel (Fig. 12). Remove window crank handle if
equipped.

(2) Remove two speaker retaining screws.
(3) Pull speaker away from door and disconnect

wiring.

Fig. 12 Door Mounted Speaker

(4) For installation reverse above procedures.

REAR SPEAKER REPLACEMENT

The wire connectors can be accessed through the

trunk.

(1) Remove parcel shelf panel, refer to Group 23,

Body. Vehicles with grilles, pry up on grilles to re­move.

(2) Remove four retaining screws (Fig. 13).

Fig. 13 Rear Speakers

(3) Disconnect wire connector and remove speaker.
(4) For installation reverse above procedures. Be

sure that the wire connectors are facing forward in
vehicle.

AUDIO SYSTEM 8F - 17

INFINITY REMOTE AMPLIFIER

The amplifier is located in the trunk on the left side

wall of trunk and behind the liner.

When the radio system is ON, and all or some

speakers are not operating or have a noise distortion
refer to the diagnostic tests. The amplifier has the pin

connections list on the case (Fig. 14).

AMPLIFIER REMOVAL

(1) Pull aside left side trunk liner.
(2) Loosen the three amplifier attaching bolts (Fig.

15).
(3) Raise up amplifier to remove and disconnect the

three electrical connectors.

(4) For installation reverse above procedures.

Tighten amplifier bolts to 4 Nzm (40 in. lbs.) torque.

NOISE DISTORTION IN ALL SPEAKERS

Does the distortion occur through all operations:

• AM and FM stations

• Cassette tape

• Compact disc

If not check for radio interference, damaged tape or

disc that may be causing the distortion. Refer to
Sound Systems Operating Instructions Manual for
cleaning procedures of the cassette tape player.

• Check battery voltage for 11 Volts or more

• Check amplifier connectors and wires for proper

connection

• If OK check radio, refer to Radio Diagnosis

• If OK, replace amplifier

Fig. 14 Amplifier

Fig. 15 Amplifier Location

8F - 18 AUDIO SYSTEM

CONDITION: ELECTRICAL NOISE DISTORTION ONE SPEAKER

• Remove output signal connector from amplifier and

check for short to ground on the speaker with the
distortion. Refer to Fig. 14 for the appropriate pin
numbers.

• If shorted to ground disconnect speaker connector

and recheck from the amplifier for short to ground.

• If still shorted to ground repair wires. Not shorted

to ground replace speaker.

• No Short to ground, check speaker resistance at

amplifier connector for two to five ohms.

• If resistance is OK refer to Radio Diagnosis. If

radio checks OK replace amplifier.

• If resistance is less than two ohms replace speaker.

If resistance is OK repair wires

CONDITION: MECHANICAL NOISE DISTORTION

• Check trim for loose parts and speaker attach-

ments for buzzes

• Remove speaker still connected and listen for dis-

tortion. If distortion remains replace speaker.

CONDITION: One Speaker Non-operative

• Remove output signal connector from amplifier and

check for two to five ohms resistance to the non­operative speaker. Refer to Fig. 14 for the appropriate
pin numbers.

• If resistance is less than two ohms, test speaker for
resistance.

• If OK repair wire. If not replace speaker.

CONDITION: ALL SPEAKERS NON-OPERATIVE

• Check radio for being ON, are the display lights on

• Radio not ON, refer to Radio Diagnosis

• Check fuses, amplifier connectors and wires for

proper connection

• Check Pin 9 and Pin 28 of the amplifier for battery
voltage

• Check Pin 29 for ground

• If voltage OK replace amplifier

• If pin 28 has battery voltage and pin 9 has 0

voltage. Refer to Power Antenna Diagnosis and test
voltage at antenna connector. Repair wiring.

• If pin 9 has battery voltage and pin 28 has 0
voltage. Check pin 28 for short to ground.

• If shorted to ground repair wire

• If no short to ground check fuse number 8 for

blown fuse. Check cigar lighter and horn prior to
replacing amplifier.

• If fuse blows again replace amplifier

HORNS 8G - 1

HORNS

CONTENTS

page page

GENERAL INFORMATION .................. 1

HORN RELAY REPLACEMENT .............. 3

HORN RELAY—TEST ..................... 1

HORN REPLACEMENT .................... 3

GENERAL INFORMATION

WARNING: ON VEHICLES EQUIPPED WITH AIRBAG,
SEE GROUP 8M, RESTRAINT SYSTEMS FOR
STEERING WHEEL OR COLUMN REMOVAL PROCE­DURES.

The horn circuit consists of a horn switch, horn

relay, and horns. The horn circuit feed is from the
fuse to the horn relay in the junction block. When the
horn switch is depressed, it completes the ground
circuit. Then the horn relay coil closes a set of con­tacts which allows current to flow to the horns. The
horn(s) are grounded to the headlamp ground connec­tion (Fig. 1).

HORN SWITCH TEST ..................... 1

HORN SWITCHES REPLACEMENT ........... 3

HORN TEST ............................. 1

SYSTEM—TEST ......................... 1

• Refer to Horn Relay Test.

HORN RELAY—TEST

(1) Remove horn relay.
(2) Using ohmmeter, test for continuity between

ground and terminal 12 of junction block.

(a) When the horn switch is not depressed, no

continuity.

(b) Continuity to ground when horn switch is de-

pressed.

(c) If continuity is not correct repair horn switch
or wiring as necessary. Refer to Group 8W, Wiring
diagrams.
(3) Using voltmeter, test voltage at:

(a) Terminal 11 and 13 test for battery voltage
from fuse F30.

(b) If voltage is incorrect repair as necessary. Re­fer to Group 8W, Wiring Diagrams.
(4) Insert a jumper wire between terminals 13 and

15 of the junction block.

(a) If horns sound replace relay.

(b) If the horns do not sound, install horn relay
and refer to Horn Test.

Fig. 1 Horn System

SYSTEM—TEST

If the horns do not sound, check for blown horn fuse
junction block. If the fuse is blown, replace it with the
same type fuse. If the horns fail to sound and the new
fuse blows when depressing the horn switch, a short
circuit in the horn or the horn wiring between the
fuse terminal and the horn is responsible (Fig. 2).

If the fuse is OK, test horn relay. Refer to Horn
Relay Test.

If the relay is OK, test horns. Refer to Horn Test.

CAUTION: Continuous sounding of horns may
cause horn relay to fail.

Should the horns sound continuously:

• Unplug the horn relay from junction block.

HORN TEST

(1) Disconnect wire connector at horn.
(2) Using a voltmeter, connect one lead to ground

and the other lead to the positive wire terminal (Fig.

3).
(3) Depress the horn switch, battery voltage should

be present. Repeat for the other horn.

(4) If no voltage, repair as necessary. If voltage is

OK, go to next step.

(5) Using ohmmeter, test ground wire for continuity

to ground. Repeat for the other horn.

(6) If no ground repair as necessary.
(7) If wires test OK and horn(s) does not sound,

replace horn(s).

HORN SWITCH TEST

(1) Using ohmmeter, connect one lead to ground

wire and the other lead to the positive wire (Fig. 4).

(2) Depress horn switch, should have continuity re-

peat for other switch. If no continuity replace
switches.

8G - 2 HORNS

Fig. 2 Horn Diagnosis