Dodge Caravan (2002) Workshop Manual

RS EMISSIONS CONTROL 25-1

EMISSIONS CONTROL

TABLE OF CONTENTS

page page

EMISSIONS CONTROL

DESCRIPTION

DESCRIPTION - VEHICLE EMISSION

CONTROL INFORMATION LABEL ..........1

DESCRIPTION - TRIP DEFINITION .........1

DESCRIPTION - MONITORED COMPONENT . 1 OPERATION - NON-MONITORED CIRCUITS . . 5

DESCRIPTION - MONITORED SYSTEMS ....6

EMISSIONS CONTROL

DESCRIPTION

DESCRIPTION - VEHICLE EMISSION CONTROL INFORMATION LABEL

All models have a Vehicle Emission Control Information (VECI) Label. Chrysler permanently attaches the label in the engine compartment. It cannot be removed without defacing information and destroying the label.

The label contains the vehicle’s emission specifications and vacuum hose routings. All hoses must be connected and routed according to the label.

DESCRIPTION - TRIP DEFINITION

A “Trip” means vehicle operation (following an engine-off period) of duration and driving mode such that all components and systems are monitored at least once by the diagnostic system. The monitors must successfully pass before the PCM can verify that a previously malfunctioning component is meeting the normal operating conditions of that component. For misfire or fuel system malfunction, the MIL may be extinguished if the fault does not recur when monitored during three subsequent sequential driving cycles in which conditions are similar to those under which the malfunction was first determined.

Anytime the MIL is illuminated, a DTC is stored. The DTC can self erase only after the MIL has been extinguished. Once the MIL is extinguished, the PCM must pass the diagnostic test for the most recent DTC for 40 warm-up cycles (80 warm-up cycles for the Fuel System Monitor and the Misfire Monitor). A warm-up cycle can best be described by the following:

• The engine must be running

DESCRIPTION - HIGH AND LOW LIMITS ....9

OPERATION

OPERATION - SYSTEM ..................9

DRB IIIT STATE DISPLAY TEST MODE .....10

EVAPORATIVE EMISSIONS ................11

EXHAUST GAS RECIRCULATION ...........20

ON-BOARD DIAGNOSTICS ................24

• A rise of 40°F in engine temperature must occur

from the time when the engine was started

•

Engine coolant temperature must crossover 160°F

• A “driving cycle” that consists of engine start up

and engine shut off.

Once the above conditions occur, the PCM is considered to have passed a warm-up cycle. Due to the conditions required to extinguish the MIL and erase the DTC, it is most important that after a repair has been made, all DTC’s be erased and the repair verified by running 1–good trip.

DESCRIPTION - MONITORED COMPONENT

There are several components that will affect vehicle emissions if they malfunction. If one of these components malfunctions the Malfunction Indicator Lamp (Check Engine) will illuminate.

Some of the component monitors are checking for proper operation of the part. Electrically operated components now have input (rationality) and output (functionality) checks. Previously, a component like the Throttle Position sensor (TPS) was checked by the PCM for an open or shorted circuit. If one of these conditions occurred, a DTC was set. Now there is a check to ensure that the component is working. This is done by watching for a TPS indication of a greater or lesser throttle opening than MAP and engine rpm indicate. In the case of the TPS, if engine vacuum is low and engine rpm is 1600 or greater and the TPS indicates a small throttle opening, a DTC will be set. The same applies to low vacuum and 1600 rpm.

Any component that has an associated limp in will set a fault after 1 trip with the malfunction present.

Refer to the Diagnostic Trouble Codes Description Charts (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - DESCRIPTION) and the appropriate Powertrain Diagnostic Procedure Manual for diagnostic procedures.

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EMISSIONS CONTROL (Continued)

The following is a list of the monitored compo-

nents:

• Comprehensive Components

• Oxygen Sensor Monitor

• Oxygen Sensor Heater Monitor

• Catalyst Monitor

COMPREHENSIVE COMPONENTS

Along with the major monitors, OBD II requires that the diagnostic system monitor any component that could affect emissions levels. In many cases, these components were being tested under OBD I. The OBD I requirements focused mainly on testing emissions-related components for electrical opens and shorts.

However, OBD II also requires that inputs from powertrain components to the PCM be tested for rationality, and that outputs to powertrain components from the PCM be tested for functionality. Methods for monitoring the various Comprehensive Component monitoring include:

(1) Circuit Continuity

• Open

• Shorted high

• Shorted to ground

(2) Rationality or Proper Functioning

• Inputs tested for rationality

• Outputs tested for functionality

NOTE: Comprehensive component monitors are continuous. Therefore, enabling conditions do not apply.

Input Rationality—While input signals to the PCM are constantly being monitored for electrical opens and shorts, they are also tested for rationality. This means that the input signal is compared against other inputs and information to see if it makes sense under the current conditions.

PCM sensor inputs that are checked for rationality include:

• Manifold Absolute Pressure (MAP) Sensor

• Oxygen Sensor (O2S)

• Engine Coolant Temperature (ECT) Sensor

• Camshaft Position (CMP) Sensor

• Vehicle Speed Sensor

• Crankshaft Position (CKP) Sensor

• Intake/inlet Air Temperature (IAT) Sensor

• Throttle Position (TPS) Sensor

• Ambient/Battery Temperature Sensors

• Power Steering Switch

• Oxygen Sensor Heater

• Engine Controller

• Brake Switch

• Leak Detection Pump Switch (if equipped)

• P/N Switch

• Trans Controls

Output Functionality—PCM outputs are tested for functionality in addition to testing for opens and shorts. When the PCM provides a voltage to an output component, it can verify that the command was carried out by monitoring specific input signals for expected changes. For example, when the PCM commands the Idle Air Control (IAC) Motor to a specific position under certain operating conditions, it expects to see a specific (target) idle speed (RPM). If it does not, it stores a DTC.

PCM outputs monitored for functionality include:

• Fuel Injectors

• Ignition Coils

• Torque Converter Clutch Solenoid

• Idle Air Control

• Purge Solenoid

• EGR Solenoid (if equipped)

• LDP Solenoid (if equipped)

• Radiator Fan Control

• Trans Controls

OXYGEN SENSOR (O2S) MONITOR

DESCRIPTION—Effective control of exhaust emissions is achieved by an oxygen feedback system. The most important element of the feedback system is the O2S. The O2S is located in the exhaust path. Once it reaches operating temperature 300° to 350°C (572° to 662°F), the sensor generates a voltage that is inversely proportional to the amount of oxygen in the exhaust. When there is a large amount of oxygen in the exhaust caused by a lean condition, the sensor produces a low voltage, below 450 mV. When the oxygen content is lower, caused by a rich condition, the sensor produces a higher voltage, above 450mV.

The information obtained by the sensor is used to calculate the fuel injector pulse width. The PCM is programmed to maintain the optimum air/fuel ratio. At this mixture ratio, the catalyst works best to remove hydrocarbons (HC), carbon monoxide (CO) and nitrous oxide (NOx) from the exhaust.

The O2S is also the main sensing element for the EGR (if equipped), Catalyst and Fuel Monitors.

The O2S may fail in any or all of the following manners:

• Slow response rate (Big Slope)

• Reduced output voltage (Half Cycle)

• Heater Performance

Slow Response Rate (Big Slope)—Response rate is the time required for the sensor to switch from lean to rich signal output once it is exposed to a richer than optimum A/F mixture or vice versa. As the PCM adjusts the air/fuel ratio, the sensor must be able to rapidly detect the change. As the sensor ages, it could take longer to detect the changes in the oxygen content of the exhaust gas. The rate of change that an oxygen sensor experiences is called

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EMISSIONS CONTROL (Continued)

“Big Slope”. The PCM checks the oxygen sensor voltage in increments of a few milliseconds.

Reduced Output Voltage (Half Cycle)—The output voltage of the O2S ranges from 0 to 1 volt. A good sensor can easily generate any output voltage in this range as it is exposed to different concentrations of oxygen. To detect a shift in the A/F mixture (lean or rich), the output voltage has to change beyond a threshold value. A malfunctioning sensor could have difficulty changing beyond the threshold value. Each time the voltage signal surpasses the threshold, a counter is incremented by one. This is called the Half Cycle Counter.

Heater Performance—The heater is tested by a separate monitor. Refer to the Oxygen Sensor Heater Monitor.

OPERATION—As the Oxygen Sensor signal switches, the PCM monitors the half cycle and big slope signals from the oxygen sensor. If during the test neither counter reaches a predetermined value, a malfunction is entered and Freeze Frame data is stored. Only one counter reaching its predetermined value is needed for the monitor to pass.

The Oxygen Sensor Monitor is a two trip monitor that is tested only once per trip. When the Oxygen Sensor fails the test in two consecutive trips, the MIL is illuminated and a DTC is set. The MIL is extinguished when the Oxygen Sensor monitor passes in three consecutive trips. The DTC is erased from memory after 40 consecutive warm-up cycles without test failure.

Enabling Conditions—The following conditions must typically be met for the PCM to run the oxygen sensor monitor:

• Battery voltage

• Engine temperature

• Engine run time

• Engine run time at a predetermined speed

• Engine run time at a predetermined speed and

throttle opening

• Transmission in gear and brake depressed (auto-

matic only)

• Fuel system in Closed Loop

• Long Term Adaptive (within parameters)

• Power Steering Switch in low PSI (no load)

• Engine at idle

• Fuel level above 15%

• Ambient air temperature

• Barometric pressure

• Engine RPM within acceptable range of desired

idle

Pending Conditions—The Task Manager typically does not run the Oxygen Sensor Monitor if overlapping monitors are running or the MIL is illuminated for any of the following:

• Misfire Monitor

• Front Oxygen Sensor and Heater Monitor

• MAP Sensor

• Vehicle Speed Sensor

• Engine Coolant Temperature Sensor

• Throttle Position Sensor

• Engine Controller Self Test Faults

• Cam or Crank Sensor

• Injector and Coil

• Idle Air Control Motor

• EVAP Electrical

• EGR Solenoid Electrical (if equipped)

• Intake/inlet Air Temperature

• 5 Volt Feed

Conflict—The Task Manager does not run the Oxygen Sensor Monitor if any of the following conditions are present:

• A/C ON (A/C clutch cycling temporarily sus-

pends monitor)

• Purge flow in progress

• Ethanel content learn is takeng place and the

ethenal used once flag is set (if equipped)

Suspend—The Task Manager suspends maturing a fault for the Oxygen Sensor Monitor if any of the following are present:

• Oxygen Sensor Heater Monitor, Priority 1

• Misfire Monitor, Priority 2

OXYGEN SENSOR HEATER MONITOR

DESCRIPTION—If there is an oxygen sensor (O2S) DTC as well as a O2S heater DTC, the O2S fault MUST be repaired first. After the O2S fault is repaired, verify that the heater circuit is operating correctly.

The voltage readings taken from the O2S are very temperature sensitive. The readings are not accurate below 300°C. Heating of the O2S is done to allow the engine controller to shift to closed loop control as soon as possible. The heating element used to heat the O2S must be tested to ensure that it is heating the sensor properly.

The heater element itself is not tested. The sensor output is used to test the heater by isolating the effect of the heater element on the O2S output voltage from the other effects. The resistance is normally between 100 ohms and 4.5 megaohms. When oxygen sensor temperature increases, the resistance in the internal circuit decreases. The PCM sends a 5 volts biased signal through the oxygen sensors to ground this monitoring circuit. As the temperature increases, resistance decreases and the PCM detects a lower voltage at the reference signal. Inversely, as the temperature decreases, the resistance increases and the PCM detects a higher voltage at the reference signal. The O2S circuit is monitored for a drop in voltage.

OPERATION—The Oxygen Sensor Heater Monitor begins after the ignition has been turned OFF.

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EMISSIONS CONTROL (Continued)

The PCM sends a 5 volt bias to the oxygen sensor every 1.6 seconds. The PCM keeps it biased for 35 ms each time. As the sensor cools down, the resistance increases and the PCM reads the increase in voltage. Once voltage has increased to a predetermined amount, higher than when the test started, the oxygen sensor is cool enough to test heater operation.

When the oxygen sensor is cool enough, the PCM energizes the ASD relay. Voltage to the O2 sensor begins to increase the temperature. As the sensor temperature increases, the internal resistance decreases. The PCM continues biasing the 5 volt signal to the sensor. Each time the signal is biased, the PCM reads a voltage decrease. When the PCM detects a voltage decrease of a predetermined value for several biased pulses, the test passes.

The heater elements are tested each time the engine is turned OFF if all the enabling conditions are met. If the monitor fails, the PCM stores a maturing fault and a Freeze Frame is entered. If two consecutive tests fail, a DTC is stored. Because the ignition is OFF, the MIL is illuminated at the beginning of the next key cycle.

Enabling Conditions—The following conditions must be met for the PCM to run the oxygen sensor heater test:

• Engine run time of at least 3 minutes

• Engine run time at a predetermind speed and

throttle opening.

• Key OFF power down

• Battery voltage of at least 10 volts

• Sufficient Oxygen Sensor cool down

Pending Conditions—There are not conditions or situations that prompt conflict or suspension of testing. The oxygen sensor heater test is not run pending resolution of MIL illumination due to oxygen sensor failure.

Suspend—There are no conditions which exist for suspending the Heater Monitor.

CATALYST MONITOR

To comply with clean air regulations, vehicles are equipped with catalytic converters. These converters reduce the emission of hydrocarbons, oxides of nitrogen and carbon monoxide.

Normal vehicle miles or engine misfire can cause a catalyst to decay. A meltdown of the ceramic core can cause a reduction of the exhaust passage. This can increase vehicle emissions and deteriorate engine performance, driveability and fuel economy.

The catalyst monitor uses dual oxygen sensors (O2S’s) to monitor the efficiency of the converter. The dual O2S strategy is based on the fact that as a catalyst deteriorates, its oxygen storage capacity and its efficiency are both reduced. By monitoring the oxy-

gen storage capacity of a catalyst, its efficiency can be indirectly calculated. The upstream O2S is used to detect the amount of oxygen in the exhaust gas before the gas enters the catalytic converter. The PCM calculates the A/F mixture from the output of the O2S. A low voltage indicates high oxygen content (lean mixture). A high voltage indicates a low content of oxygen (rich mixture).

When the upstream O2S detects a lean condition, there is an abundance of oxygen in the exhaust gas. A functioning converter would store this oxygen so it can use it for the oxidation of HC and CO. As the converter absorbs the oxygen, there will be a lack of oxygen downstream of the converter. The output of the downstream O2S will indicate limited activity in this condition.

As the converter loses the ability to store oxygen, the condition can be detected from the behavior of the downstream O2S. When the efficiency drops, no chemical reaction takes place. This means the concentration of oxygen will be the same downstream as upstream. The output voltage of the downstream O2S copies the voltage of the upstream sensor. The only difference is a time lag (seen by the PCM) between the switching of the O2S’s.

To monitor the system, the number of lean-to-rich switches of upstream and downstream O2S’s is counted. The ratio of downstream switches to upstream switches is used to determine whether the catalyst is operating properly. An effective catalyst will have fewer downstream switches than it has upstream switches i.e., a ratio closer to zero. For a totally ineffective catalyst, this ratio will be one-toone, indicating that no oxidation occurs in the device.

The system must be monitored so that when catalyst efficiency deteriorates and exhaust emissions increase to over the legal limit, the MIL (check engine lamp) will be illuminated.

Monitor Operation—To monitor catalyst efficiency, the PCM expands the rich and lean switch points of the heated oxygen sensor. With extended switch points, the air/fuel mixture runs richer and leaner to overburden the catalytic converter. Once the test is started, the air/fuel mixture runs rich and lean and the O2 switches are counted. A switch is counted when an oxygen sensor signal goes from below the lean threshold to above the rich threshold. The number of Rear O2 sensor switches is divided by the number of Front O2 sensor switches to determine the switching ratio.

The test runs for 20 seconds. As catalyst efficiency deteriorated over the life of the vehicle, the switch rate at the downstream sensor approaches that of the upstream sensor. If at any point during the test period the switch ratio reaches a predetermined value, a counter is incremented by one. The monitor

RS EMISSIONS CONTROL 25-5

EMISSIONS CONTROL (Continued)

is enabled to run another test during that trip. When the test fails 6 times, the counter increments to 3, a malfunction is entered, and a Freeze Frame is stored, the code is matured and the MIL is illuminated. If the first test passes, no further testing is conducted during that trip.

The MIL is extinguished after three consecutive good trips. The good trip criteria for the catalyst monitor is more stringent than the failure criteria. In order to pass the test and increment one good trip, the downstream sensor switch rate must be less than 45% of the upstream rate. The failure percentages are 59% respectively.

Enabling Conditions—The following conditions must typically be met before the PCM runs the catalyst monitor. Specific times for each parameter may be different from engine to engine.

• Accumulated drive time

• Enable time

• Ambient air temperature

• Barometric pressure

• Catalyst warm-up counter

• Engine coolant temperature

• Vehicle speed

• MAP

• RPM

• Engine in closed loop

• Fuel level

Pending Conditions—

• Misfire DTC

• Front Oxygen Sensor Response

• Front Oxygen Sensor Heater Monitor

• Front Oxygen Sensor Electrical

• Rear Oxygen Sensor Rationality (middle check)

• Rear Oxygen Sensor Heater Monitor

• Rear Oxygen Sensor Electrical

• Fuel System Monitor

• All TPS faults

• All MAP faults

• All ECT sensor faults

• Purge flow solenoid functionality

• Purge flow solenoid electrical

• All PCM self test faults

• All CMP and CKP sensor faults

• All injector and ignition electrical faults

• Idle Air Control (IAC) motor functionality

• Vehicle Speed Sensor

• Brake switch (auto trans only)

• Intake air temperature

Conflict—The catalyst monitor does not run if any of the following are conditions are present:

• EGR Monitor in progress (if equipped)

• Fuel system rich intrusive test in progress

• EVAP Monitor in progress

• Time since start is less than 60 seconds

• Low fuel level-less than 15 %

• Low ambient air temperature

• Ethanel content learn is takeng place and the

ethenal used once flag is set

Suspend—The Task Manager does not mature a

catalyst fault if any of the following are present:

• Oxygen Sensor Monitor, Priority 1

• Oxygen Sensor Heater, Priority 1

• EGR Monitor, Priority 1 (if equipped)

• EVAP Monitor, Priority 1

• Fuel System Monitor, Priority 2

• Misfire Monitor, Priority 2

OPERATION - NON-MONITORED CIRCUITS

The PCM does not monitor all circuits, systems and conditions that could have malfunctions causing driveability problems. However, problems with these systems may cause the PCM to store diagnostic trouble codes for other systems or components. For example, a fuel pressure problem will not register a fault directly, but could cause a rich/lean condition or misfire. This could cause the PCM to store an oxygen sensor or misfire diagnostic trouble code.

The major non-monitored circuits are listed below along with examples of failures modes that do not directly cause the PCM to set a DTC, but for a system that is monitored.

FUEL PRESSURE

The fuel pressure regulator controls fuel system pressure. The PCM cannot detect a clogged fuel pump inlet filter, clogged in-line fuel filter, or a pinched fuel supply or return line. However, these could result in a rich or lean condition causing the PCM to store an oxygen sensor, fuel system, or misfire diagnostic trouble code.

SECONDARY IGNITION CIRCUIT

The PCM cannot detect an inoperative ignition coil, fouled or worn spark plugs, ignition cross firing, or open spark plug cables. The misfire will however, increase the oxygen content in the exhaust, deceiving the PCM in to thinking the fuel system is too lean. Also misfire detection.

CYLINDER COMPRESSION

The PCM cannot detect uneven, low, or high engine cylinder compression. Low compression lowers O2 content in the exhaust. Leading to fuel system, oxygen sensor, or misfire detection fault.

EXHAUST SYSTEM

The PCM cannot detect a plugged, restricted or leaking exhaust system. It may set a EGR (if equipped) or Fuel system or O2S fault.

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EMISSIONS CONTROL (Continued)

FUEL INJECTOR MECHANICAL MALFUNCTIONS

The PCM cannot determine if a fuel injector is clogged, the needle is sticking or if the wrong injector is installed. However, these could result in a rich or lean condition causing the PCM to store a diagnostic trouble code for either misfire, an oxygen sensor, or the fuel system.

EXCESSIVE OIL CONSUMPTION

Although the PCM monitors engine exhaust oxygen content when the system is in closed loop, it cannot determine excessive oil consumption.

THROTTLE BODY AIR FLOW

The PCM cannot detect a clogged or restricted air cleaner inlet or filter element.

VACUUM ASSIST

The PCM cannot detect leaks or restrictions in the vacuum circuits of vacuum assisted engine control system devices. However, these could cause the PCM to store a MAP sensor diagnostic trouble code and cause a high idle condition.

PCM SYSTEM GROUND

The PCM cannot determine a poor system ground. However, one or more diagnostic trouble codes may be generated as a result of this condition. The module should be mounted to the body at all times, also during diagnostic.

PCM CONNECTOR ENGAGEMENT

The PCM may not be able to determine spread or damaged connector pins. However, it might store diagnostic trouble codes as a result of spread connector pins.

DESCRIPTION - MONITORED SYSTEMS

There are new electronic circuit monitors that check fuel, emission, engine and ignition performance. These monitors use information from various sensor circuits to indicate the overall operation of the fuel, engine, ignition and emission systems and thus the emissions performance of the vehicle.

The fuel, engine, ignition and emission systems monitors do not indicate a specific component problem. They do indicate that there is an implied problem within one of the systems and that a specific problem must be diagnosed.

If any of these monitors detect a problem affecting vehicle emissions, the Malfunction Indicator (Check Engine) Lamp will be illuminated. These monitors generate Diagnostic Trouble Codes that can be displayed with the a DRBIIIt scan tool.

The following is a list of the system monitors:

• EGR Monitor (if equipped)

• Misfire Monitor

• Fuel System Monitor

• Oxygen Sensor Monitor

• Oxygen Sensor Heater Monitor

• Catalyst Monitor

• Evaporative System Leak Detection Monitor (if

equipped)

Following is a description of each system monitor,

and its DTC.

Refer to the appropriate Powertrain Diagnostics Procedures manual for diagnostic procedures.

OXYGEN SENSOR (O2S) MONITOR

Effective control of exhaust emissions is achieved by an oxygen feedback system. The most important element of the feedback system is the O2S. The O2S is located in the exhaust path. Once it reaches operating temperatures of 300° to 350°C (572° to 662°F), the sensor generates a voltage that is inversely proportional to the amount of oxygen in the exhaust. The information obtained by the sensor is used to calculate the fuel injector pulse width. The PCM is programmed to maintain the optimum air/fuel ratio. At this mixture ratio, the catalyst works best to remove hydrocarbons (HC), carbon monoxide (CO) and nitrous oxide (NOx) from the exhaust.

The O2S is also the main sensing element for the EGR (if equipped), Catalyst and Fuel Monitors.

The O2S may fail in any or all of the following manners:

• Slow response rate

• Reduced output voltage

• Dynamic shift

• Shorted or open circuits

Response rate is the time required for the sensor to switch from lean to rich once it is exposed to a richer than optimum A/F mixture or vice versa. As the sensor starts malfunctioning, it could take longer to detect the changes in the oxygen content of the exhaust gas.

The output voltage of the O2S ranges from 0 to 1 volt. A good sensor can easily generate any output voltage in this range as it is exposed to different concentrations of oxygen. To detect a shift in the A/F mixture (lean or rich), the output voltage has to change beyond a threshold value. A malfunctioning sensor could have difficulty changing beyond the threshold value.

OXYGEN SENSOR HEATER MONITOR

If there is an oxygen sensor (O2S) DTC as well as a O2S heater DTC, the O2S fault MUST be repaired first. After the O2S fault is repaired, verify that the heater circuit is operating correctly.

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EMISSIONS CONTROL (Continued)

Effective control of exhaust emissions is achieved by an oxygen feedback system. The most important element of the feedback system is the O2S. The O2S is located in the exhaust path. Once it reaches operating temperatures of 300° to 350°C (572 ° to 662°F), the sensor generates a voltage that is inversely proportional to the amount of oxygen in the exhaust. The information obtained by the sensor is used to calculate the fuel injector pulse width. This maintains a 14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio, the catalyst works best to remove hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxide (NOx) from the exhaust.

The voltage readings taken from the O2S are very temperature sensitive. The readings are not accurate below 300°C. Heating of the O2S is done to allow the engine controller to shift to closed loop control as soon as possible. The heating element used to heat the O2S must be tested to ensure that it is heating the sensor properly.

The O2S circuit is monitored for a drop in voltage. The sensor output is used to test the heater by isolating the effect of the heater element on the O2S output voltage from the other effects.

EGR MONITOR (if equipped)

The Powertrain Control Module (PCM) performs an on-board diagnostic check of the EGR system.

The EGR monitor is used to test whether the EGR system is operating within specifications. The diagnostic check activates only during selected engine/ driving conditions. When the conditions are met, the EGR is turned off (solenoid energized) and the O2S compensation control is monitored. Turning off the EGR shifts the air fuel (A/F) ratio in the lean direction. The O2S data should indicate an increase in the O2 concentration in the combustion chamber when the exhaust gases are no longer recirculated. While this test does not directly measure the operation of the EGR system, it can be inferred from the shift in the O2S data whether the EGR system is operating correctly. Because the O2S is being used, the O2S test must pass its test before the EGR test. Also looks at EGR linear potentiometer for feedback.

MISFIRE MONITOR

Excessive engine misfire results in increased catalyst temperature and causes an increase in HC emissions. Severe misfires could cause catalyst damage. To prevent catalytic convertor damage, the PCM monitors engine misfire.

The Powertrain Control Module (PCM) monitors for misfire during most engine operating conditions (positive torque) by looking at changes in the crankshaft speed. If a misfire occurs the speed of the crankshaft will vary more than normal.

FUEL SYSTEM MONITOR

To comply with clean air regulations, vehicles are equipped with catalytic converters. These converters reduce the emission of hydrocarbons, oxides of nitrogen and carbon monoxide. The catalyst works best when the air fuel (A/F) ratio is at or near the optimum of 14.7 to 1.

The PCM is programmed to maintain the optimum air/fuel ratio. This is done by making short term corrections in the fuel injector pulse width based on the O2S output. The programmed memory acts as a self calibration tool that the engine controller uses to compensate for variations in engine specifications, sensor tolerances and engine fatigue over the life span of the engine. By monitoring the actual air-fuel ratio with the O2S (short term) and multiplying that with the program long-term (adaptive) memory and comparing that to the limit, it can be determined whether it will pass an emissions test. If a malfunction occurs such that the PCM cannot maintain the optimum A/F ratio, then the MIL will be illuminated.

CATALYST MONITOR

To comply with clean air regulations, vehicles are equipped with catalytic converters. These converters reduce the emission of hydrocarbons, oxides of nitrogen and carbon monoxide.

Normal vehicle miles or engine misfire can cause a catalyst to decay. A meltdown of the ceramic core can cause a reduction of the exhaust passage. This can increase vehicle emissions and deteriorate engine performance, driveability and fuel economy.

The catalyst monitor uses dual oxygen sensors (O2S’s) to monitor the efficiency of the converter. The dual O2S’s strategy is based on the fact that as a catalyst deteriorates, its oxygen storage capacity and its efficiency are both reduced. By monitoring the oxygen storage capacity of a catalyst, its efficiency can be indirectly calculated. The upstream O2S is used to detect the amount of oxygen in the exhaust gas before the gas enters the catalytic converter. The PCM calculates the A/F mixture from the output of the O2S. A low voltage indicates high oxygen content (lean mixture). A high voltage indicates a low content of oxygen (rich mixture).

When the upstream O2S detects a lean condition, there is an abundance of oxygen in the exhaust gas. A functioning converter would store this oxygen so it can use it for the oxidation of HC and CO. As the converter absorbs the oxygen, there will be a lack of oxygen downstream of the converter. The output of the downstream O2S will indicate limited activity in this condition.

As the converter loses the ability to store oxygen, the condition can be detected from the behavior of the downstream O2S. When the efficiency drops, no

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EMISSIONS CONTROL (Continued)

chemical reaction takes place. This means the concentration of oxygen will be the same downstream as upstream. The output voltage of the downstream O2S copies the voltage of the upstream sensor. The only difference is a time lag (seen by the PCM) between the switching of the O2S’s.

To monitor the system, the number of lean-to-rich switches of upstream and downstream O2S’s is counted. The ratio of downstream switches to upstream switches is used to determine whether the catalyst is operating properly. An effective catalyst will have fewer downstream switches than it has upstream switches i.e., a ratio closer to zero. For a totally ineffective catalyst, this ratio will be one-toone, indicating that no oxidation occurs in the device.

The system must be monitored so that when catalyst efficiency deteriorates and exhaust emissions increase to over the legal limit, the MIL (Check Engine lamp) will be illuminated.

LEAK DETECTION PUMP MONITOR (if equipped)

The leak detection assembly incorporates two primary functions: it must detect a leak in the evaporative system and seal the evaporative system so the leak detection test can be run.

The primary components within the assembly are: A three port solenoid that activates both of the functions listed above; a pump which contains a switch, two check valves, a spring/diaphragm, and a canister vent valve (CVV) seal which contains a spring loaded vent seal valve.

Immediately after a cold start, between predetermined temperature thresholds limits, the three port solenoid is briefly energized. This initializes the pump by drawing air into the pump cavity and also closes the vent seal. During non test conditions the vent seal is held open by the pump diaphragm assembly which pushes it open at the full travel position. The vent seal will remain closed while the pump is cycling due to the reed switch triggering of the three port solenoid that prevents the diaphragm assembly from reaching full travel. After the brief initialization period, the solenoid is de-energized allowing atmospheric pressure to enter the pump cavity, thus permitting the spring to drive the diaphragm which forces air out of the pump cavity and into the vent system. When the solenoid is energized and de energized, the cycle is repeated creating flow in typical diaphragm pump fashion. The pump is controlled in 2 modes:

Pump Mode: The pump is cycled at a fixed rate to achieve a rapid pressure build in order to shorten the overall test length.

Test Mode: The solenoid is energized with a fixed duration pulse. Subsequent fixed pulses occur when the diaphragm reaches the Switch closure point.

The spring in the pump is set so that the system will achieve an equalized pressure of about 7.5” water. The cycle rate of pump strokes is quite rapid as the system begins to pump up to this pressure. As the pressure increases, the cycle rate starts to drop off. If there is no leak in the system, the pump would eventually stop pumping at the equalized pressure. If there is a leak, it will continue to pump at a rate representative of the flow characteristic of the size of the leak. From this information we can determine if the leak is larger than the required detection limit (currently set at .020” orifice by CARB). If a leak is revealed during the leak test portion of the test, the test is terminated at the end of the test mode and no further system checks will be performed.

The canister vent valve will unseal the system after completion of the test sequence as the pump diaphragm assembly moves to the full travel position.

Evaporative system functionality will be verified by using the stricter evap purge flow monitor. At an appropriate warm idle the LDP will be energized to seal the canister vent. The purge flow will be clocked up from some small value in an attempt to see a shift in the 02 control system. If fuel vapor, indicated by a shift in the 02 control, is present the test is passed. If not, it is assumed that the purge system is not functioning in some respect. The LDP is again turned off and the test is ended.

Natural Vacuum Leak Detection (NVLD) (if equipped)

The Natural Vacuum Leak Detection (NVLD) system is the next generation evaporative leak detection system that will first be used on vehicles equipped with the Next Generation Controller (NGC) starting in 2002 M.Y. This new system replaces the leak detection pump as the method of evaporative system leak detection. This is to detect a leak equivalent to a

0.0209 (0.5 mm) hole. This system has the capability to detect holes of this size very dependably.

The basic leak detection theory employed with NVLD is the 9Gas Law9. This is to say that the pressure in a sealed vessel will change if the temperature of the gas in the vessel changes. The vessel will only see this effect if it is indeed sealed. Even small leaks will allow the pressure in the vessel to come to equilibrium with the ambient pressure. In addition to the detection of very small leaks, this system has the capability of detecting medium as well as large evaporative system leaks.

A vent valve seals the canister vent during engine off conditions. If the vapor system has a leak of less than the failure threshold, the evaporative system will be pulled into a vacuum, either due to the cool down from operating temperature or diurnal ambient temperature cycling. The diurnal effect is considered one of the primary contributors to the leak determi-

RS EMISSIONS CONTROL 25-9

EMISSIONS CONTROL (Continued)

nation by this diagnostic. When the vacuum in the system exceeds about 19 H2O (0.25 KPA), a vacuum switch closes. The switch closure sends a signal to the NGC. The NGC, via appropriate logic strategies (described below), utilizes the switch signal, or lack thereof, to make a determination of whether a leak is present.

The NVLD device is designed with a normally open vacuum switch, a normally closed solenoid, and a seal, which is actuated by both the solenoid and a diaphragm. The NVLD is located on the atmospheric vent side of the canister. The NVLD assembly may be mounted on top of the canister outlet, or in-line between the canister and atmospheric vent filter. The normally open vacuum switch will close with about 19 H2O (0.25 KPA) vacuum in the evaporative system. The diaphragm actuates the switch. This is above the opening point of the fuel inlet check valve in the fill tube so cap off leaks can be detected. Submerged fill systems must have recirculation lines that do not have the in-line normally closed check valve that protects the system from failed nozzle liquid ingestion, in order to detect cap off conditions.

The normally closed valve in the NVLD is intended to maintain the seal on the evaporative system during the engine off condition. If vacuum in the evaporative system exceeds 39 to 69 H2O (0.75 to 1.5 KPA), the valve will be pulled off the seat, opening the seal. This will protect the system from excessive vacuum as well as allowing sufficient purge flow in the event that the solenoid was to become inoperative.

The solenoid actuates the valve to unseal the canister vent while the engine is running. It also will be used to close the vent during the medium and large leak tests and during the purge flow check. This solenoid requires initial 1.5 amps of current to pull the valve open but after 100 ms. will be duty cycled down to an average of about 150 mA for the remainder of the drive cycle.

Another feature in the device is a diaphragm that will open the seal in the NVLD with pressure in the evaporative system. The device will 9blow off9 at about 0.59 H2O (0.12 KPA) pressure to permit the venting of vapors during refueling. An added benefit to this is that it will also allow the tank to 9breathe9 during increasing temperatures, thus limiting the pressure in the tank to this low level. This is beneficial because the induced vacuum during a subsequent declining temperature will achieve the switch closed (pass threshold) sooner than if the tank had to decay from a built up pressure.

The device itself has 3 wires: Switch sense, solenoid driver and ground. It also includes a resistor to protect the switch from a short to battery or a short to ground. The NGC utilizes a high-side driver to energize and duty-cycle the solenoid.

DESCRIPTION - HIGH AND LOW LIMITS

The PCM compares input signal voltages from each input device with established high and low limits for the device. If the input voltage is not within limits and other criteria are met, the PCM stores a diagnostic trouble code in memory. Other diagnostic trouble code criteria might include engine RPM limits or input voltages from other sensors or switches that must be present before verifying a diagnostic trouble code condition.

OPERATION

OPERATION - SYSTEM

The Powertrain Control Module (PCM) monitors many different circuits in the fuel injection, ignition, emission and engine systems. If the PCM senses a problem with a monitored circuit often enough to indicate an actual problem, it stores a Diagnostic Trouble Code (DTC) in the PCM’s memory. If the code applies to a non-emissions related component or system, and the problem is repaired or ceases to exist, the PCM cancels the code after 40 warmup cycles. Diagnostic trouble codes that affect vehicle emissions illuminate the Malfunction Indicator Lamp (MIL). Refer to Malfunction Indicator Lamp in this section.

Certain criteria must be met before the PCM stores a DTC in memory. The criteria may be a specific range of engine RPM, engine temperature, and/or input voltage to the PCM.

The PCM might not store a DTC for a monitored circuit even though a malfunction has occurred. This may happen because one of the DTC criteria for the circuit has not been met. For example , assume the diagnostic trouble code criteria requires the PCM to monitor the circuit only when the engine operates between 750 and 2000 RPM. Suppose the sensor’s output circuit shorts to ground when engine operates above 2400 RPM (resulting in 0 volt input to the PCM). Because the condition happens at an engine speed above the maximum threshold (2000 rpm), the PCM will not store a DTC.

There are several operating conditions for which the PCM monitors and sets DTC’s. Refer to Monitored Systems, Components, and Non-Monitored Circuits in this section.

NOTE: Various diagnostic procedures may actually cause a diagnostic monitor to set a DTC. For instance, pulling a spark plug wire to perform a spark test may set the misfire code. When a repair is completed and verified, use the DRBIIIT scan tool to erase all DTC’s and extinguish the MIL.

25 - 10 EMISSIONS CONTROL RS

EMISSIONS CONTROL (Continued)

Technicians can display stored DTC’s. Refer to Diagnostic Trouble Codes (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - DESCRIPTION). For obtaining the DTC information, use the Data Link Connector with the DRBIIIt scan tool (Fig. 1).

DRB IIIT STATE DISPLAY TEST MODE

OPERATION

The switch inputs to the Powertrain Control Module (PCM) have two recognized states; HIGH and LOW. For this reason, the PCM cannot recognize the difference between a selected switch position versus an open circuit, a short circuit, or a defective switch. If the State Display screen shows the change from HIGH to LOW or LOW to HIGH, assume the entire switch circuit to the PCM functions properly. From the state display screen, access either State Display Inputs and Outputs or State Display Sensors.

Fig. 1 Data Link Connector

RS EVAPORATIVE EMISSIONS 25-11

EVAPORATIVE EMISSIONS

TABLE OF CONTENTS

page page

EVAPORATIVE EMISSIONS

OPERATION - EVAPORATION CONTROL

SYSTEM ............................11

SPECIFICATIONS

TORQUE ............................12

EVAP/PURGE SOLENOID

DESCRIPTION .........................13

OPERATION ...........................13

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

INSTALLATION .........................13

FUEL FILLER CAP

DESCRIPTION .........................13

OPERATION ...........................13

LEAK DETECTION PUMP

REMOVAL .............................14

INSTALLATION .........................14

ORVR

OPERATION ...........................14

EVAPORATIVE EMISSIONS

OPERATION - EVAPORATION CONTROL SYSTEM

The evaporation control system prevents the emission of fuel tank vapors into the atmosphere. When fuel evaporates in the fuel tank, the vapors pass through vent hoses or tubes to an activated carbon filled evaporative canister. The canister temporarily holds the vapors. The Powertrain Control Module (PCM) allows intake manifold vacuum to draw vapors into the combustion chambers during certain operating conditions (Fig. 1).

DIAGNOSIS AND TESTING - VEHICLE DOES

NOT FILL ............................16

PCV VALVE

DESCRIPTION .........................17

OPERATION ...........................17

DIAGNOSIS AND TESTING - PCV SYSTEM . . . 17

VAPOR CANISTER

DESCRIPTION .........................18

OPERATION ...........................18

REMOVAL

REMOVAL ...........................19

REMOVAL - REAR EVAP CANISTER .......19

INSTALLATION

INSTALLATION .......................19

INSTALLATION - REAR EVAP CANISTER . . . 19

All engines use a proportional purge solenoid system. The PCM controls vapor flow by operating the purge solenoid. Refer to Proportional Purge Solenoid in this section.

NOTE: The evaporative system uses specially manufactured hoses. If they need replacement, only use fuel resistant hose. Also the hoses must be able to pass an Ozone compliance test.

NOTE: For more information on Onboard Refueling Vapor Recovery (ORVR), refer to the Fuel Delivery section.

25 - 12 EVAPORATIVE EMISSIONS RS

EVAPORATIVE EMISSIONS (Continued)

Fig. 1 ORVR System Schematic

1 - FUEL CAP 2 - RECIRCULATION TUBE 3 - LIQUID SEPARATOR 4 - PURGE SOLENOID 5 - W/LDP 6 - BREATHER ELEMENT 7 - W/O LDP

8 - CANISTER 9 - ROLLOVER VALVE 10 - FUEL TANK 11 - CHECK VALVE 12 - CONTROL VALVE

SPECIFICATIONS

TORQUE

DESCRIPTION N·m Ft. Lbs. In. Lbs.

PCV VAlve 3.3/3.8L 6.3 55

RS EVAPORATIVE EMISSIONS 25-13

EVAP/PURGE SOLENOID

DESCRIPTION

All vehicles use a proportional purge solenoid (Fig.

2). The solenoid regulates the rate of vapor flow from the EVAP canister to the throttle body. The PCM operates the solenoid.

Fig. 3 EVAP PURGE SOLENOID

1 - EVAP Purge Solenoid 2 - EGR VAlve 3 - Generator

Fig. 2 Proportional Purge Solenoid

OPERATION

During the cold start warm-up period and the hot start time delay, the PCM does not energize the solenoid. When de-energized, no vapors are purged.

The proportional purge solenoid operates at a frequency of 200 hz and is controlled by an engine controller circuit that senses the current being applied to the proportional purge solenoid and then adjusts that current to achieve the desired purge flow. The proportional purge solenoid controls the purge rate of fuel vapors from the vapor canister and fuel tank to the engine intake manifold.

REMOVAL

The solenoid attaches to a bracket near the radiator on the passenger side of vehicle (Fig. 3). The solenoid will not operate unless it is installed correctly.

(1) Disconnect electrical connector from solenoid.

(2) Disconnect vacuum tubes from solenoid.

(3) Remove solenoid from bracket.

The top of the solenoid has TOP printed on it. The solenoid will not operate unless it is installed correctly.

(1) Install solenoid on bracket.

(2) Connect vacuum tube to solenoid.

(3) Connect electrical connector to solenoid.

FUEL FILLER CAP

DESCRIPTION

The plastic fuel fill cap is threaded/quarter turn onto the end of the fuel filler tube. It’s purpose is to retain vapors and fuel in the fuel tank.

OPERATION

The fuel filler cap incorporates a two-way relief valve that is closed to atmosphere during normal operating conditions. The relief valve is calibrated to open when a pressure of 17 kPa (2.5 psi) or vacuum of 2 kPa (0.6 in. Hg) occurs in the fuel tank. When the pressure or vacuum is relieved, the valve returns to the normally closed position.

CAUTION: Remove the fuel filler cap to release fuel tank pressure before disconnecting any fuel system component.

INSTALLATION

The solenoid attaches to a bracket near the radiator on the passenger side of vehicle. The solenoid will not operate unless it is installed correctly.

25 - 14 EVAPORATIVE EMISSIONS RS

LEAK DETECTION PUMP

REMOVAL

(1) Disconnect the negative battery cable.

(2) Raise and support the vehicle.

Fig. 4 LDP LOCATION

(3) Remove 3 hoses (Fig. 4).

(4) Remove the electrical connector (Fig. 5).

Fig. 5 LDP REMOVAL/INSTALLATION

(5) Remove the 3 screws and remove LDP pump.

INSTALLATION

(1) Install LDP. (2) Install the 3 screws and tighten (Fig. 5). (3) Install the electrical connector. (4) Install the 3 hoses (Fig. 4). (5) Lower vehicle. (6) Connect the negative battery cable.

ORVR

OPERATION

The emission control principle used in the ORVR system is that the fuel flowing into the filler tube (appx. 1” I.D.) creates an aspiration effect which draws air into the fill tube (Fig. 6). During refueling, the fuel tank is vented to the vapor canister to capture escaping vapors. With air flowing into the filler tube, there are no fuel vapors escaping to the atmosphere. Once the refueling vapors are captured by the canister, the vehicle’s computer controlled purge system draws vapor out of the canister for the engine to burn. The vapors flow is metered by the purge solenoid so that there is no or minimal impact on driveability or tailpipe emissions.

As fuel starts to flow through the fill tube, it opens the normally closed check valve and enters the fuel tank. Vapor or air is expelled from the tank through the control valve to the vapor canister. Vapor is absorbed in the canister until vapor flow in the lines stops, either following shut-off or by having the fuel level in the tank rise high enough to close the control valve. The control valve(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL TANK - OPERATION) contains a float that rises to seal the large diameter vent path to the canister. At this point in the fueling of the vehicle, the tank pressure increases, the check valve closes (preventing tank fuel from spitting back at the operator), and fuel then rises up the filler tube to shut-off the dispensing nozzle.

If the engine is shut-off while the On-Board diagnostics test is running, low level tank pressure can be trapped in the fuel tank and fuel can not be added to the tank until the pressure is relieved. This is due to the leak detection pump closing the vapor outlet from the top of the tank and the one-way check valve not allowing the tank to vent through the fill tube to atmosphere. Therefore, when fuel is added, it will back-up in the fill tube and shut off the dispensing nozzle. The pressure can be eliminated in two ways:

1. Vehicle purge must be activated and for a long enough period to eliminate the pressure. 2. Removing the fuel cap and allowing enough time for the system to vent thru the recirulation tube.

RS EVAPORATIVE EMISSIONS 25-15

ORVR (Continued)

1 - FUEL CAP 2 - RECIRCULATION TUBE 3 - LIQUID SEPARATOR 4 - PURGE SOLENOID 5 - W/LDP 6 - BREATHER ELEMENT 7 - W/O LDP

Fig. 6 ORVR System Schematic

8 - CANISTER 9 - ROLLOVER VALVE 10 - FUEL TANK 11 - CHECK VALVE 12 - CONTROL VALVE

25 - 16 EVAPORATIVE EMISSIONS RS

ORVR (Continued)

DIAGNOSIS AND TESTING - VEHICLE DOES NOT FILL

CONDITION POSSIBLE CAUSES CORRECTION

Pre-Mature Nozzle Shut-Off Defective fuel tank assembly

components.

Defective vapor/vent components. Vent line from control valve to

On-Board diagnostics evaporative system leak test just conducted.

Defective fill nozzle. Try another nozzle.

Fuel Spits Out Of Filler

Tube.

During fill. See Pre-Mature Shut-Off.

At conclusion of fill. Defective fuel handling

Fill tube improperly installed (sump)

Fill tube hose pinched. Check valve stuck shut. Control valve stuck shut.

canister pinched. Vent line from canister to vent

filter pinched. Canister vent valve failure

(requires double failure, plugged to LDP and atmosphere).

Leak detection pump failed closed.

Leak detection pump filter plugged.

Canister vent valve vent plugged to atmosphere.

engine still running when attempting to fill (System designed not to fill).

component. (Check valve stuck open).

Defective vapor/vent handling component.

Defective fill nozzle.

RS EVAPORATIVE EMISSIONS 25-17

PCV VALVE

DESCRIPTION

The PCV valve contains a spring loaded plunger. The plunger meters the amount of crankcase vapors routed into the combustion chamber based on intake manifold vacuum (Fig. 7) or (Fig. 8).

OPERATION

When the engine is not operating or during an engine backfire, the spring forces the plunger back against the seat. This prevents vapors from flowing through the valve (Fig. 9).

Fig. 9 Engine Off or Engine Backfire No Vapor Flow

When the engine is at idle or cruising, high manifold vacuum is present. At these times manifold vacuum is able to completely compress the spring and pull the plunger to the top of the valve (Fig. 10). In this position there is minimal vapor flow through the valve.

1 - PCV Valve

Fig. 7 PCV VALVE 2.4L

Fig. 8 PCV VALVE 3.3/3.8L

Fig. 10 High Intake Manifold Vacuum Minimal Vapor

Flow

During periods of moderate intake manifold vacuum the plunger is only pulled part way back from the inlet. This results in maximum vapor flow through the valve (Fig. 11).

Fig. 11 Moderate Intake Manifold Vacuum Maximum

Vapor Flow

DIAGNOSIS AND TESTING - PCV SYSTEM

WARNING: APPLY PARKING BRAKE AND/OR BLOCK WHEELS BEFORE PERFORMING ANY TEST OR ADJUSTMENT WITH THE ENGINE OPERATING.

(1) With engine idling, remove the hose from the PCV valve. If the valve is not plugged, a hissing

25 - 18 EVAPORATIVE EMISSIONS RS

PCV VALVE (Continued)

noise will be heard as air passes through the valve. A strong vacuum should also be felt when a finger is placed over the valve inlet.

(2) Install hose on PCV valve. Remove the make-up air hose from the air plenum at the rear of the engine. Hold a piece of stiff paper (parts tag) loosely over the end of the make-up air hose.

(3) After allowing approximately one minute for crankcase pressure to reduce, the paper should draw up against the hose with noticeable force. If the engine does not draw the paper against the grommet after installing a new valve, replace the PCV valve hose.

(4) Turn the engine off. Remove the PCV valve from intake manifold. The valve should rattle when shaken.

(5) Replace the PCV valve and retest the system if it does not operate as described in the preceding tests. Do not attempt to clean the old PCV valve. If the valve rattles, apply a light coating of Loctitet Pipe Sealant With Teflon to the threads. Thread the PCV valve into the manifold plenum and tighten to 7 N·m (60 in. lbs.) torque.

VAPOR CANISTER

1 - Front EVAP Canister 2 - Vent Valve

Fig. 12 FRONT EVAP CANISTER

DESCRIPTION

There are 2 EVAP canisters on the vehicle. The vacuum and vapor tubes connect to the top of the canister. It is a charcoal canister (Fig. 12) or (Fig.

13).

OPERATION

All vehicles use a maintenance free, evaporative (EVAP) canister. Fuel tank vapors vent into the canister. The canister temporarily holds the fuel vapors until intake manifold vacuum draws them into the combustion chamber. The Powertrain Control Module (PCM) purges the canister through the proportional purge solenoid. The PCM purges the canister at predetermined intervals and engine conditions.

Purge Free Cells

Purge-free memory cells are used to identify the fuel vapor content of the evaporative canister. Since the evaporative canister is not purged 100% of the time, the PCM stores information about the evaporative canister’s vapor content in a memory cell.

The purge-free cells are constructed similar to certain purge-normal cells. The purge-free cells can be monitored by the DRB IIIt Scan Tool. The only difference between the purge-free cells and normal adaptive cells is that in purge-free, the purge is completely turned off. This gives the PCM the ability to compare purge and purge-free operation.

Fig. 13 REAR EVAP CANISTER

1 - Rear EVAP Canister 2 - Front EVAP Canister 3 - Vent Valve

RS EVAPORATIVE EMISSIONS 25-19

VAPOR CANISTER (Continued)

REMOVAL

(1) Raise and support the vehicle.

(2) Remove the 2 hoses (Fig. 12).

(3) Remove bolt.

(4) Pull canister rearward to remove.

REMOVAL - REAR EVAP CANISTER

(1) Raise and support the vehicle.

(2) Remove 3 hoses (Fig. 13).

(3) Remove the bolt.

(4) Pull rearward to remove canister.

INSTALLATION

(1) Install canister arrow heads into the rubber gromments (Fig. 14)

(2) Install bolt and tighten. (3) Install hoses. (4) Lower vehicle.

INSTALLATION - REAR EVAP CANISTER

(1) Install canister arrow heads into the rubber

gromments (Fig. 15).

Fig. 14 FRONT EVAP CANISTER BRACKET

Fig. 15 REAR EVAP CANISTER BRACKET

(2) Install bolt and tighten. (3) Install hoses. (4) Lower vehicle.

25 - 20 EXHAUST GAS RECIRCULATION RS

EXHAUST GAS RECIRCULATION

TABLE OF CONTENTS

page page

EXHAUST GAS RECIRCULATION

SPECIFICATIONS

TORQUE ............................20

TUBE

REMOVAL

REMOVAL - 2.4L ......................20

REMOVAL - FRONT TUBE- 3.5L ..........20

REMOVAL - REAR TUBE - 3.5L ...........21

INSTALLATION

INSTALLATION - 2.4L ..................21

INSTALLATION - FRONT TUBE - 3.5L ......21

EXHAUST GAS RECIRCULATION

SPECIFICATIONS

TORQUE

DESCRIPTION N·m Ft. Lbs. In. Lbs.

EGR valve to cyl. head

2.4L

EGR tube to EGR valve

2.4L

EGR tube to intake

manifold 2.4L

EGR valve to adaptor

3.3/3.8L

EGR tube to EGR valve

3.3/3.8L

EGR tube to intake

manifold 3.3L

EGR tube to intake

manifold 3.8L

22 - 200 ±25

11.9 - 105 ±20

22 - 200 ±25

11.9 - 105 ±20

5.6 - 50 ±10

11.9 - 105 ±20

INSTALLATION - REAR TUBE - 3.5L .......21

VALVE

DESCRIPTION .........................21

OPERATION ...........................21

REMOVAL

REMOVAL - 2.4L ......................23

REMOVAL - 3.5L ......................23

INSTALLATION

INSTALLATION - 2.4L ..................23

INSTALLATION - 3.5L ..................23

TUBE

REMOVAL

REMOVAL - 2.4L

(1) Remove EGR tube attaching bolts at intake manifold.

(2) Remove EGR tube attaching bolts at EGR

valve.

(3) Check for signs of leakage or cracked surfaces on either the manifold or tube. Repair or replace as necessary.

REMOVAL - FRONT TUBE- 3.5L

(1) Disconnect the negative battery cable.

RS EXHAUST GAS RECIRCULATION 25-21

TUBE (Continued)

(2) Disconnect the fresh air makeup hose on rear

valve cover.

(3) Remove the air box bolt. (4) Remove the hose clamp at throttle body. (5) Unlatch 2 clamps for air box cover. (6) Remove air box cover. (7) Disconnect the washer fluid fill hose. (8) Remove air box. (9) Remove the 2 bolts at the EGR valve. (10) Remove the 2 bolts at the intake manifold. (11) Remove front EGR tube.

REMOVAL - REAR TUBE - 3.5L

(1) Remove the battery, refer to the Battery sec-

tion.

(2) Remove the Battery tray/vacuum reservoir. (3) Remove the speed control servo and bracket

and relocate.

(4) Remove the 2 bolts from the EGR valve. (5) Remove the 2 bolts from the rear cylinder

head.

(6) Remove the EGR rear tube.

INSTALLATION

(5) Install the speed control servo and bracket, refer to the speed control section.

(6) Install the Battery tray/vacuum reservoir refer to the battery section.

(7) Install the battery, refer to the Battery section.

VALVE

DESCRIPTION

The EGR system consists of:

• EGR tube (connects a passage in the intake

manifold to the exhaust port in the cylinder head)

• EGR valve

• Electronic EGR Transducer

• Connecting hoses

INSTALLATION - 2.4L

(1) Loose install EGR tube and gasket with attach-

ing bolts at intake manifold.

(2) Loose install EGR tube and gasket with attach-

ing bolts at EGR valve.

(3) Tighten bolts to EGR valve to 11.9 N·m (105

±20 ins. lbs.).

(4) Tighten bolts to Intake manifold to 11.9 N·m

(105 ±20 ins. lbs.).

INSTALLATION - FRONT TUBE - 3.5L

(1) Install front EGR tube and gaskets. (2) Install the 2 bolts at the EGR valve. (3) Install the 2 bolts at the intake manifold. (4) Tighten all 4 bolts. (5) Install air box. (6) Connect the washer fluid fill hose. (7) Install air box cover. (8) Latch 2 clamps for air box cover. (9) Install the hose clamp at throttle body. (10) Install the air box bolt. (11) Connect the fresh air makeup hose on rear

valve cover.

(12) Connect the negative battery cable.

INSTALLATION - REAR TUBE - 3.5L

(1) Install the EGR rear tube. (2) Install the 2 bolts to the rear cylinder head. (3) Install the 2 bolts to the EGR valve. (4) Tighten the 4 bolts.

Fig. 1 EGR VALVE AND TUBE 2.4L

1 - EGR Tube 2 - EGR Valve

OPERATION

Refer to Monitored Systems - EGR Monitor in this group for more information.

The engines use Exhaust Gas Recirculation (EGR) systems. The EGR system reduces oxides of nitrogen (NOx) in engine exhaust and helps prevent detonation (engine knock). Under normal operating conditions, engine cylinder temperature can reach more than 3000°F. Formation of NOx increases proportionally with combustion temperature. To reduce the emission of these oxides, the cylinder temperature must be lowered. The system allows a predetermined amount of hot exhaust gas to recirculate and dilute

25 - 22 EXHAUST GAS RECIRCULATION RS

VALVE (Continued)

Fig. 2 EGR VALVE AND TUBE 3.3/3.8L

the incoming air/fuel mixture. The diluted air/fuel mixture reduces peak flame temperature during combustion.

The electric EGR transducer contains an electrically operated solenoid and a back-pressure transducer (Fig. 3). The Powertrain Control Module (PCM) operates the solenoid. The PCM determines when to energize the solenoid. Exhaust system back-pressure controls the transducer.

When the PCM energizes the solenoid, vacuum does not reach the transducer. Vacuum flows to the transducer when the PCM de-energizes the solenoid.

When exhaust system back-pressure becomes high enough, it fully closes a bleed valve in the transducer. When the PCM de-energizes the solenoid and back-pressure closes the transducer bleed valve, vacuum flows through the transducer to operate the EGR valve.

De-energizing the solenoid, but not fully closing the transducer bleed hole (because of low back-pressure), varies the strength of vacuum applied to the EGR valve. Varying the strength of the vacuum changes the amount of EGR supplied to the engine. This provides the correct amount of exhaust gas recirculation for different operating conditions.

This system does not allow EGR at idle.

A failed or malfunctioning EGR system can cause engine spark knock, sags or hesitation, rough idle, engine stalling and increased emissions.

Fig. 3 EGR Valve and Transducer - Typical

1 - DIAPHRAGM 2 - PISTON 3 - SPRING 4 - EGR VALVE ASSEMBLY 5 - VACUUM MOTOR 6 - VACUUM MOTOR FITTING 7 - VACUUM OUTLET FITTING TO EGR VALVE 8 - EGR VALVE CONTROL ASSEMBLY 9 - ELECTRIC SOLENOID PORTION OF VALVE CONTROL 10 - VACUUM INLET FITTING FROM ENGINE 11 - BACK-PRESSURE HOSE 12 - TRANSDUCER PORTION OF VALVE CONTROL 13 - ELECTRICAL CONNECTION POINT 14 - EGR VALVE BACK-PRESSURE FITTING 15 - EXHAUST GAS INLET 16 - STEM PROTECTOR AND BUSHING 17 - BASE 18 - MOVEMENT INDICATOR 19 - POPPET VALVE 20 - SEAT 21 - EXHAUST GAS OUTLET

RS EXHAUST GAS RECIRCULATION 25-23

VALVE (Continued)

REMOVAL

REMOVAL - 2.4L

The EGR valve and Electrical EGR Transducer are serviced as an assembly (Fig. 1).

(1) Disconnect vacuum tube from electric EGR transducer. Inspect vacuum tube for damage.

(2) Remove electrical connector from solenoid.

(3) Remove EGR tube bolts from EGR valve.

(4) Remove EGR valve from cylinder head adaptor.

(5) Clean gasket surface and discard old gasket. Check for any signs of leakage or cracked surfaces. Repair or replace as necessary.

REMOVAL - 3.5L

(1) Disconnect the negative battery cable.

(2) Disconnect the fresh air makeup hose on rear valve cover.

(3) Remove the air box bolt.

(4) Remove the hose clamp at throttle body.

(5) Unlatch 2 clamps for air box cover.

(6) Remove air box cover.

(7) Unlock the electrical connector.

(8) Disconnect the electrical connector from the EGR valve.

(9) Remove the 2 bolts for the front EGR tube

(10) Remove the 2 bolts for the rear EGR tube

(11) Remove the 2 EGR valve mounting bolts.

(12) Remove the EGR valve.

INSTALLATION

INSTALLATION - 2.4L

The EGR valve and Electrical EGR Transducer are

serviced as an assembly (Fig. 1).

(1) Assemble EGR valve with new gasket onto the

cylinder head adaptor.

(2) Loose assemble the bolts from EGR valve to

EGR tube.

(3) Loose assemble the bolts from EGR valve to

cylinder head.

(4) Tighten bolts from EGR valve to cylinder head

to 22.8 N·m (200 ±25 in. lbs.) torque.

(5) Tighten bolts from EGR valve to EGR tube to

11.9 N·m (105 ±20 in. lbs.) torque. (6) Reconnect vacuum hose and electrical connec-

tor to electrical EGR transducer.

INSTALLATION - 3.5L

(1) Install the EGR valve. (2) Install the 2 bolts for the rear EGR tube (3) Install the 2 bolts for the front EGR tube (4) Tighten the EGR tube bolts. (5) Tighten the EGR valve mounting bolts. (6) Connect the electrical connector to the EGR

valve.

(7) Lock the electrical connector. (8) Install air box cover. (9) Latch 2 clamps for air box cover. (10) Install the hose clamp at throttle body. (11) Connect the fresh air makeup hose on rear

valve cover.

(12) Connect the negative battery cable.

25 - 24 ON-BOARD DIAGNOSTICS RS

ON-BOARD DIAGNOSTICS

TABLE OF CONTENTS

page page

TASK MANAGER

DESCRIPTION .........................24

TASK MANAGER

DESCRIPTION

The PCM is responsible for efficiently coordinating the operation of all the emissions-related components. The PCM is also responsible for determining if the diagnostic systems are operating properly. The software designed to carry out these responsibilities is call the “Task Manager”.

OPERATION

The Task Manager determines when tests happen and when functions occur. Many of the diagnostic steps required by OBD II must be performed under specific operating conditions. The Task Manager software organizes and prioritizes the diagnostic procedures. The job of the Task Manager is to determine if conditions are appropriate for tests to be run, monitor the parameters for a trip for each test, and record the results of the test. Following are the responsibilities of the Task Manager software:

• Test Sequence

• MIL Illumination

• Diagnostic Trouble Codes (DTCs)

• Trip Indicator

• Freeze Frame Data Storage

• Similar Conditions Window

Test Sequence

In many instances, emissions systems must fail diagnostic tests more than once before the PCM illuminates the MIL. These tests are know as ’two trip monitors.’ Other tests that turn the MIL lamp on after a single failure are known as ’one trip monitors.’ A trip is defined as ’start the vehicle and operate it to meet the criteria necessary to run the given monitor.’

Many of the diagnostic tests must be performed under certain operating conditions. However, there are times when tests cannot be run because another test is in progress (conflict), another test has failed (pending) or the Task Manager has set a fault that may cause a failure of the test (suspend).

• Pending

Under some situations the Task Manager will not

OPERATION ...........................24

run a monitor if the MIL is illuminated and a fault is stored from another monitor. In these situations, the Task Manager postpones monitors pending resolution of the original fault. The Task Manager does not run the test until the problem is remedied. For example, when the MIL is illuminated for an Oxygen Sensor fault, the Task Manager does not run the Catalyst Monitor until the Oxygen Sensor fault is remedied. Since the Catalyst Monitor is based on signals from the Oxygen Sensor, running the test would produce inaccurate results.

• Conflict There are situations when the Task Manager does not run a test if another monitor is in progress. In these situations, the effects of another monitor running could result in an erroneous failure. If this con- flict is present, the monitor is not run until the conflicting condition passes. Most likely the monitor will run later after the conflicting monitor has passed. For example, if the Fuel System Monitor is in progress, the Task Manager does not run the catalyst Monitor. Since both tests monitor changes in air/fuel ratio and adaptive fuel compensation, the monitors will conflict with each other.

• Suspend Occasionally the Task Manager may not allow a two trip fault to mature. The Task Manager will sus- pend the maturing of a fault if a condition exists that may induce an erroneous failure. This prevents illuminating the MIL for the wrong fault and allows more precise diagnosis. For example, if the PCM is storing a one trip fault for the Oxygen Sensor and the catalyst monitor, the Task Manager may still run the catalyst Monitor but will suspend the results until the Oxygen Sensor Monitor either passes or fails. At that point the Task Manager can determine if the catalyst system is actually failing or if an Oxygen Sensor is failing.

MIL Illumination

The PCM Task Manager carries out the illumination of the MIL. The Task Manager triggers MIL illumination upon test failure, depending on monitor failure criteria.

RS ON-BOARD DIAGNOSTICS 25-25

TASK MANAGER (Continued)

The Task Manager Screen shows both a Requested MIL state and an Actual MIL state. When the MIL is illuminated upon completion of a test for a good trip, the Requested MIL state changes to OFF. However, the MIL remains illuminated until the next key cycle. (On some vehicles, the MIL will actually turn OFF during the third key cycle) During the key cycle for the third good trip, the Requested MIL state is OFF, while the Actual MIL state is ON. After the next key cycle, the MIL is not illuminated and both MIL states read OFF.

Diagnostic Trouble Codes (DTCs)

With OBD II, different DTC faults have different priorities according to regulations. As a result, the priorities determine MIL illumination and DTC erasure. DTCs are entered according to individual priority. DTCs with a higher priority overwrite lower priority DTCs.

Priorities

• Priority 0 —Non-emissions related trouble codes.

• Priority 1 — One trip failure of a two trip fault

for non-fuel system and non-misfire. (MIL Off)

• Priority 2 — One trip failure of a two trip fault

for fuel system (rich/lean) or misfire. (MIL Off)

• Priority3—Twotrip failure for a non-fuel system and non-misfire or matured one trip comprehensive component fault. (MIL On)

• Priority4—Twotrip failure or matured fault for fuel system (rich/lean) and misfire or one trip catalyst damaging misfire. Catalyst damage misfire is a 2 trip MIL. The MIL flashes on the first trip when catalyst damage misfire levels are present. (MIL On)

Non-emissions related failures have no priority. One trip failures of two trip faults have low priority. Two trip failures or matured faults have higher priority. One and two trip failures of fuel system and misfire monitor take precedence over non-fuel system and non-misfire failures.

DTC Self Erasure

With one trip components or systems, the MIL is illuminated upon test failure and DTCs are stored.

Two trip monitors are components requiring failure in two consecutive trips for MIL illumination. Upon failure of the first test, the Task Manager enters a maturing code. If the component fails the test for a second time the code matures and a DTC is set.

After three good trips the MIL is extinguished and the Task Manager automatically switches the trip counter to a warm-up cycle counter. DTCs are automatically erased following 40 warm-up cycles if the component does not fail again.

For misfire and fuel system monitors, the component must pass the test under a Similar Conditions Window in order to record a good trip. A Similar Con-

ditions Window is when engine RPM is within ±375 RPM and load is within ±20% of when the fault occurred.

NOTE: It is important to understand that a component does not have to fail under a similar window of operation to mature. It must pass the test under a Similar Conditions Window when it failed to record a Good Trip for DTC erasure for misfire and fuel system monitors.

DTCs can be erased anytime with a DRBIIIt. Erasing the DTC with the DRBIIIt erases all OBD II information. The DRBIIIt automatically displays a warning that erasing the DTC will also erase all OBD II monitor data. This includes all counter information for warm-up cycles, trips and Freeze Frame.

Trip Indicator

The Trip is essential for running monitors and extinguishing the MIL. In OBD II terms, a trip is a set of vehicle operating conditions that must be met for a specific monitor to run. All trips begin with a key cycle.

Good Trip

The Good Trip counters are as follows:

• Global Good Trip

• Fuel System Good Trip

• Misfire Good Trip

• Alternate Good Trip (appears as a Global Good

Trip on DRBIIIt)

• Comprehensive Components

• Major Monitor

• Warm-Up Cycles

Global Good Trip

To increment a Global Good Trip, the Oxygen sensor and Catalyst efficiency monitors must have run and passed, and 2 minutes of engine run time.

Fuel System Good Trip

To count a good trip (three required) and turn off the MIL, the following conditions must occur:

• Engine in closed loop

• Operating in Similar Conditions Window

• Short Term multiplied by Long Term less than

threshold

• Less than threshold for a predetermined time

If all of the previous criteria are met, the PCM will count a good trip (three required) and turn off the MIL.

Misfire Good Trip

If the following conditions are met the PCM will count one good trip (three required) in order to turn off the MIL:

• Operating in Similar Condition Window

• 1000 engine revolutions with no misfire

Alternate Good Trip

25 - 26 ON-BOARD DIAGNOSTICS RS

TASK MANAGER (Continued)

Alternate Good Trips are used in place of Global Good Trips for Comprehensive Components and Major Monitors. If the Task Manager cannot run a Global Good Trip because a component fault is stopping the monitor from running, it will attempt to count an Alternate Good Trip.

The Task Manager counts an Alternate Good Trip for Comprehensive components when the following conditions are met:

• Two minutes of engine run time, idle or driving

• No other faults occur

The Task Manager counts an Alternate Good Trip for a Major Monitor when the monitor runs and passes. Only the Major Monitor that failed needs to pass to count an Alternate Good Trip.

Warm-Up Cycles

Once the MIL has been extinguished by the Good Trip Counter, the PCM automatically switches to a Warm-Up Cycle Counter that can be viewed on the DRBIIIt. Warm-Up Cycles are used to erase DTCs and Freeze Frames. Forty Warm-Up cycles must occur in order for the PCM to self-erase a DTC and Freeze Frame. A Warm-Up Cycle is defined as follows:

• Engine coolant temperature must start below

and rise above 160° F

• Engine coolant temperature must rise by 40° F

• No further faults occur

Freeze Frame Data Storage

Once a failure occurs, the Task Manager records several engine operating conditions and stores it in a Freeze Frame. The Freeze Frame is considered one frame of information taken by an on-board data recorder. When a fault occurs, the PCM stores the input data from various sensors so that technicians can determine under what vehicle operating conditions the failure occurred.

The data stored in Freeze Frame is usually recorded when a system fails the first time for two trip faults. Freeze Frame data will only be overwritten by a different fault with a higher priority.

CAUTION: Erasing DTCs, either with the DRBIIIT;or by disconnecting the battery, also clears all Freeze Frame data.

Similar Conditions Window

The Similar Conditions Window displays information about engine operation during a monitor. Absolute MAP (engine load) and Engine RPM are stored in this window when a failure occurs. There are two different Similar conditions Windows: Fuel System and Misfire.

FUEL SYSTEM

• Fuel System Similar Conditions Window — An indicator that ’Absolute MAP When Fuel Sys Fail’ and ’RPM When Fuel Sys Failed’ are all in the same range when the failure occurred. Indicated by switching from ’NO’ to ’YES’.

• Absolute MAP When Fuel Sys Fail — The stored MAP reading at the time of failure. Informs the user at what engine load the failure occurred.

• Absolute MAP — A live reading of engine load to aid the user in accessing the Similar Conditions Window.

• RPM When Fuel Sys Fail — The stored RPM reading at the time of failure. Informs the user at what engine RPM the failure occurred.

• Engine RPM — A live reading of engine RPM to aid the user in accessing the Similar Conditions Window.

• Adaptive Memory Factor — The PCM utilizes both Short Term Compensation and Long Term Adaptive to calculate the Adaptive Memory Factor for total fuel correction.

• Upstream O2S Volts — A live reading of the Oxygen Sensor to indicate its performance. For example, stuck lean, stuck rich, etc.

• SCW Time in Window (Similar Conditions Window Time in Window) — A timer used by the

PCM that indicates that, after all Similar Conditions have been met, if there has been enough good engine running time in the SCW without failure detected. This timer is used to increment a Good Trip.

• Fuel System Good Trip Counter —ATrip Counter used to turn OFF the MIL for Fuel System DTCs. To increment a Fuel System Good Trip, the engine must be in the Similar Conditions Window, Adaptive Memory Factor must be less than calibrated threshold and the Adaptive Memory Factor must stay below that threshold for a calibrated amount of time.

• Test Done This Trip — Indicates that the monitor has already been run and completed during the current trip.

MISFIRE

• Same Misfire Warm-Up State — Indicates if the misfire occurred when the engine was warmed up (above 160° F).

• In Similar Misfire Window — An indicator that ’Absolute MAP When Misfire Occurred’ and ’RPM When Misfire Occurred’ are all in the same range when the failure occurred. Indicated by switching from ’NO’ to ’YES’.

• Absolute MAP When Misfire Occurred — The stored MAP reading at the time of failure. Informs the user at what engine load the failure occurred.

RS ON-BOARD DIAGNOSTICS 25-27

TASK MANAGER (Continued)

• Absolute MAP — A live reading of engine load to aid the user in accessing the Similar Conditions Window.

• RPM When Misfire Occurred — The stored RPM reading at the time of failure. Informs the user at what engine RPM the failure occurred.

• Engine RPM — A live reading of engine RPM to aid the user in accessing the Similar Conditions Window.

• Adaptive Memory Factor — The PCM utilizes both Short Term Compensation and Long Term Adap-

tive to calculate the Adaptive Memory Factor for total fuel correction.

• 200 Rev Counter — Counts 0–100 720 degree

cycles.

• SCW Cat 200 Rev Counter — Counts when in

similar conditions.

• SCW FTP 1000 Rev Counter — Counts 0–4

when in similar conditions.

• Misfire Good Trip Counter — Counts up to

three to turn OFF the MIL.

RG EMISSIONS CONTROL 2.5L TURBO DIESEL 25a-1

EMISSIONS CONTROL 2.5L TURBO DIESEL

TABLE OF CONTENTS

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EMISSIONS CONTROL 2.5L TURBO DIESEL

DESCRIPTION ..........................1

SPECIFICATIONS - TORQUE ...............2

EMISSIONS CONTROL 2.5L TURBO DIESEL

DESCRIPTION

The 2.5L diesel Engine Control Module (ECM) controls many different circuits in the fuel injection pump and engine systems. If the ECM senses a problem with a monitored circuit that indicates an actual problem, a Diagnostic Trouble Code (DTC) will be stored in the ECM’s memory, and eventually may illuminate the MIL (Malfunction Indicator Lamp) constantly while the key is on. If the problem is repaired, or is intermittent, the ECM will erase the DTC after 40 warm-up cycles without the the fault detected. A warm-up cycle consists of starting the vehicle when the engine is cold, then the engine is warmed up to a certain temperature, and finally, the engine temperature falls to a normal operating temperature, then the key is turned off.

Certain criteria must be met for a DTC to be entered into ECM memory. The criteria may be a specific range of engine rpm, engine or fuel temperature and/or input voltage to the ECM. A DTC indicates that the ECM has identified an abnormal signal in a circuit or the system.

There are several operating conditions that the ECM does not monitor and set a DTC for. Refer to the following Monitored Circuits and Non–Monitored Circuits in this section.

ECM MONITORED SYSTEMS

The ECM can detect certain problems in the electrical system.

Open or Shorted Circuit – The ECM will not distinguish between an open or a short to ground, however the ECM can determine if there is excessive current on a circuit, such as a short to voltage or a decrease in component resistance.

Output Device Current Flow – The ECM senses whether the output devices are electrically connected.

If there is a problem with the circuit, the ECM senses whether the circuit is open, shorted to ground (–), or shorted to (+) voltage.

EXHAUST GAS RECIRCULATION ............3

ON-BOARD DIAGNOSTICS .................6

Fuel Pressure: Fuel pressure is controlled by the fuel injection pump and fuel pressure solenoid. The ECM uses a fuel pressure sensor to determine if a fuel pressure problem exists.

Fuel Injector Malfunctions: The ECM can determine if a fuel injector has an electrical problem. The fuel injectors on the diesel engine are controlled by the ECM.

ECM NON–MONITORED SYSTEMS

The ECM does not monitor the following circuits, systems or conditions that could have malfunctions that result in driveability problems. A DTC will not be displayed for these conditions.

Cylinder Compression: The ECM cannot detect uneven, low, or high engine cylinder compression.

Exhaust System: The ECM cannot detect a plugged, restricted or leaking exhaust system.

Vacuum Assist: Leaks or restrictions in the vacuum circuits of the Exhaust Gas Recirculation System (EGR) are not monitored by the ECM.

ECM System Ground: The ECM cannot determine a poor system ground. However, a DTC may be generated as a result of this condition.

ECM/PCM Connector Engagement: The ECM cannot determine spread or damaged connector pins. However, a DTC may be generated as a result of this condition.

HIGH AND LOW LIMITS

The ECM compares input signals from each input device. It has high and low limits that are programmed into it for that device. If the inputs are not within specifications and other DTC criteria are met, a DTC will be stored in memory. Other DTC criteria might include engine rpm limits or input voltages from other sensors or switches. The other inputs might have to be sensed by the ECM when it senses a high or low input voltage from the control system device in question.

25a - 2 EMISSIONS CONTROL 2.5L TURBO DIESEL RG

EMISSIONS CONTROL 2.5L TURBO DIESEL (Continued)

SPECIFICATIONS - TORQUE

2.5L DIESEL - TORQUE SPECIFICATIONS

DESCRIPTION N·m Ft. Lbs. In. Lbs.

EGR Cooler to EGR Bolts 32.4 24 —

EGR Cooler to Exhaust Manifold 27.5 21 —

EGR Valve Nuts 32.4 24 —

RG EXHAUST GAS RECIRCULATION 25a-3

EXHAUST GAS RECIRCULATION

TABLE OF CONTENTS

page page

EXHAUST GAS RECIRCULATION

DESCRIPTION ..........................3

OPERATION ............................3

VALVE

DESCRIPTION ..........................3

OPERATION ............................3

EXHAUST GAS RECIRCULATION

DESCRIPTION

The EGR system reduces oxides of nitrogen (NOx) in the engine exhaust. This is accomplished by allowing a predetermined amount of hot exhaust gas to recirculate and dilute the incoming fuel/air mixture.

A malfunctioning EGR system can cause engine stumble, sags, or hesitation, rough idle, engine stalling and poor driveability.

OPERATION

The system consists of:

• An EGR valve assembly. The valve is located on

the rear of the engine above the exhaust manfiold.

• An EGR solenoid.The EGR solenoid controls the

“on time” of the EGR valve.

• The ECM operates the EGR solenoid. The ECM is located inside the vehicle under the instrument panel.

• An EGR tube connects a passage in the EGR valve to the rear of the exhaust manifold.

• The vacuum pump supplies vacuum for the EGR solenoid and the EGR valve. This pump also supplies vacuum for operation of the power brake boosterb and the heating and air conditioning system. The pump is located internally in the front of the engine block and is driven by the crankshaft gear.

REMOVAL .............................4

INSTALLATION ..........................4

VALVE COOLER

DESCRIPTION ..........................4

REMOVAL .............................4

INSTALLATION ..........................5

• Vacuum lines and hoses connect the various

components.

When the ECM supplies a variable ground signal to the EGR solenoid, EGR system operation starts to occur. The ECM will monitor and determine when to supply and remove this variable ground signal. This will depend on inputs from the engine coolant temperature, throttle position and engine speed sensors.

When the variable ground signal is supplied to the EGR solenoid, vacuum from the vacuum pump will be allowed to pass through the EGR solenoid and on to the EGR valve with a connecting hose.

Exhaust gas recirculation will begin in this order when:

• The ECM determines that EGR system opera-

tion is necessary.

• The engine is running to operate the vacuum

pump.

• A variable ground signal is supplied to the EGR

solenoid.

• Variable vacuum passes through the EGR sole-

noid to the EGR valve.

• The inlet seat (poppet valve) at the bottom of the EGR valve opens to dilute and recirculate exhaust gas back into the intake manifold.

The EGR system will be shut down by the ECM after 60 seconds of continuous engine idling to improve idle quality.

25a - 4 EXHAUST GAS RECIRCULATION RG

VALVE

DESCRIPTION

The EGR system consists of (Fig. 1):

• EGR valve

• EGR tube

• Vacuum hoses

• EGR cooler

• EGR solenoid

OPERATION

The engines use Exhaust Gas Recirculation (EGR) systems. The EGR system reduces oxides of nitrogen (NOx) in engine exhaust and helps prevent detonation (engine knock). Under normal operating conditions, engine cylinder temperature can reach more than 3000°F. Formation of NOx increases proportionally with combustion temperature. To reduce the emission of these oxides, the cylinder temperature must be lowered. The system allows a predetermined amount of hot exhaust gas to recirculate and dilute the incoming air/fuel mixture. The diluted air/fuel mixture reduces peak flame temperature during combustion.

REMOVAL

(1) Remove engine cover (Refer to 9 - ENGINE REMOVAL).

(2) Remove front wiper unit (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/WIPER MODULE REMOVAL).

(3) Disconnect EGR valve vacuum line.

(4) Remove EGR cooler to EGR valve retaining bolts (Fig. 1).

(5) Remove EGR valve retaining nuts (Fig. 1) and EGR valve.

INSTALLATION

(1) Clean gasket mating surfaces.

(2) Install EGR valve (Fig. 1). Torque nuts to

32.4N·m.

(3) Connect EGR cooler to EGR valve (Fig. 1). Torque bolts to 32.4N·m

(4) Install front wiper unit (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/WIPER MODULE INSTALLATION).

(5) Install engine cover (Refer to 9 - ENGINE INSTALLATION).

Fig. 1 EGR COMPONENTS

1 - HOSE CLAMP 2 - COOLANT HOSE 3 - HOSE CLAMP 4 - EGR VALVE RETAINING NUT 5 - EGR VALVE 6 - COOLANT HOSE 7 - EGR VALVE GASKET 8 - EGR VALVE RETAINING STUDS 9 - EGR COOLER RETAINING BOLT 10 - HOSE CLAMP 11 - HOSE CLAMP 12 - EGR COOLER 13 - EGR COOLER TO EGR VALVE RETAINING BOLT 14 - TURBOCHARGER BRACKET 15 - TURBOCHARGER BRACKET RETAINING BOLT 16 - TURBOCHARGER DOWNPIPE 17 - TURBOCHARGER DOWNPIPE RETAINING NUT 18 - DOWNPIPE GASKET 19 - DOWNPIPE STUD

RG EXHAUST GAS RECIRCULATION 25a-5

VALVE COOLER

DESCRIPTION

The EGR valve on this engine uses a cooler to cool the exhaust gases before the returned to the intake manifold (Fig. 2). The EGR cooler attaches to the EGR valve and is cooled with engine coolant.

REMOVAL

(1) Remove engine cover (Refer to 9 - ENGINE REMOVAL).

(2) Partially drain cooling system (Refer to 7 COOLING/ENGINE/COOLANT - STANDARD PROCEDURE).

(3) Remove front wiper unit (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/WIPER MODULE REMOVAL).

(4) Disconnect coolant supply and return lines at EGR cooler (Fig. 2).

(5) Remove EGR cooler to exhaust manifold retaining bolt (Fig. 2).

(6) Remove EGR cooler to EGR valve retaining bolts (Fig. 2) and remove cooler.

INSTALLATION

(1) Clean gasket sealing surfaces.

(2) Connect EGR valve cooler and new gasket to EGR valve (Fig. 2). Torque bolts to 32.4N·m.

(3) Install EGR valve cooler to exhaust manifold attaching bolt (Fig. 2). Torque bolt to 32.4N·m.

(4) Connect EGR cooler coolant supply and return hoses to cooler (Fig. 2).

(5) Install front wiper unit (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/WIPER MODULE INSTALLATION).

(6) Refill cooling system (Refer to 7 - COOLING/ ENGINE/COOLANT - STANDARD PROCEDURE).

(7) Install engine cover (Refer to 9 - ENGINE INSTALLATION).

Fig. 2 EGR COMPONENTS

1 - HOSE CLAMP 2 - COOLANT HOSE 3 - HOSE CLAMP 4 - EGR VALVE RETAINING NUT 5 - EGR VALVE 6 - COOLANT HOSE 7 - EGR VALVE GASKET 8 - EGR VALVE RETAINING STUDS 9 - EGR COOLER RETAINING BOLT 10 - HOSE CLAMP 11 - HOSE CLAMP 12 - EGR COOLER 13 - EGR COOLER TO EGR VALVE RETAINING BOLT 14 - TURBOCHARGER BRACKET 15 - TURBOCHARGER BRACKET RETAINING BOLT 16 - TURBOCHARGER DOWNPIPE 17 - TURBOCHARGER DOWNPIPE RETAINING NUT 18 - DOWNPIPE GASKET 19 - DOWNPIPE STUD

25a - 6 ON-BOARD DIAGNOSTICS RG

ON-BOARD DIAGNOSTICS

TABLE OF CONTENTS

page

ON-BOARD DIAGNOSTICS

DESCRIPTION - DIAGNOSTIC TROUBLE

CODES ..............................6

ON-BOARD DIAGNOSTICS

DESCRIPTION - DIAGNOSTIC TROUBLE CODES

On the following pages, a list of DTC’s is provided for the 2.5L diesel engine. A DTC indicates that the ECM has recognized an abnormal signal in a circuit or the system. A DTC may indicate the result of a failure, but most likely will not identify the failed component directly. Refer to the appropriate diagnostic manual for more information on diagnosis of trouble codes.

ACCESSING DIAGNOSTIC TROUBLE CODES

A stored DTC can be displayed through the use of the DRB IIIt scan tool. The DRB IIIt connects to the data link connector. The data link connector is located under the instrument panel near bottom of the steering column (Fig. 1).

ERASING TROUBLE CODES

After the problem has been repaired, use the DRB IIIt scan tool to erase a DTC.

Fig. 1 DATA LINK CONNECTOR

RG ON-BOARD DIAGNOSTICS 25a-7

ON-BOARD DIAGNOSTICS (Continued)

ENGINE CONTROL MODULE (ECM) - DRBIIIT CODES

Generic Scan Tool Code DRB IIIT Scan Tool Display

P0070 Ambient Air Temperature Circuit Signal Voltage Too High

Ambient Air Temperature Circuit Signal Voltage Too Low

P0100 Mass Air Flow Sensor Plausibility

Mass Air Flow Sensor Plausibility Positive Area Mass Air Flow Sensor Signal Voltage Too High Mass Air Flow Sensor Signal Voltage Too Low Mass Air Flow Sensor Supply Voltage Too High Or Low

P0105 Barometric Pressure Circuit Signal Voltage To High

Barometric Pressure Circuit Signal Voltage To Low

P0110 Intake Air Temperature Sensor Circuit Signal Too High

Intake Air Temperature Sensor Circuit Signal Too Low

P0115 Engine Coolant Temperature Sensor Circuit Engine Is Cold Too Long

Engine Coolant Temperature Sensor Circuit Voltage To Low Engine Coolant Temperature Sensor Circuit Voltage To High

P0190 Fuel Pressure Sensor Circuit MALF Signal Voltage Too High

Fuel Pressure Sensor Circuit MALF Signal Voltage Too Low

P0195 Oil Temperature Sensor Circuit MALF Signal Voltage Too High

Oil Temperature Sensor Circuit MALF Signal Voltage Too Low

P0201 Cylinder 1 Injector Circuit Current Decrease

Cylinder 1 Injector Circuit Load Drop Cylinder 1 Injector Circuit Overcurrent High Side Cylinder 1 Injector Circuit Overcurrent Low Side

P0202 Cylinder 2 Injector Circuit Current Decrease

Cylinder 2 Injector Circuit Load Drop Cylinder 2 Injector Circuit Overcurrent High Side Cylinder 2 Injector Circuit Overcurrent Low Side

P0203 Cylinder 3 Injector Circuit Current Decrease

Cylinder 3 Injector Circuit Load Drop Cylinder 3 Injector Circuit Overcurrent High Side Cylinder 3 Injector Circuit Overcurrent Low Side

P0204 Cylinder 4 Injector Circuit Current Decrease

Cylinder 4 Injector Circuit Load Drop Cylinder 4 Injector Circuit Overcurrent High Side Cylinder 4 Injector Circuit Overcurrent Low Side

P0235 Boost Pressure Sensor Plausibility

Boost Pressure Sensor Signal Voltage Too Low Boost Pressure Sensor Signal Voltage Too High

25a - 8 ON-BOARD DIAGNOSTICS RG

ON-BOARD DIAGNOSTICS (Continued)

Generic Scan Tool Code DRB IIIT Scan Tool Display

Boost Pressure Sensor Signal Voltage Too High Or Low

P0335 CKP Position Sensor Circuit Dynamic Plausibility

CKP Position Sensor Circuit Overspeed Recognition CKP Position Sensor Circuit Static Plausibility

P0340 CMP Position Sensor Circuit CMP/CKP Sync. Failure

CMP Position Sensor Circuit Dynamic Plausibility CMP Position Sensor Circuit Fuel Shut-Off Activated CMP Position Sensor Circuit Signal Frequency Too High CMP Position Sensor Circuit Static Plausibility

P0380 Glow Plug Circuit A Open Circuit

Glow Plug Circuit A Short Circuit

P0403 EGR Solenoid Circuit Open Circuit

EGR Solenoid Circuit Short Circuit

P0480 Fan 1 Control Circuit Open Circuit

Fan 1 Control Circuit Short Circuit

P0481 Fan 2 Control Circuit Open Circuit

Fan 2 Control Circuit Short Circuit

P0500 Vehicle Speed Sensor Frequency Too High

Vehicle Speed Sensor Frequency High Level Duration Vehicle Speed Sensor Plausibility

Vehicle Speed Sensor Signal Voltage Too High P0514 Battery Temperature Sensor Circuit Signal Voltage Too High P0520 Oil Pressure Sensor Circuit MALF Signal Voltage Too High

Oil Pressure Sensor Circuit MALF Signal Voltage Too Low

Oil Pressure Sensor Circuit MALF Signal Voltage Too Low or High P0530 A/C Pressure Sensor Circuit Plausibility

A/C Pressure Sensor Circuit Signal Voltage Too High

A/C Pressure Sensor Circuit Signal Voltage Too Low

A/C Pressure Sensor Circuit Supply Voltage Too High Or Low P0560 System Voltage Too High

System Voltage Too Low P0579 Speed Control Switch Signal Circuit Voltage Too High

Speed Control Switch Signal Circuit Voltage Too Low P0606 ECM Error Gate Array - Communication

ECM Error Gate Array - Communication Not Verified

ECM Error Gate Array - Quantity Stop

ECM Error Gate Array - Has Occurred

RG ON-BOARD DIAGNOSTICS 25a-9

ON-BOARD DIAGNOSTICS (Continued)

Generic Scan Tool Code DRB IIIT Scan Tool Display

ECM Error Redundant Overrun Monitoring P0615 Starter Relay Circuit Open Circuit

Starter Relay Circuit Short Circuit P0620 Generator Field Control MALF Open Circuit

Generator Field Control MALF Short Circuit P0641 Sensor Reference Voltage A CKT Voltage Too High

Sensor Reference Voltage A CKT Voltage Too Low P0645 A/C Clutch Relay Circuit Open Circuit

A/C Clutch Relay Circuit Short Circuit P0651 Sensor Reference Voltage B CKT Voltage Too Low

Sensor Reference Voltage B CKT Voltage Too High P0685 ECM/PCM Relay Control Circuit Shuts Off Too Early

ECM/PCM Relay Control Circuit Shuts Off Too Late P0703 Brake Switch Signal Circuits Incorrect Can Message

Brake Switch Signal Circuits Plausibility With Redundant Contact P1130 Fuel Rail Pressure Malfunction Small Leakage Detected

Fuel Rail Pressure Malfunction Small Leakage Detected P1131 Fuel Pressure Solenoid Open Circuit

Fuel Pressure Solenoid Short Circuit P1206 Calculated Injector Voltage #1 Too Low

Calculated Injector Voltage #2 Too Low P1511 Battery Sense Line 1 Voltage Too High

Battery Sense Line 1 Voltage Too Low P1601 Capacitor Voltage 1 Voltage Too High

Capacitor Voltage 1 Voltage Too Low P1602 Capacitor Voltage 2 Voltage Too High

Capacitor Voltage 2 Voltage Too Low P1605 Ignition Switch Plausibility P1610 Voltage Regulator Signal Voltage Too High

Voltage Regulator Signal Voltage Too Low

25a - 10 ON-BOARD DIAGNOSTICS RG

ON-BOARD DIAGNOSTICS (Continued)

Generic Scan Tool Code DRB IIIT Scan Tool Display

P1680 EEPROM Plausibility Checksum Error

EEPROM Plausibility Code Word Incorrect Or Missing

EEPROM Plausibility Communication Error

EEPROM Plausibility Variation Number Error

EEPROM Plausibility VIN Checksum Error

EEPROM Plausibility VIN Write Error P1685 SKIM System Invalid Key Code Received

SKIM System Invalid Secret Key In EEPROM

SKIM System Key Communication Timed Out

SKIM System SKIM Error

SKIM System Write Access To EEPROM Failure P1696 EEPROM Communication Error

EEPROM Communication Not Verified

EEPROM Quanity Stop

EEPROM Recovery Occured

EEPROM Redundant Overrun Monitoring P1703 Brake Switch Signal CKTS Plaus. With Redundant Contact After

Initialization P2120 Acc. Pedal Position Sensor 1 CKT Plausibility

Acc. Pedal Position Sensor 1 CKT Plausibility With Brake Switch

Acc. Pedal Position Sensor 1 CKT Plausibility With Potentiometer

Acc. Pedal Position Sensor 1 CKT Signal Voltage Too High

Acc. Pedal Position Sensor 1 CKT Signal Voltage Too Low

Acc. Pedal Position Sensor 1 CKT Signal Voltage Too High or Low

RS INSTRUMENT CLUSTER 8J-1

INSTRUMENT CLUSTER

TABLE OF CONTENTS

page page

INSTRUMENT CLUSTER

DESCRIPTION ..........................1

OPERATION ............................1

DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - SELF-

DIAGNOSTICS.........................2

DIAGNOSIS AND TESTING - CLUSTER

DIAGNOSIS ...........................2

REMOVAL .............................11

INSTALLATION .........................12

INSTRUMENT CLUSTER

DESCRIPTION

The instrumentation gauges are contained in a subdial assembly within the instrument cluster. The individual gauges are not serviceable. If one of the cluster gauges becomes faulty, the entire cluster would require replacement.

The mechanical instrument cluster with a tachometer is equipped with a electronic vacuum fluorescent transmission range indicator (PRND3L), odometer, and trip odometer display.

The mechanical instrument cluster without a tachometer is equipped with a cable operated transmission range indicator (PRND21) and a vacuum fluorescent odometer display. It also has the following indicators:

• Turn Signals

• High Beam

• Oil Pressure

• MIL

The instrument cluster is equipped with the following warning lamps.

• Lift Gate Ajar

• Low Fuel Level

• Low Windshield Washer Fluid Level

• Cruise

• Battery Voltage

• Fasten Seat Belt

• Door Ajar

• Coolant Temperature

• Anti-Lock Brake

• Brake

• Airbag

• Traction Control

• Autostick

CLUSTER LENS

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

INSTALLATION .........................12

MECHANICAL TRANSMISSION RANGE

INDICATOR

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

INSTALLATION .........................12

RED BRAKE WARNING INDICATOR

DESCRIPTION .........................13

OPERATION ...........................13

The mechanical instrument cluster without a

tachometer also has the following warning lamps:

• Turns Signals

• High Beam

• Oil Pressure

• Malfunction Indicator Lamp (MIL)

WATER IN FUEL LAMP - EXPORT

The Water In Fuel Lamp is located in the instrument cluster. When moisture is found within the fuel system, the sensor sends a message via the PCI data bus to the instrument cluster. The sensor is located underneath the vehicle, directly above the rear axle. The sensor is housed within the fuel filter/water separator assembly cover. The sensor is not serviced separately. If found defective, the entire assembly cover must be replaced.

OPERATION

Refer to the vehicle Owner’s Manual for operation instructions and conditions for the Instrument Cluster Gauges.

WATER IN FUEL LAMP - EXPORT

The Water In Fuel Sensor is a resistive type switch. It is calibrated to sense the different resistance between diesel fuel and water. When water enters the fuel system, it is caught in the bottom of the fuel filter/water separator assembly, where the sensor is located. Water has less resistance than diesel fuel. The sensor then sends a PCI data bus message to the instrument cluster to illuminate the lamp.

If the lamp is inoperative, perform the self diagnostic test on the instrument cluster to check the lamp operation before continuing diagnosis.

8J - 2 INSTRUMENT CLUSTER RS

INSTRUMENT CLUSTER (Continued)

DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - SELFDIAGNOSTICS

The instrument clusters are equipped with a self diagnostic test feature to help identify electronic problems. Prior to any test, perform the Self-Diagnostic Test. The self diagnostic system displays instrument cluster stored fault codes in the odometer display, sweeps the gauges to the calibration points, and bulb checks the warning indicators. When the key is in the ON position with the engine not running, the MIL will remain illuminated for regulatory purposes.

To activate the Self-Diagnostic program:

(1) With the ignition switch in the OFF position, depress the TRIP ODOMETER RESET button.

(2) Continue to hold the TRIP ODOMETER RESET button until Sof and a number (software version number (i.e. Sof 3.2) appears in the odometer window then release the button. If a fault code is present, the cluster will display it in the odometer display. When all fault codes have been displayed, the cluster will display “end” in the odometer display. Refer to the INSTRUMENT CLUSTER DTC’S table to determine what each trouble code means.

INSTRUMENT CLUSTER DTC’S

CLUSTER CALIBRATION

SPEEDOMETER CALIBRATION POINT

1 0 MPH (0 KM/H) 2 20 MPH (40 KM/H) 3 60 MPH (100 KM/H) 4 100 MPH (160 KM/H)

TACHOMETER

1 0 RPM 2 1000 RPM 3 3000 RPM 4 6000 RPM

FUEL GAUGE

1 EMPTY 2 1/4 FILLED 3 1/2 FILLED 4 FULL

TEMPERATURE

GAUGE

1 COLD 2 1/4 3 3/4 4 HOT

DTC DESCRIPTION

100.0 LOOP-BACK FAILURE

100.1 ABS COMMUNICATION FAULT

100.2 BCM COMMUNICATION FAULT

100.3 EATX COMMUNICATION FAULT

100.4 FCM COMMUNICATION FAULT

100.5 ORC COMMUNICATION FAULT

100.6

200.0 AIRBAG LED SHORT

200.1 AIRBAG LED OPEN

200.2 ABS LED SHORT

200.3 ABS LED OPEN

200.6 EL INVERTER TIME-OUT

200.7 EATX MISMATCH

SBEC/DEC/MCM COMMUNICATION FAULT

CALIBRATION TEST

The CLUSTER CALIBRATION table contains the proper calibration points for each gauge. If the gauge pointers are not calibrated, a problem exists in the cluster. If any gauge is out of calibration, replace the cluster.

ODOMETER SEGMENT TEST

If a segment in the odometer does not illuminate

normally, a problem exists in the display.

ELECTRONIC TRANSMISSION RANGE INDICATOR SEGMENT TEST

If a segment in the transmission range indicator does not illuminate normally, a problem exists in the display.

DIAGNOSIS AND TESTING - CLUSTER DIAGNOSIS

CONDITIONS

Refer to the following tables for possible problems, causes, and corrections.

• INSTRUMENT CLUSTER DIAGNOSIS

• SPEEDOMETER DIAGNOSIS

• TACHOMETER DIAGNOSIS

• FUEL GAUGE DIAGNOSIS

• TEMPERATURE GAUGE DIAGNOSIS

• ODOMETER DIAGNOSIS

• ELECTRONIC GEAR INDICATOR DISPLAY

DIAGNOSIS

• MECHANICAL TRANSMISSION RANGE

INDICATOR (PRND21) DIAGNOSIS

RS INSTRUMENT CLUSTER 8J-3

INSTRUMENT CLUSTER (Continued)

NOTE: Always check the functionality of the cluster by running the self test prior to troubleshooting.

INSTRUMENT CLUSTER DIAGNOSIS

CONDITION POSSIBLE CAUSES CORRECTION

INSTRUMENT CLUSTER INOPERATIVE. NO RESPONSE FROM INSTRUMENT CLUSTER.

NO PCI BUS MESSAGES FROM THE BCM.

SPREAD TERMINAL(S) ON WIRING HARNESS CLUSTER CONNECTOR.

BCM IS NOT RECEIVING PROPER INPUT FROM THE IGNITION SWITCH.

INTERNAL CLUSTER FAILURE.

WAKE UP CIRCUIT FAULTY.

POWER OR GROUND MISSING.

USE A DRB IIIT SCAN TOOL TO CHECK THE BCM. IF OK, LOOK FOR ANOTHER POSSIBLE CAUSE FOR CLUSTER FAILURE. IF NOT OK, REFER TO THE PROPER BODY DIAGNOSTIC PROCEDURES MANUAL.

REMOVE CLUSTER FROM INSTRUMENT PANEL AND CHECK WIRING HARNESS CONNECTOR FOR SPREAD TERMINAL. IF OK, LOOK FOR ANOTHER POSSIBLE CAUSE FOR THE CLUSTER FAILURE. IF NOT OK, REPAIR CONNECTOR.

1. USE A DRB IIIT SCAN TOOL TO VERIFY IGNITION SWITCH STATUS INTO THE BCM. IF NOT OK, GO TO STEP (2). IF OK, LOOK AT ANOTHER POSSIBLE CAUSE OF FAILURE.

2. CHECK IGNITION SWITCH FUNCTION AND WIRING.

REPLACE CLUSTER.

VERIFY CONTINUITY OF WAKE UP CIRCUIT FROM BCM TO MIC. CIRCUIT SHALL BE LOW WHENEVER BCM IS AWAKE.

IF NO RESPONSE FROM THE MIC, CHECK FOR POWER AND GROUND AT THE MIC CONNECTOR. REFER TO WIRING DIAGRAMS FOR CONNECTOR CALL OUTS.

8J - 4 INSTRUMENT CLUSTER RS

INSTRUMENT CLUSTER (Continued)

SPEEDOMETER DIAGNOSIS

CONDITION POSSIBLE CAUSES CORRECTION

NO POINTER MOVEMENT.

1. INTERNAL CLUSTER FAILURE.

2. NO SPEED PCI BUS MESSAGE OR ZERO MPH PCI SPEED BUS MESSAGE.

1.A. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND CHECK FOR FAULT CODES.

• IF SPEEDOMETER POINTER MOVES TO CALIBRATION POINTS DURING TEST LOOK FOR ANOTHER POSSIBLE CAUSE OF FAILURE.

• IF THE POINTER DOESN’T MOVE DURING TEST, CHECK FOR POWER AND GROUND TO THE MIC. IF POWER AND GROUND ARE PRESENT GO TO STEP

1.B.

1.B. REPLACE CLUSTER. GO TO STEP 1.C.

1.C. CONNECT CLUSTER INTO INSTRUMENT PANEL WIRING HARNESS. PLACE IT BACK INTO THE PROPER POSITION IN THE INSTRUMENT PANEL. PUT IN THE TOP FOUR MOUNTING SCREWS AND SECURE THE CLUSTER TO THE INSTRUMENT PANEL.

2.A. CHECK THE PCM (CODE 10) USING A DRB IIIT SCAN TOOL. IF OK, GO TO STEP 2.B. IF NOT OK, REFER TO THE PROPER POWERTRAIN DIAGNOSTIC PROCEDURES MANUAL TO REPAIR THE PCM.

2.B. CHECK THE SPEED SIGNAL INPUT INTO THE PCM. THE SPEED SIGNAL ORIGINATES FROM ONE OF THE FOLLOWING SOURCES:

• A DISTANCE SENSOR FOR VEHICLES WITH 3 SPEED AUTOMATIC TRANSMISSION. CHECK CONTINUITY FROM DISTANCE SENSOR TO PCM. IF OK, REPLACE DISTANCE SENSOR. IF NOT OK, REPAIR WIRING.

• THE TCM FOR VEHICLES WITH THE 4 SPEED ELECTRONIC TRANSMISSIONS. CHECK CONTINUITY FROM TCM TO PCM. IF OK, USE A DRB IIIT SCAN TOOL TO CHECK TCM. REFER TO THE PROPER TRANSMISSION DIAGNOSTIC PROCEDURES MANUAL TO REPAIR THE TCM. IF NOT OK, REPAIR WIRING.

RS INSTRUMENT CLUSTER 8J-5

INSTRUMENT CLUSTER (Continued)

CONDITION POSSIBLE CAUSES CORRECTION

ERRATIC POINTER MOVEMENT.

1. ERRATIC MESSAGE FROM ANOTHER MODULE.

2. INTERNAL CLUSTER FAILURE.

1.A. CHECK THE BCM USING A DRB IIIT SCAN TOOL IF OK, GO TO STEP 1.B. IF NOT OK, REFER TO THE PROPER BODY DIAGNOSTIC PROCEDURES MANUAL TO REPAIR THE BCM.

1.B. CHECK THE PCM USING A DRB IIIT SCAN TOOL. IF OK, GO TO STEP 1.C. IF NOT OK, REFER TO THE PROPER POWERTRAIN DIAGNOSTIC PROCEDURES MANUAL TO REPAIR THE PCM.

1.C. CHECK THE SPEED SIGNAL INPUT INTO THE PCM. THE SPEED SIGNAL ORIGINATES FROM ONE OF THE FOLLOWING SOURCES:

• A DISTANCE SENSOR FOR VEHICLES WITH 3 SPEED AUTOMATIC TRANSMISSION. CHECK CONTINUITY FROM DISTANCE SENSOR TO PCM. IF OK, REPLACE DISTANCE SENSOR. IF NOT OK, REPAIR WIRING.

• THE TCM FOR VEHICLES WITH THE 4 SPEED ELECTRONIC TRANSMISSIONS. CHECK CONTINUITY FROM TCM TO PCM. IF OK, USE A DRB IIIT SCAN TOOL TO CHECK TCM. REFER TO THE PROPER TRANSMISSION DIAGNOSTIC PROCEDURES MANUAL TO REPAIR THE TCM. IF NOT OK, REPAIR WIRING.

2.A. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND CHECK FOR FAULT CODES.

• IF THE POINTER MOVES DURING TEST BUT STILL APPEARS ERRATIC, THEN GO TO STEP 2.B.

2.B. REPLACE CLUSTER ASSEMBLY.

8J - 6 INSTRUMENT CLUSTER RS

INSTRUMENT CLUSTER (Continued)

CONDITION POSSIBLE CAUSES CORRECTION

SPEEDOMETER INACCURATE.

1. SPEEDOMETER OUT OF CALIBRATION.

2. WRONG SPEEDOMETER PINION FOR TIRE SIZE.

3. BAD SPEED SENSOR. 3. REFER TO TRANSMISSION, SPEED SENSOR,

1. PERFORM CLUSTER SELF-DIAGNOSTIC TEST.

• IF SPEEDOMETER IS ACCURATE TO THE CALIBRATION POINTS THEN LOOK FOR ANOTHER POSSIBLE CAUSE OF INACCURACY.

• IF SPEEDOMETER IS NOT ACCURATE TO THE CALIBRATION POINTS, REPLACE CLUSTER ASSEMBLY.

2.A. IF VEHICLE HAS A 4 SPEED ELECTRONIC TRANSMISSION GO TO STEP 2.C. OTHERWISE GO TO STEP 2.B.

2.B. CHECK IF CORRECT SPEEDOMETER PINION IS BEING USED WITH TIRES ON VEHICLE. REFER TO TRANSMISSION FOR DIAGNOSIS AND TESTING.

• IF THE INCORRECT PINION IS IN TRANSMISSION THEN REPLACE WITH CORRECT PINION.

• IF THE CORRECT PINION IS IN THE TRANSMISSION, CHECK TIRE SIZE.

2.C. USE A DRB IIIT SCAN TOOL TO CHECK THE TCM TO SEE IF THE CORRECT TIRE SIZE HAS BEEN PROGRAMMED INTO THE TCM.

• IF THE INCORRECT TIRE SIZE WAS SELECTED, SELECT THE PROPER TIRE SIZE.

• IF THE CORRECT TIRE SIZE WAS SELECTED, CHECK SPEED SENSOR.

DIAGNOSIS AND TESTING.

TACHOMETER DIAGNOSIS

CONDITION POSSIBLE CAUSES CORRECTION

NO POINTER MOVEMENT.

1. INTERNAL CLUSTER FAILURE.

2. 9NO RPM9 PCI BUS MESSAGE OR 9ZERO RPM9 PCI BUS MESSAGE FROM PCM.

1.A. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND CHECK FOR FAULT CODES.

• IF TACHOMETER POINTER MOVES TO CALIBRATION POINTS DURING TEST, LOOK FOR ANOTHER POSSIBLE CAUSE OF FAILURE.

• IF THE POINTER DOESN’T MOVE DURING TEST, CHECK FOR POWER AND GROUND TO THE MIC. IF POWER AND GROUND ARE PRESENT GO TO STEP 1.B.

1.B. REPLACE CLUSTER. GO TO STEP 1.C.

2. CHECK THE PCM USING A DRB IIIT SCAN TOOL. REFER TO THE PROPER POWERTRAIN DIAGNOSTIC PROCEDURES MANUAL TO PROPERLY DIAGNOSE AND REPAIR.

RS INSTRUMENT CLUSTER 8J-7

INSTRUMENT CLUSTER (Continued)

CONDITION POSSIBLE CAUSES CORRECTION

ERRATIC POINTER MOVEMENT.

TACHOMETER INACCURATE.

CONDITION POSSIBLE CAUSES CORRECTION

NO POINTER MOVEMENT.

1. BAD PCI BUS MESSAGE FROM PCM.

2. INTERNAL CLUSTER FAILURE.

TACHOMETER OUT OF CALIBRATION.

FUEL GAUGE DIAGNOSIS

1. INTERNAL CLUSTER FAILURE.

2. NO PCI FUEL MESSAGE OR EMPTY PCI BUS MESSAGE FROM BODY CONTROL MODULE.

1. CHECK THE PCM USING A DRB IIIT SCAN TOOL. REFER TO THE PROPER POWERTRAIN DIAGNOSTIC PROCEDURES MANUAL TO PROPERLY DIAGNOSE AND REPAIR.

2. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND CHECK FOR FAULT CODES.

• IF THE POINTER MOVES DURING TEST BUT STILL APPEARS ERRATIC, REPLACE CLUSTER ASSEMBLY.

PERFORM CLUSTER SELF-DIAGNOSTIC TEST.

• IF TACHOMETER IS ACCURATE TO THE CALIBRATION POINTS, LOOK FOR ANOTHER POSSIBLE CAUSE OF INACCURACY.

• IF TACHOMETER IS NOT ACCURATE TO THE CALIBRATION POINTS, REPLACE CLUSTER ASSEMBLY.

1. PERFORM CLUSTER SELF-DIAGNOSTIC TEST.

• IF FUEL GAUGE POINTER MOVES TO CALIBRATION POINTS, LOOK FOR ANOTHER POSSIBLE CAUSE OF FAILURE.

• IF THE POINTER DOESN’T MOVE DURING TEST, VERIFY POWER AND GROUND ARE BEING PROVIDED TO THE CLUSTER. IF YES, REPLACE CLUSTER ASSEMBLY. IF NO, DETERMINE CAUSE OF NO POWER OR GROUND.

2.A. CHECK THE BCM USING A DRB IIIT SCAN TOOL. IF OK, GO TO STEP 2.B. IF NOT OK, REFER TO THE PROPER BODY DIAGNOSTIC PROCEDURES MANUAL TO PROPERLY DIAGNOSE AND REPAIR.

2.B. REFER TO THE FUEL SECTION OF THE SERVICE MANUAL FOR THE FUEL LEVEL SENDING UNIT TEST PROCEDURE. TEST UNIT AND REPAIR AS INSTRUCTED.

8J - 8 INSTRUMENT CLUSTER RS

INSTRUMENT CLUSTER (Continued)

CONDITION POSSIBLE CAUSES CORRECTION

ERRATIC POINTER MOVEMENT.

FUEL GAUGE INACCURATE.

1. BAD PCI FUEL MESSAGE FROM THE BODY CONTROLLER.

2. INTERNAL CLUSTER FAILURE.

1. FUEL GAUGE OUT OF CALIBRATION.

2. FUEL LEVEL SENDING UNIT IS OUT OF CALIBRATION.

1. USE A DRB IIIT SCAN TOOL TO CHECK THE BCM. IF OK, GO TO STEP 2. IF NOT OK, REFER TO THE PROPER BODY DIAGNOSTIC PROCEDURES MANUAL TO PROPERLY DIAGNOSE AND REPAIR.

2. REFER TO THE FUEL SECTION OF THE SERVICE MANUAL FOR THE FUEL LEVEL SENDING UNIT TEST PROCEDURE. TEST UNIT. IF OK, LOOK FOR ANOTHER POSSIBLE CAUSE FOR FUEL GAUGE FAILURE. IF NOT OK, REPAIR SENDING UNIT.

2. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND CHECK FOR FAULT CODES.

• IF THE POINTER MOVES DURING TEST BUT STILL APPEARS ERRATIC, REPLACE CLUSTER ASSEMBLY.

1. PERFORM CLUSTER SELF-DIAGNOSTIC TEST. IF POINTER IS ACCURATE TO THE CALIBRATION POINTS LOOK FOR ANOTHER POSSIBLE CAUSE OF FAILURE. IF POINTER IS INACCURATE TO THE CALIBRATION POINTS, REPLACE CLUSTER ASSEMBLY.

2. REFER TO THE FUEL SECTION OF THE SERVICE MANUAL FOR TESTING AND REPAIR PROCEDURE.

CONDITION POSSIBLE CAUSES CORRECTION

NO POINTER MOVEMENT.

TEMPERATURE GAUGE DIAGNOSIS

1. INTERNAL CLUSTER FAILURE.

2. NO PCI TEMPERATURE MESSAGE OR COLD PCI BUS MESSAGE FROM THE POWERTRAIN CONTROL MODULE.

1. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND CHECK.

• IF TEMPERATURE GAUGE POINTER MOVES TO CALIBRATION POINTS, LOOK FOR ANOTHER POSSIBLE CAUSE OF FAILURE.

• IF THE POINTER DOESN’T MOVE DURING TEST, VERIFY POWER AND GROUND ARE BEING PROVIDED TO THE CLUSTER. IF YES, REPLACE CLUSTER. IF NO, DETERMINE CAUSE OF NO POWER OR NO GROUND.

2.A. CHECK PCM FAULT CODES USING A DRB IIIT SCAN TOOL. IF THERE ARE NO FAULTS, GO TO STEP 2.B. IF THERE ARE FAULTS, REFER TO THE PROPER POWERTRAIN DIAGNOSTIC PROCEDURES MANUAL TO PROPERLY DIAGNOSE AND REPAIR.

2.B. REFER TO FUEL, COOLANT TEMPERATURE SENSOR, DIAGNOSIS AND TESTING. REPAIR SENSOR AS NEEDED.

RS INSTRUMENT CLUSTER 8J-9

INSTRUMENT CLUSTER (Continued)

CONDITION POSSIBLE CAUSES CORRECTION

ERRATIC POINTER MOVEMENT.

TEMPERATURE GAUGE INACCURATE.

1. BAD PCI BUS MESSAGE FROM THE POWERTRAIN CONTROL MODULE.

2. INTERNAL CLUSTER FAILURE.

1. TEMPERATURE GAUGE OUT OF CALIBRATION.

2. COOLANT SENSOR OUT OF CALIBRATION.

1.A. CHECK PCM FAULT CODES USING A DRB IIIT SCAN TOOL. IF THERE ARE NO FAULTS, GO TO STEP 1.B. IF THERE ARE FAULTS, REFER TO THE PROPER POWERTRAIN DIAGNOSTIC PROCEDURES MANUAL TO PROPERLY DIAGNOSE AND REPAIR.

1.B. REFER TO FUEL, COOLANT TEMPERATURE SENSOR, DIAGNOSIS AND TESTING. REPAIR SENSOR AS NEEDED.

2. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND CHECK FOR FAULT CODES.

• IF THE POINTER MOVES DURING TEST BUT STILL APPEARS ERRATIC, REPLACE CLUSTER ASSEMBLY.

1. PERFORM CLUSTER SELF-DIAGNOSTIC TEST.

• IF POINTER IS ACCURATE TO THE CALIBRATION POINTS LOOK FOR ANOTHER POSSIBLE CAUSE OF FAILURE.

• IF POINTER IS INACCURATE TO THE CALIBRATION POINTS, REPLACE CLUSTER ASSEMBLY.

2. REFER TO FUEL, COOLANT TEMPERATURE SENSOR FOR TEST AND REPAIR PROCEDURE.

ODOMETER DIAGNOSIS

CONDITION POSSIBLE CAUSES CORRECTION

NO DISPLAY. 1. NO PCI BUS

ODOMETER MESSAGE FROM BCM.

2. INTERNAL CLUSTER FAILURE.

1. USE A DRB IIIT SCAN TOOL TO CHECK THE BCM. REFER TO THE PROPER BODY DIAGNOSTIC PROCEDURES MANUAL TO PROPERLY DIAGNOSE AND REPAIR.

2. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND CHECK FOR FAULT CODES.

• IF ODOMETER PASSES THE SEGMENT CHECK, LOOK FOR ANOTHER POSSIBLE CAUSE OF FAILURE. IF IT FAILS VERIFY POWER AND GROUND ARE BEING PROVIDED TO THE CLUSTER. IF YES, REPLACE CLUSTER. IF NO, DETERMINE CAUSE OF NO POWER OR GROUND.

8J - 10 INSTRUMENT CLUSTER RS

INSTRUMENT CLUSTER (Continued)

CONDITION POSSIBLE CAUSES CORRECTION

ERRATIC DISPLAY 1. INTERNAL CLUSTER

FAILURE.

2. BAD PCI BUS MESSAGE FROM THE BCM.

ODOMETER WON’T GO INTO TRIP MODE.

TRIP ODOMETER WON’T RESET.

TRIP SWITCH DOESN’T WORK.

RESET SWITCH DOESN’T WORK.

1. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND CHECK FOR FAULT CODES.

• IF ODOMETER PASSES THE SEGMENT TEST, FAILURE MAY NOT BE IN THE CLUSTER. LOOK FOR ANOTHER POSSIBLE CAUSE OF FAILURE.

2. VERIFY GOOD POWER AND GROUND CONNECTIONS. IF CONNECTIONS ARE GOOD AND NO OTHER PROBLEMS ARE FOUND, REPLACE CLUSTER ASSEMBLY.

2. USE A DRB IIIT SCAN TOOL TO CHECK THE BCM. REFER TO THE PROPER BODY DIAGNOSTIC PROCEDURES MANUAL TO PROPERLY DIAGNOSE AND REPAIR.

IF CLUSTER WILL NOT GO INTO SELF DIAGNOSTIC MODE AND CANNOT TOGGLE BETWEEN ODOMETER AND TRIP ODOMETER, REPLACE CLUSTER.

IF CLUSTER WILL NOT GO INTO SELF DIAGNOSTIC MODE AND TRIP ODOMETER WILL NOT RESET, REPLACE CLUSTER.

ELECTRONIC GEAR INDICATOR DISPLAY DIAGNOSIS

CONDITION POSSIBLE CAUSES CORRECTION

NO DISPLAY. 1. INTERNAL CLUSTER

FAILURE.

ERRATIC DISPLAY. 1. INTERNAL CLUSTER

FAILURE.

2. BAD PCI BUS MESSAGE FROM THE TCM.

1. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND CHECK FOR FAULT CODES.

• IF PRND3L (PRND1234 IF AUTOSTICK EQUIPPED) PASSES THE SEGMENT CHECK, THEN FAILURE MAY NOT BE IN THE CLUSTER. LOOK FOR ANOTHER POSSIBLE CAUSE OF FAILURE. IF IT FAILS, REPLACE CLUSTER ASSEMBLY.

1. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND CHECK FOR FAULT CODES.

• IF PRND3L (PRND1234 IF AUTOSTICK EQUIPPED) PASSES THE SEGMENT CHECK, THEN FAILURE MAY NOT BE IN THE CLUSTER. LOOK FOR ANOTHER POSSIBLE CAUSE OF FAILURE.

2. USE A DRB IIIT SCAN TOOL TO CHECK THE TCM. REFER TO THE PROPER TRANSMISSION DIAGNOSTIC PROCEDURES MANUAL TO PROPERLY DIAGNOSE AND REPAIR.

RS INSTRUMENT CLUSTER 8J-11

INSTRUMENT CLUSTER (Continued)

CONDITION POSSIBLE CAUSES CORRECTION

ALL SEGMENTS ARE ON. 1. NO PCI BUS

MESSAGE FROM THE TCM.

MECHANICAL TRANSMISSION RANGE INDICATOR (PRND21) DIAGNOSIS

CONDITION POSSIBLE CAUSES CORRECTION

INDICATOR DOES NOT SHOW PROPER GEAR OR NO INDICATION.

INDICATOR DOES NOT FOLLOW GEAR SHIFT LEVER.

INDICATOR DOES NOT MAKE FULL TRAVEL (“P” < > “1”).

MIS-ADJUSTED. 1.A. VERIFY TRANSMISSION SHIFT SYSTEM IS

NOT ATTACHED. 1.A. VERIFY INDICATOR CABLE CONNECTED TO

1. CABLE DISLODGED FROM ITS PATH ON THE INDICATOR BASE.

2. INCORRECT ATTACHMENT OF CABLE TO SHIFT LEVER PIN.

1.A. PERFORM CLUSTER SELF-DIAGNOSTIC TEST. IF PRND3L (PRND1234 IF AUTOSTICK EQUIPPED) PASSES TEST GO TO STEP 1.B. IF PRND3L (PRND1234 IF AUTOSTICK EQUIPPED) FAILS TEST, REPLACE CLUSTER ASSEMBLY.

1.B. CHECK THE TCM USING A DRB IIIT SCAN TOOL. REFER TO THE PROPER TRANSMISSION DIAGNOSTIC PROCEDURES MANUAL TO PROPERLY DIAGNOSE AND REPAIR.

CORRECTLY ADJUSTED.

1.B. VERIFY CORRECT ROUTING AND ATTACHMENT OF PRNDL CABLE AND GUIDE TUBE.

1.C. RE-ADJUST PRNDL INDICATOR IN NEUTRAL USING ADJUSTER WHEEL BELOW STEERING COLUMN.

SHIFT LEVER PIN IN THE GROOVE.

1.B. VERIFY THAT THE INDICATOR CLIP IS SECURE, AND ATTACHED TO THE MOUNTING BRACKET. MAKE SURE THAT THE CLIP IS NOT BROKEN. IF THE CLIP IS BROKEN, REPLACE CLIP ON INDICATOR.

1. VERIFY CORRECT ATTACHMENT OF INDICATOR CABLE TO SHIFT LEVER PIN (UNDER HOOP OF TRANS. SHIFT CABLE) AND CLIP ONTO THE MOUNTING BRACKET.

2. VERIFY INDICATOR TRAVEL BY PULLING ON CABLE GENTLY OVER FULL TRAVEL RANGE. IF THERE IS STILL A PROBLEM, REMOVE CLUSTER TO ACCESS INDICATOR BASE AND CONFIRM CABLE PATH.

REMOVAL

WITH ELECTRONIC TRANSMISSION RANGE INDICATOR

(1) Disconnect and isolate the battery negative

cable.

(2) Remove Over Steering Column Bezel by lifting

it straight up with a firm pull.

(3) Remove the four cluster bezel attaching screws. (4) Tilt the steering column in the full down posi-

tion.

(5) Pull rearward on the cluster bezel and remove. (6) Remove the four screws holding instrument

cluster to instrument panel.

(7) Rotate top of cluster outward.

(8) Disconnect the cluster harness connector.

(9) Remove instrument cluster from instrument panel.

WITH MECHANICAL TRANSMISSION RANGE INDICATOR

(1) Disconnect and isolate the battery negative cable.

(2) Remove the lower steering column cover. Refer to Body, Instrument Panel, Lower Steering Column Cover, Removal.

8J - 12 INSTRUMENT CLUSTER RS

INSTRUMENT CLUSTER (Continued)

(3) Remove the plastic knee blocker reinforcement. Refer to Body, Instrument Panel, Knee Blocker Reinforcement, Removal.

(4) Disconnect the transmission range indicator cable end from shift lever by flexing the HOOP on the transmission shift cable rearward and slip the indicator cable loop off the lever pin.

(5) Disconnect the clip holding the indicator cable to the mounting bracket.

(6) Remove Over Steering Column Bezel by lifting it straight up with a firm pull.

(7) Remove the four bezel attaching screws.

(8) Tilt the steering column in the full down position.

(9) Pull rearward on the cluster bezel and remove.

(10) Remove the four cluster attaching screws.

(11) Rotate top of the cluster rearward.

(12) Disconnect the cluster harness connector.

(13) Remove the instrument cluster carefully while guiding the range indicator cable and guide tube through the opening to avoid any damage.

INSTALLATION

WITH ELECTRONIC TRANSMISSION RANGE INDICATOR

(1) Connect the instrument cluster wire connector.

(2) Rotate top of cluster inward as placing into instrument panel opening.

(3) Install the four screws holding instrument cluster to instrument panel.

(4) Position cluster bezel into place.

(5) Install the four bezel attaching screws.

(6) Install the Over Steering Column Bezel by firmly snapping into place.

(7) Connect the battery negative cable.

WITH MECHANICAL TRANSMISSION RANGE INDICATOR

(1) Guide the range indicator cable and guide tube through the opening of instrument panel.

(2) Connect the instrument cluster wire connector.

(3) Rotate top of cluster inward as placing into instrument panel opening.

(4) Install the four screws holding instrument cluster to instrument panel.

(5) Position cluster bezel into place.

(6) Install the four bezel attaching screws.

(7) Install the Over Steering Column Bezel by firmly snapping into place.

(8) Connect the clip holding the indicator cable to the mounting bracket.

(9) Connect the transmission range indicator cable end to the shift lever by flexing the HOOP on the transmission shift cable forward and slip the indicator cable loop on the lever pin.

(10) Install the plastic knee blocker reinforcement. Refer to Body, Instrument Panel, Knee Blocker Reinforcement, Installation.

(11) Install the lower steering column cover. Refer to Body, Instrument Panel, Lower Steering Column Cover, Installation.

(12) Connect the battery negative cable.

CLUSTER LENS

REMOVAL

(1) Remove the instrument cluster. Refer to Electrical, Instrument Cluster, Removal.

(2) Remove the screws holding the lens to the instrument cluster.

(3) Press down on the snap features of the lens and remove the lens from the cluster.

INSTALLATION

(1) Insert the lens snap features into the cluster.

(2) Install the screws holding the lens to the instrument cluster.

(3) Install the instrument cluster. Refer to Electrical, Instrument Cluster, Installation.

MECHANICAL TRANSMISSION RANGE INDICATOR

REMOVAL

(1) Remove the instrument cluster and disconnect the range indicator cable at both attaching points. Refer to Electrical, Instrument Cluster, Removal.

(2) From the backside of the cluster, remove two screws holding the mechanical transmission range indicator and then remove it fromt instrument cluster.

INSTALLATION

(1) Insert the mechanical transmission range indicator into the backside of the instrument cluster and install the two screws.

(2) Install the instrument cluster. Refer to Electrical, Instrument Cluster, Installation.

RS INSTRUMENT CLUSTER 8J-13

RED BRAKE WARNING INDICATOR

DESCRIPTION

The red BRAKE warning indicator (lamp) is located in the instrument panel cluster and is used to indicate a low brake fluid condition or that the parking brake is applied. In addition, the brake warning indicator is turned on as a bulb check by the ignition switch every time the ignition switch is placed in the crank position.

OPERATION

The red BRAKE warning indicator (lamp) is supplied a 12-volt ignition feed anytime the ignition switch is on. The bulb is then illuminated by completing the ground circuit either through the switch on the parking brake lever, the brake fluid level switch in the master cylinder reservoir, or the ignition switch when it is placed in the crank position.

RS ENGINE SYSTEMS 8F-1

ENGINE SYSTEMS

TABLE OF CONTENTS

page page

BATTERY SYSTEM ......................... 1

CHARGING .............................. 21

BATTERY SYSTEM

TABLE OF CONTENTS

page page

BATTERY SYSTEM

DESCRIPTION ..........................1

OPERATION ............................2

DIAGNOSIS AND TESTING - BATTERY

SYSTEM .............................2

CLEANING .............................5

INSPECTION ...........................5

SPECIFICATIONS ........................6

SPECIAL TOOLS

BATTERY SYSTEM SPECIAL TOOLS .......7

BATTERY

DESCRIPTION ..........................7

OPERATION ............................9

DIAGNOSIS AND TESTING - BATTERY .......9

STANDARD PROCEDURE

STANDARD PROCEDURE - SPIRAL PLATE

BATTERY CHARGING ..................10

STANDARD PROCEDURE -

CONVENTIONAL BATTERY CHARGING.....11

STANDARD PROCEDURE - OPEN-CIRCUIT

VOLTAGE TEST .......................13

STANDARD PROCEDURE - IGNITION-OFF

DRAW TEST .........................13

STANDARD PROCEDURE - CHECKING

BATTERY ELECTROLYTE LEVEL .........14

STARTING............................... 28

REMOVAL - BATTERY ...................14

INSTALLATION .........................15

BATTERY HOLDDOWN

DESCRIPTION .........................15

OPERATION ...........................15

REMOVAL .............................15

INSTALLATION .........................16

BATTERY CABLES

DESCRIPTION .........................16

OPERATION ...........................16

DIAGNOSIS AND TESTING - BATTERY CABLE . 16

REMOVAL .............................18

INSTALLATION .........................18

BATTERY TRAY

DESCRIPTION .........................18

OPERATION ...........................19

REMOVAL .............................19

INSTALLATION .........................19

THERMOWRAP

DESCRIPTION .........................19

OPERATION ...........................20

REMOVAL .............................20

INSTALLATION .........................20

BATTERY SYSTEM

DESCRIPTION

A single 12-volt battery system is standard factoryinstalled equipment on this model. All of the components of the battery system are located within the engine compartment of the vehicle. The service information for the battery system in this vehicle covers

the following related components, which are covered in further detail elsewhere in this service manual:

• Battery - The storage battery provides a reli- able means of storing a renewable source of electrical energy within the vehicle.

• Battery Cable - The battery cables connect the battery terminal posts to the vehicle electrical system.

8F - 2 BATTERY SYSTEM RS

BATTERY SYSTEM (Continued)

• Battery Holddown - The battery holddown hardware secures the battery in the battery tray in the engine compartment.

• Battery Thermowrap - The battery ther- mowarp insulates the battery to protect it from engine compartment temperature extremes.

• Battery Tray - The battery tray provides a secure mounting location in the vehicle for the battery and an anchor point for the battery holddown hardware.

For battery system maintenance schedules and jump starting procedures, see the owner’s manual in the vehicle glove box. Optionally, refer to Lubrication and Maintenance for the recommended battery maintenance schedules and for the proper battery jump starting procedures. While battery charging can be considered a maintenance procedure, the battery charging procedures and related information are located in the standard procedures section of this service manual. This was done because the battery must be fully-charged before any battery system diagnosis or testing procedures can be performed. Refer to Standard procedures for the proper battery charging procedures.

OPERATION

The battery system is designed to provide a safe, efficient, reliable and mobile means of delivering and storing electrical energy. This electrical energy is required to operate the engine starting system, as well as to operate many of the other vehicle accessory systems for limited durations while the engine and/or the charging system are not operating. The battery system is also designed to provide a reserve of electrical energy to supplement the charging system for short durations while the engine is running and the electrical current demands of the vehicle exceed the output of the charging system. In addition to delivering, and storing electrical energy for the vehicle, the battery system serves as a capacitor and voltage stabilizer for the vehicle electrical system. It absorbs most abnormal or transient voltages caused by the switching of any of the electrical components or circuits in the vehicle.

DIAGNOSIS AND TESTING - BATTERY SYSTEM

The battery, starting, and charging systems in the vehicle operate with one another and must be tested as a complete system. In order for the engine to start and the battery to maintain its charge properly, all of the components that are used in these systems must perform within specifications. It is important that the battery, starting, and charging systems be thoroughly tested and inspected any time a battery needs to be charged or replaced. The cause of abnormal battery discharge, overcharging or early battery failure must be diagnosed and corrected before a battery is replaced and before a vehicle is returned to service. The service information for these systems has been separated within this service manual to make it easier to locate the specific information you are seeking. However, when attempting to diagnose any of these systems, it is important that you keep their interdependency in mind.

The diagnostic procedures used for the battery, starting, and charging systems include the most basic conventional diagnostic methods, to the more sophisticated On-Board Diagnostics (OBD) built into the Powertrain Control Module (PCM). Use of an induction-type milliampere ammeter, a volt/ohmmeter, a battery charger, a carbon pile rheostat (load tester) and a 12-volt test lamp may be required. All OBD-sensed systems are monitored by the PCM. Each monitored circuit is assigned a Diagnostic Trouble Code (DTC). The PCM will store a DTC in electronic memory for any failure it detects. Refer to Charging System for the proper charging system onboard diagnostic test procedures.

MICRO 420 ELECTRICAL SYSTEM TESTER

The Micro 420 automotive battery system tester is designed to help the dealership technicians diagnose the cause of a defective battery. Follow the instruction manual supplied with the tester to properly diagnose a vehicle. If the instruction manual is not available refer to the standard procedure in this section, which includes the directions for using the Micro 420 electrical system tester.

RS BATTERY SYSTEM 8F-3

BATTERY SYSTEM (Continued)

BATTERY SYSTEM DIAGNOSIS

CONDITION POSSIBLE CAUSES CORRECTION

THE BATTERY SEEMS WEAK OR DEAD WHEN ATTEMPTING TO START THE ENGINE.

1. The electrical system ignition-off draw is excessive.

2. The charging system is faulty.

3. The battery is discharged. 3. Determine the battery state-of-charge using the

4. The battery terminal connections are loose or corroded.

5. The battery has an incorrect size or rating for this vehicle.

6. The battery is faulty. 6. Test the battery using the Micro 420 battery

7. The starting system is faulty.

8. The battery is physically damaged.

1. Refer to the IGNITION-OFF DRAW TEST Standard Procedure for the proper test procedures. Repair the excessive ignition-off draw, as required.

2. Determine if the charging system is performing to specifications. Refer to Charging System for additional charging system diagnosis and testing procedures. Repair the faulty charging system, as required.

Micro 420 battery tester. Refer to the Standard Procedures in this section for additional test procedures. Charge the faulty battery, as required.

4. Refer to Battery Cables for the proper battery cable diagnosis and testing procedures. Clean and tighten the battery terminal connections, as required.

5. Refer to Battery System Specifications for the proper size and rating. Replace an incorrect battery, as required.

tester. Refer to the Standard Procedures in this section for additional test procedures. Replace the faulty battery, as required.

7. Determine if the starting system is performing to specifications. Refer to Starting System for the proper starting system diagnosis and testing procedures. Repair the faulty starting system, as required.

8. Inspect the battery for loose terminal posts or a cracked and leaking case. Replace the damaged battery, as required.

8F - 4 BATTERY SYSTEM RS

BATTERY SYSTEM (Continued)

BATTERY SYSTEM DIAGNOSIS

CONDITION POSSIBLE CAUSES CORRECTION

THE BATTERY STATE OF CHARGE CANNOT BE MAINTAINED.

1. The battery has an incorrect size or rating for this vehicle.

2. The battery terminal connections are loose or corroded.

3. The electrical system ignition-off draw is excessive.

4. The battery is faulty. 4. Test the battery using the Micro 420 battery

5. The starting system is faulty.

6. The charging system is faulty.

7. Electrical loads exceed the output of the charging system.

8. Slow driving or prolonged idling with high-amperage draw loads in use.

1. Refer to Battery System Specifications for the proper specifications. Replace an incorrect battery, as required.

2. Refer to Battery Cable for the proper cable diagnosis and testing procedures. Clean and tighten the battery terminal connections, as required.

3. Refer to the IGNITION-OFF DRAW TEST Standard Procedure for the proper test procedures. Repair the faulty electrical system, as required.

tester. Refer to Standard Procedures for additional test procedures. Replace the faulty battery, as required.

5. Determine if the starting system is performing to specifications. Refer to Starting System for the proper starting system diagnosis and testing procedures. Repair the faulty starting system, as required.

6. Determine if the charging system is performing to specifications. Refer to Charging System for charging system diagnosis and testing procedures. Repair the faulty charging system, as required.

7. Inspect the vehicle for aftermarket electrical equipment which might cause excessive electrical loads.

8. Advise the vehicle operator, as required.

THE BATTERY WILL NOT ACCEPT A CHARGE.

1. The battery is faulty. 1. Test the battery using the Micro 420 battery

ABNORMAL BATTERY DISCHARGING

Any of the following conditions can result in abnor-

mal battery discharging:

1. A faulty or incorrect charging system component. Refer to Charging System for additional charging system diagnosis and testing procedures.

2. A faulty or incorrect battery. Use Micro 420 tester and refer to Battery System for additional battery diagnosis and testing procedures.

3. A faulty circuit or component causing excessive ignition-off draw.

4. Electrical loads that exceed the output of the charging system. This can be due to equipment

tester.. Charge or replace the faulty battery, as required.

installed after manufacture, or repeated short trip use.

5. A faulty or incorrect starting system component. Refer to Starting System for the proper starting system diagnosis and testing procedures.

6. Corroded or loose battery posts and/or terminal clamps.

7. Slow driving speeds (heavy traffic conditions) or prolonged idling, with high-amperage draw loads in use.

RS BATTERY SYSTEM 8F-5

BATTERY SYSTEM (Continued)

CLEANING

The following information details the recommended cleaning procedures for the battery and related components. In addition to the maintenance schedules found in this service manual and the owner’s manual, it is recommended that these procedures be performed any time the battery or related components must be removed for vehicle service.

(1) Clean the battery cable terminal clamps of all corrosion. Remove any corrosion using a wire brush or a post and terminal cleaning tool, and a sodium bicarbonate (baking soda) and warm water cleaning solution (Fig. 1).

Fig. 1 Clean Battery Cable Terminal Clamp - Typical

1 - TERMINAL BRUSH 2 - BATTERY CABLE

(2) Clean the battery tray and battery holddown hardware of all corrosion. Remove any corrosion using a wire brush and a sodium bicarbonate (baking soda) and warm water cleaning solution. Paint any exposed bare metal.

(3) If the removed battery is to be reinstalled, clean the outside of the battery case and the top cover with a sodium bicarbonate (baking soda) and warm water cleaning solution using a stiff bristle parts cleaning brush to remove any acid film (Fig. 2). Rinse the battery with clean water. Ensure that the cleaning solution does not enter the battery cells through the vent holes. If the battery is being replaced, refer to Battery System Specifications for the factory-installed battery specifications. Confirm that the replacement battery is the correct size and has the correct ratings for the vehicle.

Fig. 2 Clean Battery - Typical

1 - CLEANING BRUSH 2 - WARM WATER AND BAKING SODA SOLUTION 3 - BATTERY

(4) Clean the battery thermowrap with a sodium bicarbonate (baking soda) and warm water cleaning solution using a soft bristle parts cleaning brush to remove any acid film.

(5) Clean any corrosion from the battery terminal posts with a wire brush or a post and terminal cleaner, and a sodium bicarbonate (baking soda) and warm water cleaning solution (Fig. 3).

INSPECTION

The following information details the recommended inspection procedures for the battery and related components. In addition to the maintenance schedules found in this service manual and the owner’s manual, it is recommended that these procedures be performed any time the battery or related components must be removed for vehicle service.

(1) Inspect the battery cable terminal clamps for damage. Replace any battery cable that has a damaged or deformed terminal clamp.

(2) Inspect the battery tray and battery holddown hardware for damage. Replace any damaged parts.

(3) Slide the thermowrap off of the battery case. Inspect the battery case for cracks or other damage that could result in electrolyte leaks. Also, check the battery terminal posts for looseness. Batteries with damaged cases or loose terminal posts must be replaced.

8F - 6 BATTERY SYSTEM RS

BATTERY SYSTEM (Continued)

SPECIFICATIONS

The battery Group Size number, the Cold Cranking Amperage (CCA) rating, and the Reserve Capacity (RC) rating or Ampere-Hours (AH) rating can be found on the original equipment battery label. Be certain that a replacement battery has the correct Group Size number, as well as CCA, and RC or AH ratings that equal or exceed the original equipment specification for the vehicle being serviced. Battery sizes and ratings are discussed in more detail below.

• Group Size - The outside dimensions and ter- minal placement of the battery conform to standards established by the Battery Council International (BCI). Each battery is assigned a BCI Group Size number to help identify a correctly-sized replacement.

• Cold Cranking Amperage - The Cold Crank- ing Amperage (CCA) rating specifies how much current (in amperes) the battery can deliver for thirty seconds at -18° C (0° F). Terminal voltage must not fall below 7.2 volts during or after the thirty second

Fig. 3 Clean Battery Terminal Post - Typical

1 - TERMINAL BRUSH 2 - BATTERY CABLE 3 - BATTERY

(4) Inspect the battery thermowrap for tears, cracks, deformation or other damage. Replace any battery thermal guard that has been damaged.

(5) Inspect the battery built-in test indicator sight glass(if equipped) for an indication of the battery condition. If the battery is discharged, charge as required. Refer to Standard Procedures for the proper battery built-in indicator test procedures. Also refer to Standard Procedures for the proper battery charging procedures.

discharge period. The CCA required is generally higher as engine displacement increases, depending also upon the starter current draw requirements.

• Reserve Capacity - The Reserve Capacity (RC) rating specifies the time (in minutes) it takes for battery terminal voltage to fall below 10.5 volts, at a discharge rate of 25 amperes. RC is determined with the battery fully-charged at 26.7° C (80° F). This rating estimates how long the battery might last after a charging system failure, under minimum electrical load.

• Ampere-Hours - The Ampere-Hours (AH) rat- ing specifies the current (in amperes) that a battery can deliver steadily for twenty hours, with the voltage in the battery not falling below 10.5 volts. This rating is also sometimes identified as the twentyhour discharge rating.

BATTERY CLASSIFICATIONS & RATINGS

Part Number

4686158AB 34 500 110 Minutes 60 250 4727159AB 34 600 120 Minutes 66 300 4727242AB DIN H6 600 120 Minutes 66 300 5033235AA 34 700 95 Minutes 48 350

BCI Group Size

Classification

Cold Cranking

Amperage

Reserve

Capacity

Ampere -

Hours

Load Test

Amperage

RS BATTERY SYSTEM 8F-7

BATTERY SYSTEM (Continued)

SPECIAL TOOLS

BATTERY SYSTEM SPECIAL TOOLS

MICRO 420 BATTERY TESTER

BATTERY

DESCRIPTION

There are three different batteries available on this model. Vehicles equipped with a diesel engine utilize a spiral wound plate designed battery with recombination technology. This is a maintenance-free battery that is capable of delivering more power than a conventional battery. This additional power is required by a diesel engine during cold cranking. Vehicles equipped with a gasoline engine utilize a conventional battery. Refer to the following information for detailed differences and descriptions of these batteries.

SPIRAL PLATE BATTERY - DIESEL ENGINE

Spiral plate technology takes the elements of traditional batteries - lead and sulfuric acid - to the next level. By tightly winding layers of spiral grids and acid-permeated vitreous separators into cells, the manufacturer has developed a battery with more power and service life than conventional batteries the same size. The spiral plate battery is completely, permanently sealed. Through gas recombination, hydrogen and oxygen within the battery are captured

Fig. 4 MAINTENANCE-FREE DIESEL ENGINE

BATTERY

during normal charging and reunited to form the water within the electrolyte, eliminating the need to add distilled water. Therefore, these batteries have non-removable battery vent caps (Fig. 4). Water can- not be added to this battery.

The acid inside an spiral plate battery is bound within the vitreous separators, ending the threat of acid leaks. This feature allows the battery to be installed in any position anywhere in the vehicle.

Spiral plate technology is the process by which the plates holding the active material in the battery are wound tightly in coils instead of hanging flat, like conventional batteries. This design has a lower internal resistance and also increases the active material surface area.

WARNING: NEVER EXCEED 14.4 VOLTS WHEN CHARGING A SPIRAL PLATE BATTERY. PERSONAL INJURY AND/OR BATTERY DAMAGE MAY RESULT.

Due to the maintanance-free design, distilled water cannot be added to this battery. Therefore, if more than 14.4 volts are used during the spiral plate battery charging process, water vapor can be exhausted through the pressure-sensitive battery vents and lost for good. This can permanently damage the spiral plate battery. Never exceed 14.4 volts when charging a spiral plate battery. Personal injury and/or battery damage may result.

8F - 8 BATTERY SYSTEM RS

BATTERY (Continued)

CONVENTIONAL BATTERY - GASOLINE ENGINE

Fig. 6 Maintenance-Free Battery

1 - POSITIVE POST 2 - VENT 3 - CELL CAP 4 - VENT 5 - CELL CAP 6 - VENT 7 - NEGATIVE POST

Fig. 5 BATTERY CELL CAP REMOVAL/

INSTALLATION - LOW-MAINTANANCE GASOLINE

ENGINE BATTERY

1 - BATTERY CELL CAP 2 - BATTERY CASE

Low-maintenance batteries are used on vehicles equipped with a gasoline engine, these batteries have removable battery cell caps (Fig. 5). Water can be added to this battery. Under normal service, the composition of this battery reduces gassing and water loss at normal charge rates. However these batteries may require additional distilled water after years of service.

Maintenance-free batteries are standard factory-installed equipment on this model. Male post type terminals made of a soft lead material protrude from the top of the molded plastic battery case (Fig. 6)to provide the means for connecting the battery to the vehicle electrical system. The battery positive terminal post is visibly larger in diameter than the negative terminal post, for easy identification. The letters POS and NEG are also molded into the top of the battery case adjacent to their respective positive and negative terminal posts for additional identification confirmation.

This battery is designed to provide a safe, efficient and reliable means of storing electrical energy in a chemical form. This means of energy storage allows the battery to produce the electrical energy required to operate the engine starting system, as well as to operate many of the other vehicle accessory systems

8 - INDICATOR EYE (if equipped) 9 - ELECTROLYTE LEVEL 10 - PLATE GROUPS 11 - MAINTENANCE-FREE BATTERY

for limited durations while the engine and/or the charging system are not operating. The battery is made up of six individual cells that are connected in series. Each cell contains positively charged plate groups that are connected with lead straps to the positive terminal post, and negatively charged plate groups that are connected with lead straps to the negative terminal post. Each plate consists of a stiff mesh framework or grid coated with lead dioxide (positive plate) or sponge lead (negative plate). Insulators or plate separators made of a non-conductive material are inserted between the positive and negative plates to prevent them from contacting or shorting against one another. These dissimilar metal plates are submerged in a sulfuric acid and water solution called an electrolyte.

Some factory-installed batteries have a built-in test indicator (hydrometer). The color visible in the sight glass of the indicator will reveal the battery condition. For more information on the use of the built-in test indicator, refer to Standard Procedures The chemical composition of the metal coated plates within the low-maintenance battery reduces battery gassing and water loss, at normal charge and discharge rates. Therefore, the battery should not require additional water in normal service. If the electrolyte level in this battery does become low, distilled water must be added. However, rapid loss of

RS BATTERY SYSTEM 8F-9

BATTERY (Continued)

electrolyte can be caused by an overcharging condition. Be certain to diagnose the charging system after replenishing the water in the battery for a low electrolyte condition and before returning the vehicle to service. Refer to Charging System for additional information.

The battery Group Size number, the Cold Cranking Amperage (CCA) rating, and the Reserve Capacity (RC) rating or Ampere-Hours (AH) rating can be found on the original equipment battery label. Be certain that a replacement battery has the correct Group Size number, as well as CCA, and RC or AH ratings that equal or exceed the original equipment specification for the vehicle being serviced. Refer to Battery Specifications in this group for the location of the proper factory-installed battery specifications.

OPERATION

The battery is designed to store electrical energy in a chemical form. When an electrical load is applied to the terminals of the battery, an electrochemical reaction occurs. This reaction causes the battery to discharge electrical current from its terminals. As the battery discharges, a gradual chemical change takes place within each cell. The sulfuric acid in the electrolyte combines with the plate materials, causing both plates to slowly change to lead sulfate. At the same time, oxygen from the positive plate material combines with hydrogen from the sulfuric acid, causing the electrolyte to become mainly water. The chemical changes within the battery are caused by the movement of excess or free electrons between the positive and negative plate groups. This movement of electrons produces a flow of electrical current through the load device attached to the battery terminals.

As the plate materials become more similar chemically, and the electrolyte becomes less acid, the voltage potential of each cell is reduced. However, by charging the battery with a voltage higher than that of the battery itself, the battery discharging process is reversed. Charging the battery gradually changes the sulfated lead plates back into sponge lead and lead dioxide, and the water back into sulfuric acid. This action restores the difference in the electron charges deposited on the plates, and the voltage potential of the battery cells. For a battery to remain useful, it must be able to produce high-amperage current over an extended period. A battery must also be able to accept a charge, so that its voltage potential may be restored.

The battery is vented to release excess hydrogen gas that is created when the battery is being charged or discharged. However, even with these vents, hydrogen gas can collect in or around the battery. If

hydrogen gas is exposed to flame or sparks, it may ignite. If the electrolyte level is low, the battery may arc internally and explode. If the battery is equipped with removable cell caps, add distilled water whenever the electrolyte level is below the top of the plates. If the battery cell caps cannot be removed, the battery must be replaced if the electrolyte level becomes low.

DIAGNOSIS AND TESTING - BATTERY

The battery must be completely charged and the terminals should be properly cleaned and inspected before diagnostic procedures are performed. Refer to Battery System Cleaning for the proper cleaning procedures, and Battery System Inspection for the proper battery inspection procedures. Refer to Standard Procedures for the proper battery charging procedures.

MICRO 420 ELECTRICAL SYSTEM TESTER

The Micro420 automotive battery tester is designed to help the dealership technicians diagnose the cause of a defective battery. Follow the instruction manual supplied with the tester to properly diagnose a vehicle. If the instruction manual is not available refer to the standard procedure in this section, which includes the directions for using the Micro420 electrical system tester.

WARNING: IF THE BATTERY SHOWS SIGNS OF FREEZING, LEAKING OR LOOSE POSTS, DO NOT TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY MAY ARC INTERNALLY AND EXPLODE. PERSONAL INJURY AND/OR VEHICLE DAMAGE MAY RESULT.

WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN AND AROUND THE BATTERY. DO NOT SMOKE, USE FLAME, OR CREATE SPARKS NEAR THE BATTERY. PERSONAL INJURY AND/OR VEHICLE DAMAGE MAY RESULT.

WARNING: THE BATTERY CONTAINS SULFURIC ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID CONTACT WITH THE SKIN, EYES, OR CLOTHING. IN THE EVENT OF CONTACT, FLUSH WITH WATER AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT OF THE REACH OF CHILDREN.

A battery that will not accept a charge is faulty, and must be replaced. Further testing is not required. A fully-charged battery must be load tested to determine its cranking capacity. A battery that is fully-charged, but does not pass the load test, is faulty and must be replaced.

8F - 10 BATTERY SYSTEM RS

BATTERY (Continued)

NOTE: Completely discharged batteries may take several hours to accept a charge. Refer to Standard Procedures for the proper battery charging procedures.

STANDARD PROCEDURE

STANDARD PROCEDURE - SPIRAL PLATE BATTERY CHARGING

Vehicles equipped with a diesel engine utilize a unique spiral plate battery. This battery has a maximum charging voltage that must be used in order to restore the battery to its full potential, failure to use the following spiral plate battery charging procedure could result in damage to the battery or personal injury.

Battery charging is the means by which the battery can be restored to its full voltage potential. A battery is fully-charged when:

• Micro 420 electrical system tester indicates bat-

tery is OK.

• Open-circuit voltage of the battery is 12.65 volts

or above.

• Battery passes Load Test multiple times.

tery System Inspection for the proper battery system inspection procedures.

CHARGING A COMPLETELY DISCHARGED BATTERY – SPIRAL PLATE BATTERY

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

(1) Measure the voltage at the battery posts with a voltmeter, accurate to 1/10 (0.10) volt (Fig. 7). If the reading is below ten volts, the battery charging current will be low. It could take some time before the battery accepts a current greater than a few milliamperes. Such low current may not be detectable on the ammeters built into many battery chargers.

WARNING: IF THE BATTERY SHOWS SIGNS OF FREEZING, LEAKING, LOOSE POSTS OR LOW ELECTROLYTE LEVEL, DO NOT TEST, ASSISTBOOST, OR CHARGE. THE BATTERY MAY ARC INTERNALLY AND EXPLODE. PERSONAL INJURY AND/OR VEHICLE DAMAGE MAY RESULT.

CAUTION: Always disconnect and isolate the battery negative cable before charging a battery. Do not exceed 14.4 volts while charging a battery.

CAUTION: The battery should not be hot to the touch. If the battery feels hot to the touch, turn off the charger and let the battery cool before continuing the charging operation. Damage to the battery may result.

After the battery has been charged to 12.6 volts or greater, perform a load test to determine the battery cranking capacity. Refer to Standard Procedures for the proper battery load test procedures. If the battery will endure a load test, return the battery to service. If the battery will not endure a load test, it is faulty and must be replaced.

Clean and inspect the battery hold downs, tray, terminals, posts, and top before completing battery service. Refer to Battery System Cleaning for the proper battery system cleaning procedures, and Bat-

Fig. 7 Voltmeter - Typical

(2) Disconnect and isolate the battery negative cable. Connect the battery charger leads. Some battery chargers are equipped with polarity-sensing circuitry. This circuitry protects the battery charger and the battery from being damaged if they are improperly connected. If the battery state-of-charge is too low for the polarity-sensing circuitry to detect, the battery charger will not operate. This makes it appear that the battery will not accept charging current. See the instructions provided by the manufacturer of the battery charger for details on how to bypass the polarity-sensing circuitry.

(3) Battery chargers vary in the amount of voltage and current they provide. The amount of time required for a battery to accept measurable charging current at various voltages is shown in the Charge Rate Table. If the charging current is still not measurable at the end of the charging time, the battery is faulty and must be replaced. If the charging current is measurable during the charging time, the battery may be good and the charging should be completed in the normal manner.

RS BATTERY SYSTEM 8F-11

BATTERY (Continued)

CHARGE RATE TABLE

Voltage Hours

14.4 volts maximum up to 4 hours

13.0 to 14 volts up to 8 hours

12.9 volts or less up to 16 hours

CHARGING TIME REQUIRED

The time required to charge a battery will vary,

depending upon the following factors:

• Battery Capacity - A completely discharged heavy-duty battery requires twice the charging time of a small capacity battery.

• 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 battery charger is connected to a cold battery, the current accepted by the battery will be very low at first. As the battery warms, it will accept a higher charging current rate (amperage).

• Charger Capacity - A battery charger that supplies only five amperes will require a longer charging time. A battery charger that supplies eight amperes will require a shorter charging time.

• State-Of-Charge - A completely discharged bat- tery requires more charging time than a partially discharged battery. Electrolyte is nearly pure water in a completely discharged battery. At first, the charging current (amperage) will be low. As the battery charges, the specific gravity of the electrolyte will gradually rise.

The Battery Charging Time Table gives an indication of the time required to charge a typical battery at room temperature based upon the battery state-ofcharge and the charger capacity.

BATTERY CHARGING TIME TABLE

Charging

Amperage

Open Circuit

Voltage

12.25 to 12.49 6 hours 3 hours

12.00 to 12.24 10 hours 5 hours

10.00 to 11.99 14 hours 7 hours Below 10.00 18 hours 9 hours

5 Amps 8 Amps Hours Charging @ 21°

C (70° F)

Battery charging is the means by which the battery can be restored to its full voltage potential. A battery is fully-charged when:

• Micro 420 electrical system tester indicates bat-

tery is OK.

• Three hydrometer tests, taken at one-hour intervals, indicate no increase in the temperature-corrected specific gravity of the battery electrolyte.

• Open-circuit voltage of the battery is 12.64 volts or above.

WARNING: IF THE BATTERY SHOWS SIGNS OF FREEZING, LEAKING, LOOSE POSTS, DO NOT TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY MAY ARC INTERNALLY AND EXPLODE. PERSONAL INJURY AND/OR VEHICLE DAMAGE MAY RESULT.

WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN AND AROUND THE BATTERY. DO NOT SMOKE, USE FLAME, OR CREATE SPARKS NEAR THE BATTERY. PERSONAL INJURY AND/OR VEHICLE DAMAGE MAY RESULT.

WARNING: THE BATTERY CONTAINS SULFURIC ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID CONTACT WITH THE SKIN, EYES, OR CLOTHING. IN THE EVENT OF CONTACT, FLUSH WITH WATER AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT OF THE REACH OF CHILDREN.

WARNING: IF THE BATTERY IS EQUIPPED WITH REMOVABLE CELL CAPS, BE CERTAIN THAT EACH OF THE CELL CAPS IS IN PLACE AND TIGHT BEFORE THE BATTERY IS RETURNED TO SERVICE. PERSONAL INJURY AND/OR VEHICLE DAMAGE MAY RESULT FROM LOOSE OR MISSING CELL CAPS.

CAUTION: Always disconnect and isolate the battery negative cable before charging a battery. Do not exceed sixteen volts while charging a battery. Damage to the vehicle electrical system components may result.

STANDARD PROCEDURE - CONVENTIONAL BATTERY CHARGING

Vehicles equipped with a diesel engine utilize a unique spiral plate battery. This battery has a maximum charging voltage that must be used in order to restore the battery to its full potential, failure to use the spiral plate battery charging procedure could result in damage to the battery or personal injury.

CAUTION: Battery electrolyte will bubble inside the battery case during normal battery charging. Electrolyte boiling or being discharged from the battery vents indicates a battery overcharging condition. Immediately reduce the charging rate or turn off the charger to evaluate the battery condition. Damage to the battery may result from overcharging.

8F - 12 BATTERY SYSTEM RS

BATTERY (Continued)

CAUTION: The battery should not be hot to the touch. If the battery feels hot to the touch, turn off the charger and let the battery cool before continuing the charging operation. Damage to the battery may result.

After the battery has been charged to 12.4 volts or greater, retest the battery with the micro 420 tester or perform a load test to determine the battery cranking capacity. Refer to Standard Procedures for the proper battery load test procedures. If the battery will endure a load test, return the battery to service. If the battery will not endure a load test, it is faulty and must be replaced.

Clean and inspect the battery hold downs, tray, terminals, posts, and top before completing battery service. Refer to Battery System Cleaning for the proper battery system cleaning procedures, and Battery System Inspection for the proper battery system inspection procedures.

CHARGING A COMPLETELY DISCHARGED BATTERY

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

(1) Measure the voltage at the battery posts with a voltmeter, accurate to 1/10 (0.10) volt (Fig. 8). If the reading is below ten volts, the battery charging current will be low. It could take some time before the battery accepts a current greater than a few milliamperes. Such low current may not be detectable on the ammeters built into many battery chargers.

Fig. 8 Voltmeter - Typical

(2) Disconnect and isolate the battery negative cable. Connect the battery charger leads. Some battery chargers are equipped with polarity-sensing circuitry. This circuitry protects the battery charger and the battery from being damaged if they are improperly connected. If the battery state-of-charge is too

low for the polarity-sensing circuitry to detect, the battery charger will not operate. This makes it appear that the battery will not accept charging current. See the instructions provided by the manufacturer of the battery charger for details on how to bypass the polarity-sensing circuitry.

(3) Battery chargers vary in the amount of voltage and current they provide. The amount of time required for a battery to accept measurable charging current at various voltages is shown in the Charge Rate Table. If the charging current is still not measurable at the end of the charging time, the battery is faulty and must be replaced. If the charging current is measurable during the charging time, the battery may be good and the charging should be completed in the normal manner.

CHARGE RATE TABLE

Voltage Hours

16.0 volts maximum up to 10 min.

14.0 to 15.9 volts up to 20 min.

13.9 volts or less up to 30 min.

CHARGING TIME REQUIRED

The time required to charge a battery will vary, depending upon the following factors:

• Battery Capacity - A completely discharged heavy-duty battery requires twice the charging time of a small capacity battery.

• 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 battery charger is connected to a cold battery, the current accepted by the battery will be very low at first. As the battery warms, it will accept a higher charging current rate (amperage).

• Charger Capacity - A battery charger that supplies only five amperes will require a longer charging time. A battery charger that supplies twenty amperes or more will require a shorter charging time.

• State-Of-Charge - A completely discharged bat- tery requires more charging time than a partially discharged battery. Electrolyte is nearly pure water in a completely discharged battery. At first, the charging current (amperage) will be low. As the battery charges, the specific gravity of the electrolyte will gradually rise.

The Conventional Battery Charging Time Table gives an indication of the time required to charge a typical battery at room temperature based upon the battery state-of-charge and the charger capacity.

RS BATTERY SYSTEM 8F-13

BATTERY (Continued)

CONVENTIONAL BATTERY CHARGING TIME TABLE

Charging

Amperage

Open Circuit

Voltage

12.25 to 12.49 6 hours 3 hours 1.5

12.00 to 12.24 10 hours 5 hours 2.5

10.00 to 11.99 14 hours 7 hours 3.5

Below 10.00 18 hours 9 hours 4.5

5 Amps

Hours Charging @ 21° C (70°

10

Amps

F)

20 Amps

hours

STANDARD PROCEDURE - OPEN-CIRCUIT VOLTAGE TEST

A battery open-circuit voltage (no load) test will show the approximate state-of-charge of a battery. This test can be used if no other battery tester is available.

Before proceeding with this test, completely charge the battery. Refer to Standard Procedures for the proper battery charging procedures.

(1) Before measuring the open-circuit voltage, the surface charge must be removed from the battery. Turn on the headlamps for fifteen seconds, then allow up to five minutes for the battery voltage to stabilize.

(2) Disconnect and isolate both battery cables, negative cable first.

(3) Using a voltmeter connected to the battery posts (see the instructions provided by the manufacturer of the voltmeter), measure the open-circuit voltage (Fig. 9).

Fig. 9 Testing Open-Circuit Voltage - Typical

See the Open-Circuit Voltage Table. This voltage reading will indicate the battery state-of-charge, but will not reveal its cranking capacity. If a battery has an open-circuit voltage reading of 12.4 volts or

greater, it may be load tested to reveal its cranking capacity. Refer to Standard Procedures for the proper battery load test procedures.

OPEN CIRCUIT VOLTAGE TABLE

Open Circuit Voltage Charge Percentage

11.7 volts or less 0%

12.0 volts 25%

12.2 volts 50%

12.45 volts 75%

12.65 volts or more 100%

STANDARD PROCEDURE - IGNITION-OFF DRAW TEST

The term Ignition-Off Draw (IOD) identifies a normal condition where power is being drained from the battery with the ignition switch in the Off position. A normal vehicle electrical system will draw from five to thirty-five milliamperes (0.015 to 0.025 ampere) with the ignition switch in the Off position, and all non-ignition controlled circuits in proper working order. Up to twenty-five milliamperes are needed to enable the memory functions for the Powertrain Control Module (PCM), digital clock, electronically tuned radio, and other modules which may vary with the vehicle equipment.

A vehicle that has not been operated for approximately twenty-one days, may discharge the battery to an inadequate level. When a vehicle will not be used for twenty-one days or more (stored), remove the IOD fuse from the Integrated Power Module (IPM). This will reduce battery discharging.

Excessive IOD can be caused by:

• Electrical items left on.

• Faulty or improperly adjusted switches.

• Faulty or shorted electronic modules and compo-

nents.

• An internally shorted generator.

• Intermittent shorts in the wiring.

If the IOD is over twenty-five milliamperes, the problem must be found and corrected before replacing a battery. In most cases, the battery can be charged and returned to service after the excessive IOD condition has been corrected.

(1) Verify that all electrical accessories are off. Turn off all lamps, remove the ignition key, and close all doors. If the vehicle is equipped with an illuminated entry system or an electronically tuned radio, allow the electronic timer function of these systems to automatically shut off (time out). This may take up to three minutes.

(2) Disconnect the battery negative cable.

(3) Set an electronic digital multi-meter to its highest amperage scale. Connect the multi-meter

8F - 14 BATTERY SYSTEM RS

BATTERY (Continued)

between the disconnected battery negative cable terminal clamp and the battery negative terminal post. Make sure that the doors remain closed so that the illuminated entry system is not activated. The multimeter amperage reading may remain high for up to three minutes, or may not give any reading at all while set in the highest amperage scale, depending upon the electrical equipment in the vehicle. The multi-meter leads must be securely clamped to the battery negative cable terminal clamp and the battery negative terminal post. If continuity between the battery negative terminal post and the negative cable terminal clamp is lost during any part of the IOD test, the electronic timer function will be activated and all of the tests will have to be repeated.

(4) After about three minutes, the high-amperage IOD reading on the multi-meter should become very low or nonexistent, depending upon the electrical equipment in the vehicle. If the amperage reading remains high, remove and replace each fuse or circuit breaker in the Integrated Power Module (IPM), one at a time until the amperage reading becomes very low, or nonexistent. Refer to the appropriate wiring information in this service manual for complete Integrated Power Module fuse, circuit breaker, and circuit identification. This will isolate each circuit and identify the circuit that is the source of the high-amperage IOD. If the amperage reading remains high after removing and replacing each fuse and circuit breaker, disconnect the wire harness from the generator. If the amperage reading now becomes very low or nonexistent, refer to Charging System for the proper charging system diagnosis and testing procedures. After the high-amperage IOD has been corrected, switch the multi-meter to progressively lower amperage scales and, if necessary, repeat the fuse and circuit breaker remove-and-replace process to identify and correct all sources of excessive IOD. It is now safe to select the lowest milliampere scale of the multi-meter to check the low-amperage IOD.

CAUTION: Do not open any doors, or turn on any electrical accessories with the lowest milliampere scale selected, or the multi-meter may be damaged.

(5) Allow twenty minutes for the IOD to stabilize and observe the multi-meter reading. The low-amperage IOD should not exceed twenty-five milliamperes (0.025 ampere). If the current draw exceeds twentyfive milliamperes, isolate each circuit using the fuse and circuit breaker remove-and-replace process in Step 4. The multi-meter reading will drop to within the acceptable limit when the source of the excessive current draw is disconnected. Repair this circuit as required; whether a wiring short, incorrect switch adjustment, or a component failure is at fault.

STANDARD PROCEDURE - CHECKING BATTERY ELECTROLYTE LEVEL

The following procedure can be used to check the electrolyte level in a low-maintenance lead-acid battery.

(1) Unscrew and remove the battery cell caps with a flat-bladed screw driver (Fig. 10).

Fig. 10 BATTERY CELL CAP REMOVAL/

INSTALLATION - LOW-MAINTENANCE BATTERY

ONLY

1 - BATTERY CELL CAP 2 - BATTERY CASE

WARNING: NEVER PUT YOUR FACE NEAR A GASSING, HOT OR SWELLED BATTERY. SERIOUS PERSONAL INJURY MAY RESULT.

(2) Wearing safety glasses, look through the battery cell cap holes to determine the level of the electrolyte in the battery. The electrolyte should be above the hooks inside the battery cells (Fig. 11).

(3) Add only distilled water until the electrolyte is above the hooks inside the battery cells (Fig. 11).

REMOVAL - BATTERY

WARNING: A SUITABLE PAIR OF HEAVY DUTY RUBBER GLOVES AND SAFETY GLASSES SHOULD BE WORN WHEN REMOVING OR SERVICING A BATTERY.

RS BATTERY SYSTEM 8F-15

BATTERY (Continued)

Fig. 11 HOOK INSIDE BATTERY CELLS - LOW-

MAINTENANCE BATTERY ONLY

1 - TOP OF BATTERY 2 - HOOK INSIDE BATTERY CELLS

WARNING: REMOVE METALLIC JEWELRY TO AVOID INJURY BY ACCIDENTAL ARCING OF BATTERY CURRENT.

(1) Verify that the ignition switch and all accesso-

ries are OFF.

(2) Disconnect the battery cables from the battery

posts, negative first (Fig. 12).

(3) Remove the battery hold down retaining nut. (4) Remove the battery hold down bracket. (5) Remove the battery from the vehicle.

INSTALLATION

(1) Position the battery in the battery tray. (2) Install the battery hold down bracket and

retaining nut. Torque the nut to 20 N·m (180 in. lbs.).

(3) Connect the battery cables to the battery posts, positive cable first. Torque terminal fasteners to 8.5 N·m (75 in. lbs.).

Fig. 12 BATTERY POSITION & ORIENTATION

1 - BATTERY THERMOWRAP (IF EQUIPPED) 2 - INTEGRATED POWER MODULE 3 - FRONT CONTROL MODULE

When installing a battery into the battery tray, be certain that the hold down hardware is properly installed and that the fasteners are tightened to the proper specifications. Improper hold down fastener tightness, whether too loose or too tight, can result in damage to the battery, the vehicle or both. Refer to Battery Hold Downs in this section of this service manual for the location of the proper battery hold down installation procedures, including the proper hold down fastener tightness specifications.

OPERATION

The battery holddown secures the battery in the battery tray. This holddown is designed to prevent battery movement during the most extreme vehicle operation conditions. Periodic removal and lubrication of the battery holddown hardware is recommended to prevent hardware seizure at a later date.

BATTERY HOLDDOWN

DESCRIPTION

The battery hold down hardware consists of a molded plastic lip that is integral to the outboard edge of the battery tray and support unit, a molded steel hold down bracket and a single hex nut with a coned washer.

NOTE: Never operate a vehicle without a battery holddown device properly installed. Damage to the vehicle, components and battery could result.

REMOVAL

All of the battery hold down hardware can be serviced without removal of the battery or the battery tray and support unit.

8F - 16 BATTERY SYSTEM RS

BATTERY HOLDDOWN (Continued)

(1) Turn the ignition switch to the Off position. Be

certain that all electrical accessories are turned off.

(2) Remove the nut with washer that secures the battery hold down bracket to the battery tray and support unit.

(3) Remove the battery hold down bracket from the battery tray and support unit.

INSTALLATION

(1) Install the battery hold down bracket in the battery tray and support unit.

(2) Install the nut with washer that secures the battery hold down bracket to the battery tray and support unit. Torque to 20 N·m (180 in. lbs.).

BATTERY CABLES

DESCRIPTION

The battery cables are large gauge, stranded copper wires sheathed within a heavy plastic or synthetic rubber insulating jacket. The wire used in the battery cables combines excellent flexibility and reliability with high electrical current carrying capacity. Refer to Wiring Diagrams in the index of this service manual for the location of the proper battery cable wire gauge information.

A clamping type female battery terminal made of stamped metal is attached to one end of the battery cable wire. A square headed pinch-bolt and hex nut are installed at the open end of the female battery terminal clamp. Large eyelet type terminals are crimped onto the opposite end of the battery cable wire and then solder-dipped. The battery positive cable wires have a red insulating jacket to provide visual identification and feature a larger female battery terminal clamp to allow connection to the larger battery positive terminal post. The battery negative cable wires have a black insulating jacket and a smaller female battery terminal clamp.

The battery cables cannot be repaired and, if damaged or faulty they must be replaced. Both the battery positive and negative cables are available for service replacement only as a unit with the battery wire harness, which may include portions of the wiring circuits for the generator and other components on some models. Refer to Wiring Diagrams in the index of this service manual for the location of more information on the various wiring circuits included in the battery wire harness for the vehicle being serviced.

OPERATION

The battery cables connect the battery terminal posts to the vehicle electrical system. These cables also provide a path back to the battery for electrical

current generated by the charging system for restoring the voltage potential of the battery. The female battery terminal clamps on the ends of the battery cable wires provide a strong and reliable connection of the battery cable to the battery terminal posts. The terminal pinch bolts allow the female terminal clamps to be tightened around the male terminal posts on the top of the battery. The eyelet terminals secured to the opposite ends of the battery cable wires from the female battery terminal clamps provide secure and reliable connection of the battery cables to the vehicle electrical system.

The battery positive cable terminal clamp is attached to the ends of two wires. One wire has an eyelet terminal that connects the battery positive cable to the B(+) terminal stud of the Integrated Power Module (IPM), and the other wire has an eyelet terminal that connects the battery positive cable to the B(+) terminal stud of the engine starter motor solenoid. The battery negative cable terminal clamp is also attached to the ends of two wires. One wire has an eyelet terminal that connects the battery negative cable to the vehicle powertrain through a stud on the left side of the engine cylinder block. The other wire has an eyelet terminal that connects the battery negative cable to the vehicle body through a ground screw on the left front fender inner shield, near the battery.

DIAGNOSIS AND TESTING - BATTERY CABLE

A voltage drop test will determine if there is excessive resistance in the battery cable terminal connections or the battery cable. If excessive resistance is found in the battery cable connections, the connection point should be disassembled, cleaned of all corrosion or foreign material, then reassembled. Following reassembly, check the voltage drop for the battery cable connection and the battery cable again to confirm repair.

When performing the voltage drop test, it is important to remember that the voltage drop is giving an indication of the resistance between the two points at which the voltmeter probes are attached. EXAM- PLE: When testing the resistance of the battery positive cable, touch the voltmeter leads to the battery positive cable terminal clamp and to the battery positive cable eyelet terminal at the starter solenoid B(+) terminal stud. If you probe the battery positive terminal post and the battery positive cable eyelet terminal at the starter solenoid B(+) terminal stud, you are reading the combined voltage drop in the battery positive cable terminal clamp-to-terminal post connection and the battery positive cable.

RS BATTERY SYSTEM 8F-17

BATTERY CABLES (Continued)

VOLTAGE DROP TEST

The following operation will require a voltmeter accurate to 1/10 (0.10) volt. Before performing this test, be certain that the following procedures are accomplished:

• The battery is fully-charged and load tested. Refer to Standard Procedures for the proper battery charging and load test procedures.

• Fully engage the parking brake.

• If the vehicle is equipped with an automatic

transmission, place the gearshift selector lever in the Park position. If the vehicle is equipped with a manual transmission, place the gearshift selector lever in the Neutral position and block the clutch pedal in the fully depressed position.

• Verify that all lamps and accessories are turned off.

• To prevent the engine from starting, remove the Automatic Shut Down (ASD) relay. The ASD relay is located in the Intelligent Power Module (IPM), in the engine compartment. See the fuse and relay layout label affixed to the underside of the IPM cover for ASD relay identification and location.

(1) Connect the positive lead of the voltmeter to the battery negative terminal post. Connect the negative lead of the voltmeter to the battery negative cable terminal clamp (Fig. 13). Rotate and hold the ignition switch in the Start position. Observe the voltmeter. If voltage is detected, correct the poor connection between the battery negative cable terminal clamp and the battery negative terminal post.

switch in the Start position. Observe the voltmeter. If voltage is detected, correct the poor connection between the battery positive cable terminal clamp and the battery positive terminal post.

Fig. 14 TEST BATTERY POSITIVE CONNECTION

RESISTANCE - TYPICAL

1 - VOLTMETER 2 - BATTERY

(3) Connect the voltmeter to measure between the battery positive cable terminal clamp and the starter solenoid B(+) terminal stud (Fig. 15). Rotate and hold the ignition switch in the Start position. Observe the voltmeter. If the reading is above 0.2 volt, clean and tighten the battery positive cable eyelet terminal connection at the starter solenoid B(+) terminal stud. Repeat the test. If the reading is still above 0.2 volt, replace the faulty battery positive cable.

Fig. 13 TEST BATTERY NEGATIVE CONNECTION

RESISTANCE - TYPICAL

1 - VOLTMETER 2 - BATTERY

(2) Connect the positive lead of the voltmeter to the battery positive terminal post. Connect the negative lead of the voltmeter to the battery positive cable terminal clamp (Fig. 14). Rotate and hold the ignition

Fig. 15 TEST BATTERY POSITIVE CABLE

RESISTANCE - TYPICAL

1 - BATTERY 2 - VOLTMETER 3 - STARTER MOTOR

8F - 18 BATTERY SYSTEM RS

BATTERY CABLES (Continued)

(4) Connect the voltmeter to measure between the battery negative cable terminal clamp and a good clean ground on the engine block (Fig. 16). Rotate and hold the ignition switch in the Start position. Observe the voltmeter. If the reading is above 0.2 volt, clean and tighten the battery negative cable eyelet terminal connection to the engine block. Repeat the test. If the reading is still above 0.2 volt, replace the faulty battery negative cable.

(2) One at a time, trace and install the battery cable retaining fasteners and routing clips until the desired cable is properly installed in the engine wire harness assembly.

(3) Install the tape on the engine wire harness assembly.

(4) Install the battery thermowrap (if equipped) on the battery tray.

(5) Connect the negative battery cable terminal.

BATTERY TRAY

DESCRIPTION

Fig. 16 TEST GROUND CIRCUIT RESISTANCE -

TYPICAL

1 - VOLTMETER 2 - BATTERY 3 - ENGINE GROUND

REMOVAL

The battery cables on this model may include portions of wiring circuits for the generator and other components on the vehicle. If battery cable replacement is required, it will be necessary to extract the cables out of the engine wire harness assembly. Use care not to damage the other wires and circuits which are also packaged into the engine wire harness assembly.

(1) Turn the ignition switch to the Off position. Be certain that all electrical accessories are turned off.

(2) Disconnect and isolate the negative battery cable terminal.

(3) Remove the battery thermowrap (if equipped) from the battery tray.

(4) Remove the tape from the engine wire harness assembly, to access the desired battery cable.

(5) One at a time, trace and disconnect the battery cable retaining fasteners and routing clips until the desired cable is free from the vehicle.

(6) Feed the battery cable out of the vehicle.

INSTALLATION

(1) Position the battery cable in the vehicle.

Fig. 17 RS BATTERY TRAY

1 - ENGINE VACUUM RESERVOIR 2 - BATTERY TRAY ASSEMBLY 3 - DRAINAGE HOSE

The battery is mounted in a molded plastic battery tray and support unit located in the left front corner of the engine compartment. The battery tray and support unit is secured with two nuts, one is located directly under the battery and the other is located on the right side of the tray which also serves as a coolant bottle neck retaining bolt. An additional bolt is located directly under the battery.

The battery tray and support unit also includes a engine vacuum reservoir, located in the rear of the unit (Fig. 17). And a drainage hose, located in the front of the unit (Fig. 17).

RS BATTERY SYSTEM 8F-19

BATTERY TRAY (Continued)

OPERATION

The battery tray provides a secure mounting location and supports the battery. The battery tray also provides the anchor point for the battery holddown hardware. The battery tray and the battery holddown hardware combine to secure and stabilize the battery in the engine compartment, which prevents battery movement during vehicle operation. Unrestrained battery movement during vehicle operation could result in damage to the vehicle, the battery, or both.

The battery tray used on this model also includes a engine vacuum reservoir and drainage hose. The vacuum reservoir provides a storage container for engine vacuum. Refer to the engine section of the service manual for more engine vacuum information. The drainage hose provides means for any liquid that might collect in the bottom of the battery tray to drain under the vehicle.

REMOVAL

(1) Disconnect and isolate the negative battery cable.

(2) Remove the battery from the vehicle. Refer to the procedure in this section.

(3) Remove the battery tray retaining fasteners (Fig. 18).

(4) Pull battery tray up far enough to disconnect the engine vacuum harness hose from the battery tray mounted, vacuum reservoir.

(5) Remove the battery tray from the vehicle.

INSTALLATION

(1) Position the battery tray in the vehicle.

(2) Connect the engine vacuum harness hose on the battery tray mounted vacuum reservoir.

(3) Position drainage hose and install the battery tray retaining fasteners (Fig. 18).

(4) Install the battery in the vehicle. Refer to the procedure in this section.

(5) Connect the negative battery cable.

THERMOWRAP

DESCRIPTION

Fig. 18 BATTERY TRAY POSITION & ORIENTATION

1 - BATTERY TRAY RETAINING FASTENERS

Fig. 19 BATTERY POSITION & ORIENTATION

1 - BATTERY THERMOWRAP (IF EQUIPPED) 2 - INTEGRATED POWER MODULE 3 - FRONT CONTROL MODULE

A one-piece slip-on thermowrap unit shields the battery case from engine compartment heat (Fig. 19).

8F - 20 BATTERY SYSTEM RS

THERMOWRAP (Continued)

OPERATION

The thermowrap protects the battery from engine compartment temperature extremes. The temperature of the battery can affect battery life. The air trapped in the padded material of the thermowrap creates a dead air space, which helps to insulate the sides of the battery case from the air temperature found in the surrounding engine compartment.

REMOVAL

(1) Disconnect and isolate the negative battery cable.

(2) Disconnect the positive battery cable. (3) Lift the battery thermowrap straight up to

remove from the battery.

INSTALLATION

(1) Position the thermowrap on the battery. (2) Connect the negative and positive battery

cables.

RS CHARGING 8F-21

CHARGING

TABLE OF CONTENTS

page page

CHARGING

DESCRIPTION - CHARGING SYSTEM .......21

OPERATION - CHARGING SYSTEM .........21

DIAGNOSIS AND TESTING - ON-BOARD

DIAGNOSTIC SYSTEM .................22

SPECIFICATIONS

GENERATOR ........................23

TORQUE ............................23

SPECIAL TOOLS .......................23

BATTERY TEMPERATURE SENSOR

DESCRIPTION .........................24

OPERATION ...........................24

REMOVAL .............................24

GENERATOR

DESCRIPTION .........................24

OPERATION ...........................24

CHARGING

DESCRIPTION - CHARGING SYSTEM

The charging system consists of:

• Generator

• Decoupler Pulley (If equipped)

• Electronic Voltage Regulator (EVR) circuitry

within the Powertrain Control Module (PCM)

• Ignition switch (refer to the Ignition System sec-

tion for information)

• Battery (refer to the Battery section for informa-

tion)

• Inlet Air Temperature (calculated battery tem-

perature)

• Voltmeter (refer to the Instrument Cluster sec-

tion for information if equipped)

• Wiring harness and connections (refer to the

Wiring section for information)

• Accessory drive belt (refer to the Cooling section

for more information)

OPERATION - CHARGING SYSTEM

The charging system is turned on and off with the ignition switch. The system is on when the engine is running and the ASD relay is energized. The ASD relay is energized when the PCM grounds the ASD control circuit. This voltage is connected through the PCM or IPM (intelligent power module) (if equipped) and supplied to one of the generator field terminals (Gen. Source +) at the back of the generator.

REMOVAL

REMOVAL - 2.4L ......................24

REMOVAL - 3.3/3.8L ...................24

INSTALLATION

INSTALLATION - 2.4L ..................25

INSTALLATION - 3.3/3.8L ................25

GENERATOR DECOUPLER PULLEY

DESCRIPTION .........................25

OPERATION ...........................26

DIAGNOSIS AND TESTING - GENERATOR

DECOUPLER PULLEY ..................26

REMOVAL .............................26

INSTALLATION .........................26

VOLTAGE REGULATOR

DESCRIPTION .........................27

OPERATION ...........................27

The generator is driven by the engine through a serpentine belt and pulley or decoupler pulley arrangement.

The amount of DC current produced by the generator is controlled by the EVR (field control) circuitry contained within the PCM. This circuitry is connected in series with the second rotor field terminal and ground.

An Inlet air temperature sensor is used to calculate the temperature near the battery. This temperature data, along with data from monitored line voltage (battery voltage sense circuit), is used by the PCM to vary the battery charging rate. This is done by cycling the ground path to control the strength of the rotor magnetic field. The PCM then compensates and regulates generator current output accordingly to maintain system voltage at the targeted system voltage based on battery temperature.

All vehicles are equipped with On-Board Diagnostics (OBD). All OBD-sensed systems, including EVR (field control) circuitry, are monitored by the PCM. Each monitored circuit is assigned a Diagnostic Trouble Code (DTC). The PCM will store a DTC in electronic memory for certain failures it detects and illuminate the (MIL) lamp. Refer to On-Board Diagnostics in the Electronic Control Modules(Refer to 8 ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE DESCRIPTION) section for more DTC information.

8F - 22 CHARGING RS

CHARGING (Continued)

The Check Gauges Lamp (if equipped) or Battery Lamp monitors: charging system voltage, engine coolant temperature and engine oil pressure. If an extreme condition is indicated, the lamp will be illuminated. The signal to activate the lamp is sent via the PCI bus circuits. The lamp is located on the instrument panel. Refer to the Instrument Cluster section for additional information.

The PCM uses the inlet air temperature sensor to control the charge system voltage. This temperature, along with data from monitored line voltage, is used by the PCM to vary the battery charging rate. The system voltage is higher at cold temperatures and is gradually reduced as the calculated battery temperature increases.

The ambient temperature sensor is used to control the battery voltage based upon ambient temperature (approximation of battery temperature). The PCM maintains the optimal output of the generator by monitoring battery voltage and controlling it to a range of 13.5 - 14.7 volts based on battery temperature.

DIAGNOSIS AND TESTING - ON-BOARD DIAGNOSTIC SYSTEM

The Powertrain Control Module (PCM) monitors critical input and output circuits of the charging system, making sure they are operational. A Diagnostic Trouble Code (DTC) is assigned to each input and output circuit monitored by the OBD system. Some circuits are checked continuously and some are checked only under certain conditions.

If the OBD system senses that a monitored circuit is bad, it will put a DTC into electronic memory. The DTC will stay in electronic memory as long as the circuit continues to be bad. The PCM is programmed to clear the memory after 50 engine starts if the problem does not occur again.

DIAGNOSTIC TROUBLE CODES

A DTC description can be read using the DRBIIIt scan tool. Refer to the appropriate Powertrain Diagnostic Procedures manual for information.

A DTC does not identify which component in a circuit is bad. Thus, a DTC should be treated as a symptom, not as the cause for the problem. In some cases, because of the design of the diagnostic test procedure, a DTC can be the reason for another DTC to be set. Therefore, it is important that the test procedures be followed in sequence, to understand what caused a DTC to be set.

ERASING DIAGNOSTIC TROUBLE CODES

The DRBIIIt Scan Tool must be used to erase a DTC.

The following procedures may be used to diagnose

the charging system if:

• the check gauges lamp or battery lamp is illumi-

nated with the engine running

• the voltmeter (if equipped) does not register

properly

• an undercharged or overcharged battery condi-

tion occurs.

Remember that an undercharged battery is often

caused by:

• accessories being left on with the engine not

running

• a faulty or improperly adjusted switch that allows a lamp to stay on. Refer to Ignition-Off Draw Test (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/ BATTERY - STANDARD PROCEDURE)

INSPECTION

The Powertrain Control Module (PCM) monitors critical input and output circuits of the charging system, making sure they are operational. A Diagnostic Trouble Code (DTC) is assigned to each input and output circuit monitored by the On-Board Diagnostic (OBD) system. Some charging system circuits are checked continuously, and some are checked only under certain conditions.

Refer to Diagnostic Trouble Codes in; Powertrain Control Module; Electronic Control Modules for more DTC information. This will include a complete list of DTC’s including DTC’s for the charging system.

To perform a complete test of the charging system, refer to the appropriate Powertrain Diagnostic Procedures service manual and the DRBIIIt scan tool. Perform the following inspections before attaching the scan tool.

(1) Inspect the battery condition. Refer to the Battery section (Refer to 8 - ELECTRICAL/BATTERY SYSTEM - DIAGNOSIS AND TESTING) for procedures.

(2) Inspect condition of battery cable terminals, battery posts, connections at engine block, starter solenoid and relay. They should be clean and tight. Repair as required.

(3) Inspect all fuses in both the fuseblock and Power Distribution Center (PDC) for tightness in receptacles. They should be properly installed and tight. Repair or replace as required.

(4) Inspect generator mounting bolts for tightness. Replace or tighten bolts if required. Refer to the Generator Removal/Installation section of this group for torque specifications (Refer to 8 - ELECTRICAL/ CHARGING - SPECIFICATIONS).

(5) Inspect generator drive belt condition and tension. Tighten or replace belt as required. Refer to Belt Tension Specifications(Refer to 7 - COOLING/ ACCESSORY DRIVE - SPECIFICATIONS).

RS CHARGING 8F-23

CHARGING (Continued)

(6) Inspect decoupler pulley (if equipped). Ensure

decoupler pulley is driving the alternator rotor.

(7) Inspect automatic belt tensioner (if equipped).

Refer to the Cooling System for more information.

(8) Inspect generator electrical connections at generator field, battery output, and ground terminal (if equipped). Also check generator ground wire connection at engine (if equipped). They should all be clean and tight. Repair as required.

SPECIFICATIONS

GENERATOR

Type Engine Minimun Test

Denso 2.4 L 125 Amp Denso 3.3/3.8L 135 Amp or 145

Test Specification:

1. Engine RPM : 2500 RPM ±20 RPM

2. Voltage Output : 14.0 V ± 0.5 V

3. Field Current : 5 amps ± 0.1 amps

Part number is located on the side of the generator.

TORQUE

DESCRIPTION N·m Ft. Lbs. In. Lbs.

Battery Hold Down Clamp

Bolt

Generator B+ Nut 12.4 9.2 110

Battery Terminal Nut 4 35

Generator Mounting Bolt

2.4L

Generator Mounting Bolts

3.3/3.8L

Starter Solenoid Battery

Nut 3.3/3.8L

Generator Decoupler 109.8 81

20 14.7 180

28.2 20.8 250

54.2 40

11.3 8.3 100

Amperage

Amp

SPECIAL TOOLS

Fig. 1 GENERATOR DECOUPLER 8433

8F - 24 CHARGING RS

BATTERY TEMPERATURE SENSOR

DESCRIPTION

The PCM incorporates a Battery Temperature Sensor (BTS) on its circuit board.

OPERATION

The PCM uses the temperature of the battery area to control the charge system voltage. This temperature, along with data from monitored line voltage, is used by the PCM to vary the battery charging rate. The system voltage is higher at cold temperatures and is gradually reduced as temperature around the battery increases.

The ambient temperature sensor is used to control the battery voltage based upon ambient temperature (approximation of battery temperature). The PCM maintains the optimal output of the generator by monitoring battery voltage and controlling it to a range of 13.5 - 14.7 volts based on battery temperature.

The battery temperature sensor is also used for OBD II diagnostics. Certain faults and OBD II monitors are either enabled or disabled depending upon the battery temperature sensor input (example: disable purge and EGR, enable LDP). Most OBD II monitors are disabled below 20°F.

REMOVAL

The battery temperature sensor is not serviced separately. If replacement is necessary, the PCM must be replaced.

GENERATOR

DESCRIPTION

The generator is belt-driven by the engine. It is serviced only as a complete assembly. The generator produces DC voltage at the B+ terminal. If the generator is failed, the generator assembly subcomponents (generator and decoupler pulley) must be inspected for individual failure and replaced accordingly.

OPERATION

As the energized rotor begins to rotate within the generator, the spinning magnetic field induces a current into the windings of the stator coil. Once the generator begins producing sufficient current, it also provides the current needed to energize the rotor.

The Y type stator winding connections deliver the induced AC current to 3 positive and 3 negative diodes for rectification. From the diodes, rectified DC

current is delivered to the vehicles electrical system through the generator, battery, and ground terminals.

Excessive or abnormal noise emitting from the gen-

erator may be caused by:

• Worn, loose or defective bearings

• Loose or defective drive pulley (2.4L) or decou-

pler (3.3/3.8L)

• Incorrect, worn, damaged or misadjusted drive

belt

• Loose mounting bolts

• Misaligned drive pulley

• Defective stator or diode

• Damaged internal fins

REMOVAL

REMOVAL - 2.4L

(1) Release hood latch and open hood. (2) Disconnect battery negative cable. (3) Disconnect the Inlet Air Temperature sensor. (4) Remove the Air Box, refer to the Engine/Air

Cleaner for more information.

(5) Remove the EVAP Purge solenoid from its

bracket and reposition.

(6) Disconnect the push-in field wire connector

from back of generator.

(7) Remove nut holding B+ wire terminal to back

of generator.

(8) Separate B+ terminal from generator. (9) Remove accessory drive belt, refer to the Cool-

ing System section for proper procedures.

(10) Remove the generator.

REMOVAL - 3.3/3.8L

(1) Release hood latch and open hood. (2) Disconnect battery negative cable. (3) Disconnect the push-in field wire connector

from back of generator.

(4) Remove nut holding B+ wire terminal to back

of generator.

(5) Separate B+ terminal from generator. (6) Raise vehicle and support. (7) Remove the right front lower splash shield. (8) Remove accessory drive belt, refer to the Cool-

ing System section for proper procedures.

(9) Remove the lower oil dip stick tube bolt (Fig.

2). (10) Remove wiring harness from the oil dip stick

tube

(11) Remove the 3 mounting bolts. (12) Lower vehicle. (13) Remove oil dip stick tube from vehicle. (14) Roll and remove the generator from vehicle

(Fig. 3).

RS CHARGING 8F-25

GENERATOR (Continued)

INSTALLATION

INSTALLATION - 2.4L

(1) Install the generator. (2) Install the accessory drive belt, refer to the

Cooling System section for proper procedures.

(3) Connect B+ terminal to generator. (4) Install nut holding B+ wire terminal to back of

generator.

(5) Connect the push-in field wire connector to

back of generator.

(6) Install the EVAP Purge solenoid to its bracket. (7) Install the Air Box, refer to the Engine/Air

Cleaner for more information.

(8) Connect the Inlet Air Temperature sensor. (9) Connect battery negative cable.

INSTALLATION - 3.3/3.8L

(1) Roll and place generator in position on vehicle

(Fig. 3).

(2) Install upper bolts to hold generator in place.

Fig. 2 DIP STICK LOWER BOLT

(3) Lubricate the o-ring. Install oil dip stick tube. (4) Install the upper oil dip stick tube bolt. (5) Place B+ terminal in position on generator. (6) Install nut to hold B+ wire terminal to back of

generator.

(7) Connect the push-in field wire connector into

back of generator.

(8) Raise vehicle and support. (9) Install the lower mounting bolt and tighten. (10) Install the lower oil dip stick tube bolt and

tighten (Fig. 2).

(11) Install accessory drive belt, refer to the Cool-

ing System section for proper procedures.

(12) Install the right front lower splash shield. (13) Lower vehicle. (14) Install wiring harness to the oil dip stick tube (15) Connect battery negative cable. (16) Verify generator output rate.

Fig. 3 GENERATOR 3.3/3.8L

GENERATOR DECOUPLER PULLEY

DESCRIPTION

The Generator Decoupler is a one way clutch (Fig.

4). It is attached to the generator and replaces the

standard pulley. It is a non-serviceable item and is to be replaced as an assembly. It is a dry operation (no grease or lubricants). The operation of it is not temperature sensitive and has a low sensitivity to electrical load.

8F - 26 CHARGING RS

GENERATOR DECOUPLER PULLEY (Continued)

OPERATION

The generator decoupler is a one way clutch and

should be replaced as an assembly. It is designed to help reduce belt tension fluctuation, reduce fatigue loads, improve belt life, reduce hubloads on components, and reduce noise.

Fig. 4 GENERATOR DECOUPLER 3.3/3.8L

DIAGNOSIS AND TESTING - GENERATOR DECOUPLER PULLEY

CONDITION POSSIBLE CAUSES CORRECTION

Does not drive generator

(Generator not Charging)

Clutch failure Replace Decoupler

REMOVAL

(1) Release hood latch and open hood. (2) Disconnect battery negative cable. (3) Raise vehicle and support. (4) Remove the right front lower splash shield. (5) Remove accessory drive belt, refer to the Cool-

ing System section for proper procedures (Fig. 5).

(6) Lower vehicle. (7) Remove the Air Box, refer to the Engine section

for more information.

(8) Use Special Tool #8433 (Fig. 7) to loosen the

Generator Decoupler (Fig. 6).

(9) Remove the tool. (10) Remove the Generator Decoupler.

INSTALLATION

(1) Install the Generator Decoupler to the genera-

tor shaft.

(2) Use Special Tool #8433 (Fig. 7) to tighten the Generator Decoupler (Fig. 8). Refer to the torque chart for the proper torque.

Fig. 5 DRIVE BELT 3.3/3.8L

RS CHARGING 8F-27

GENERATOR DECOUPLER PULLEY (Continued)

Fig. 6 DECOUPLER REMOVAL (LITENS)

Fig. 7 SPECIAL TOOL 8433 AND DECOUPLER

(3) Install the Air Box, refer to the Engine section for more information.

(4) Raise vehicle and support.

(5) Install accessory drive belt, refer to the Cooling System section for proper procedures (Fig. 5).

(6) Install the right front lower splash shield.

(7) Lower vehicle.

(8) Connect battery negative cable.

Fig. 8 DECOUPLER INSTALLATION (Litens)

VOLTAGE REGULATOR

DESCRIPTION

The Electronic Voltage Regulator (EVR) is not a separate component. It is actually a voltage regulating circuit located within the Powertrain Control Module (PCM). The EVR is not serviced separately. If replacement is necessary, the PCM must be replaced.

OPERATION

The amount of DC current produced by the generator is controlled by EVR circuitry contained within the PCM. This circuitry is connected in series with the generators second rotor field terminal and its ground.

Voltage is regulated by cycling the ground path to control the strength of the rotor magnetic field. The EVR circuitry monitors system line voltage (B+) and calculated battery temperature or inlet air temperature sensor (refer to Inlet Air Temperature Sensor, if equipped, for more information ). It then determines a target charging voltage. If sensed battery voltage is lower than the target voltage, the PCM grounds the field winding until sensed battery voltage is at the target voltage. A circuit in the PCM cycles the ground side of the generator field at 250 times per second (250Hz), but has the capability to ground the field control wire 100% of the time (full field) to achieve the target voltage. If the charging rate cannot be monitored (limp-in), a duty cycle of 25% is used by the PCM in order to have some generator output. Also refer to Charging System Operation for additional information.

8F - 28 STARTING RS

STARTING

TABLE OF CONTENTS

page page

STARTING

DESCRIPTION .........................28

OPERATION ...........................28

DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - STARTING

SYSTEM TEST .......................28

DIAGNOSIS AND TESTING - CONTROL

CIRCUIT TEST........................31

DIAGNOSIS AND TESTING - FEED CIRCUIT

RESISTANCE TEST ....................33

DIAGNOSIS AND TESTING - FEED CIRCUIT

TEST ...............................33

STARTING

DESCRIPTION

The starting system has (Fig. 1):

• Ignition switch

• Starter relay

• Transmission Range Sensor or Park/Neutral

Switch

• Wiring harness

• Battery

• Starter motor with an integral solenoid

• Powertrain Control Module (PCM)

OPERATION

These components form two separate circuits. A high amperage circuit that feeds the starter motor up to 300+ amps, and a control circuit that operates on less than 20 amps.

The PCM controls a double start over-ride safety that does not allow the starter to be engaged if the engine is already running.

DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - STARTING SYSTEM TEST

For circuit descriptions and diagrams, refer to the Wiring Diagrams.

SPECIFICATIONS

STARTER ...........................34

Torques .............................34

STARTER MOTOR

REMOVAL

REMOVAL - 2.4L ......................35

REMOVAL - 3.3/3.8L ...................36

INSTALLATION

INSTALLATION - 2.4L ..................36

INSTALLATION - 3.3/3.8L ................36

WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO THE PASSIVE RESTRAINT SYSTEMS BEFORE ATTEMPTING STEERING WHEEL, STEERING COLUMN, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.

INSPECTION

Before removing any unit from the starting system for repair or diagnosis, perform the following inspections:

• Battery - Visually inspect the battery for indi- cations of physical damage and loose or corroded cable connections. Determine the state-of-charge and cranking capacity of the battery. Charge or replace the battery, if required. Refer to the Battery section for more information.

• Ignition Switch - Visually inspect the ignition switch for indications of physical damage and loose or corroded wire harness connections.

• Transmission Range Sensor - Visually inspect the transmission range sensor for indications of physical damage and loose or corroded wire harness connections.

• Starter Relay - Visually inspect the starter relay for indications of physical damage and loose or corroded wire harness connections.

RS STARTING 8F-29

STARTING (Continued)

• Starter - Visually inspect the starter for indica- tions of physical damage and loose or corroded wire harness connections.

• Starter Solenoid - Visually inspect the starter solenoid for indications of physical damage and loose or corroded wire harness connections.

• Wiring - Visually inspect the wire harness for damage. Repair or replace any faulty wiring, as required. Check for loose or corroded wire harness connections at main engine ground and remote jump post.

• Power Distribution Center (PDC) - Visually inspect the B+ connections at the PDC for physical damage and loose or corroded harness connections.

Fig. 1 STARTING SYSTEM SCHEMATIC

1 - SOLENOID TERMINAL 2 - STARTER SOLENOID 3 - STARTER MOTOR 4 - STARTER RELAY CONNECTOR 5 - PCM 6 - GROUND CIRCUIT 7 - TRANSMISSION RANGE SENSOR/PARK/NEUTRAL SENSE 8 - IGNITION SWITCH 9 - IGNITION FEED 10 - BATTERY 11 - BATTERY RELAY FEED 12 - POSITIVE CABLE 13 - NEGATIVE CABLE 14 - CLUTCH INTERLOCK SWITCH (MTX ONLY)

8F - 30 STARTING RS

STARTING (Continued)

STARTING SYSTEM DIAGNOSIS

CONDITION POSSIBLE CAUSE CORRECTION

STARTER FAILS TO ENGAGE.

1. BATTERY DISCHARGED OR FAULTY.

2. STARTING CIRCUIT WIRING FAULTY.

3. STARTER RELAY FAULTY.

4. IGNITION SWITCH FAULTY.

5. PARK/NEUTRAL POSITION SWITCH (AUTO TRANS) FAULTY OR MIS-ADJUSTED.

6. CLUTCH PEDAL POSITION SWITCH (MAN TRANS) FAULTY.

7. STARTER SOLENOID FAULTY.

8. STARTER ASSEMBLY FAULTY.

9. FAULTY TEETH ON RING GEAR.

10. PCM DOUBLE START OVERRIDE OUTPUT FAILURE.

1. REFER TO THE BATTERY SECTION FOR MORE INFORMATION. CHARGE OR REPLACE BATTERY, IF REQUIRED.

2. REFER TO FEED CIRCUIT RESISTANCE TEST AND FEED CIRCUIT TEST IN THIS SECTION.

3. REFER TO RELAY TEST, IN THIS SECTION. REPLACE RELAY, IF NECESSARY.

4. REFER TO IGNITION SWITCH TEST, IN THE STEERING SECTION OR 8 WIRING DIAGRAMS. REPLACE SWITCH, IF NECESSARY.

5. REFER PARK/NEUTRAL POSITION SWITCH TEST, IN THE TRANSAXLE. SECTION FOR MORE INFORMATION. REPLACE SWITCH, IF NECESSARY.

6. REFER TO CLUTCH PEDAL POSITION SWITCH TEST, IN THE CLUTCH. SECTION. REPLACE SWITCH, IF NECESSARY.

7. REFER TO SOLENOID TEST, IN THIS SECTION. REPLACE STARTER ASSEMBLY, IF NECESSARY.

8. IF ALL OTHER STARTING SYSTEM COMPONENTS AND CIRCUITS CHECK OK, REPLACE STARTER ASSEMBLY.

9. ROTATE FLYWHEEL 360°, AND INSPECT TEETH AND RING GEAR REPLACED IF DAMAGED.

10. REFER TO PCM DIAGNOSTIC. CHECK FOR CONTINUITY BETWEEN PCM AND TERMINAL 85. REPAIR OPEN CIRCUIT AS REQUIRED. IF OK, PCM MAY BE DEFECTIVE.

STARTER ENGAGES, FAILS TO TURN ENGINE.

1. BATTERY DISCHARGED OR FAULTY.

2. STARTING CIRCUIT WIRING FAULTY.

3. STARTER ASSEMBLY FAULTY.

4. ENGINE SEIZED. 4. REFER TO THE ENGINE SECTION, FOR DIAGNOSTIC AND

5. LOOSE CONNECTION AT BATTERY, PDC, STARTER, OR ENGINE GROUND.

6. FAULTY TEETH ON RING GEAR.

1. REFER TO THE BATTERY SECTION FOR MORE INFORMATION. CHARGE OR REPLACE BATTERY AS NECESSARY.

2. REFER TO THE FEED CIRCUIT RESISTANCE TEST AND THE FEED CIRCUIT TEST IN THIS SECTION. REPAIR AS NECESSARY.

3. IF ALL OTHER STARTING SYSTEM COMPONENTS AND CIRCUITS CHECK OK, REPLACE STARTER ASSEMBLY.

SERVICE PROCEDURES.

5. INSPECT FOR LOOSE CONNECTIONS.

6. ROTATE FLYWHEEL 360°, AND INSPECT TEETH AND RING GEAR REPLACED IF DAMAGED.

RS STARTING 8F-31

STARTING (Continued)

CONDITION POSSIBLE CAUSE CORRECTION

STARTER ENGAGES, SPINS OUT BEFORE ENGINE STARTS.

STARTER DOES NOT DISENGAGE.

1. BROKEN TEETH ON STARTER RING GEAR.

2. STARTER ASSEMBLY FAULTY.

1. STARTER IMPROPERLY INSTALLED.

2. STARTER RELAY FAULTY.

3. IGNITION SWITCH FAULTY.

4. STARTER ASSEMBLY FAULTY.

5. FAULTY TEETH ON RING GEAR.

1. REMOVE STARTER. INSPECT RING GEAR AND REPLACE IF NECESSARY.

2. IF ALL OTHER STARTING SYSTEM COMPONENTS AND CIRCUITS CHECK OK, REPLACE STARTER ASSEMBLY.

1. INSTALL STARTER. TIGHTEN STARTER MOUNTING HARDWARE TO CORRECT TORQUE SPECIFICATIONS.

2. REFER TO RELAY TEST, IN THIS SECTION. REPLACE RELAY, IF NECESSARY.

3. REFER TO IGNITION SWITCH TEST, IN THE STEERING SECTION. REPLACE SWITCH, IF NECESSARY.

4. IF ALL OTHER STARTING SYSTEM COMPONENTS AND CIRCUITS CHECK OK, REPLACE STARTER ASSEMBLY.

5. ROTATE FLYWHEEL 360°, AND INSPECT TEETH AND RING GEAR REPLACED IF DAMAGED.

DIAGNOSIS AND TESTING - CONTROL CIRCUIT TEST

The starter control circuit has:

• Starter motor with integral solenoid

• Starter relay

• Transmission range sensor, or Park/Neutral

Position switch with automatic transmissions

• Ignition switch

• Battery

• All related wiring and connections

• Powertrain Control Module (PCM)

CAUTION: Before performing any starter tests, the ignition and fuel systems must be disabled.

• To disable ignition and fuel systems, disconnect the Automatic Shutdown Relay (ASD). The ASD relay is located in the Power Distribution Center (PDC). Refer to the PDC cover for the proper relay location.

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

(4) Locate and remove the starter relay from the Power Distribution Center (PDC). Refer to the PDC label for relay identification and location.

(5) Connect a remote starter switch or a jumper wire between the remote battery positive post and terminal 87 of the starter relay connector.

(a) If engine cranks, starter/starter solenoid is

good. Go to the Starter Relay Test.

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

(c) Repeat test. If engine still fails to crank properly, trouble is within starter or starter mounted solenoid, and replace starter. Inspect the ring gear teeth.

STARTER SOLENOID

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 Starter Solenoid test BEFORE performing the starter relay test.

STARTER RELAY

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

RELAY TEST

The starter relay is located in the Power Distribution Center (PDC) in the engine compartment. Refer to the PDC label for relay identification and location.

8F - 32 STARTING RS

STARTING (Continued)

Remove the starter relay from the PDC as

described in this group to perform the following tests:

(1) A relay in the de-energized position should have continuity between terminals 87A and 30, and no continuity between terminals 87 and 30. If OK, go to Step 2. If not OK, replace the faulty relay.

(2) Resistance between terminals 85 and 86 (electromagnet) should be 75 ±5 ohms. If OK, go to Step

3. If not OK, replace the faulty relay.

(3) Connect a battery B+ lead to terminals 86 and a ground lead to terminal 85 to energize the relay. The relay should click. Also test for continuity between terminals 30 and 87, and no continuity between terminals 87A and 30. If OK, refer to Relay Circuit Test procedure. If not OK, replace the faulty relay.

Starter Relay Pinout

CAV FUNCTION 30 B (+) 85 P/N POSITION SW.SENSE 86 IGNITION SWITCH OUTPUT 87 STARTER RELAY OUTPUT 87A NO CONNECT

RELAY CIRCUIT TEST

(1) The relay common feed terminal cavity (30) is connected to battery voltage and should be hot at all times. If OK, go to Step 2. If not OK, repair the open circuit to the PDC fuse as required.

(2) The relay normally closed terminal (87A) is connected to terminal 30 in the de-energized position, but is not used for this application. Go to Step 3.

(3) The relay normally open terminal (87) is connected to the common feed terminal (30) in the energized position. This terminal supplies battery voltage to the starter solenoid field coils. There should be continuity between the cavity for relay terminal 87 and the starter solenoid terminal at all times. If OK, go to Step 4. If not OK, repair the open circuit to the starter solenoid as required.

(4) The coil battery terminal (86) is connected to the electromagnet in the relay. It is energized when the ignition switch is held in the Start position and the clutch pedal is depressed (manual trans). Check for battery voltage at the cavity for relay terminal 86 with the ignition switch in the Start position and the clutch pedal is depressed (manual trans), and no voltage when the ignition switch is released to the On position. If OK, go to Step 5. If not OK, check for an open or short circuit to the ignition switch and repair, if required. If the circuit to the ignition switch is OK, see the Ignition Switch Test procedure in this group.

(5) The coil ground terminal (85) is connected to the electromagnet in the relay. It is grounded through the transmission range sensor only when the gearshift selector lever is in the Park or Neutral positions. Check for continuity to ground at the cavity for relay terminal 85. If not OK with an automatic transmission, check for an open or short circuit to the transmission range sensor and repair. It is grounded by the PCM if the conditions are right to start the car. For automatic trans. cars the PCM must see Park Neutral switch and near zero engine rpm. For manual trans. cars the PCM only needs to see near zero engine rpm. To diagnose the Park Neutral switch of the trans range sensor refer to the transaxle section for more information. Check for continuity to ground while the ignition switch is in the start position. If not OK and the vehicle has an automatic trans. verify Park Neutral switch opera-

RS STARTING 8F-33

STARTING (Continued)

tion. If that checks OK check for continuity between PCM and the terminal 85. Repair open circuit as required. If OK, the PCM may be defective.

SAFETY SWITCHES

For diagnostics of the Transmission Range Sensor,

refer to the Transaxle section for more information.

If equipped with Clutch Interlock/Upstop Switch,

refer to Diagnosis and Testing in the Clutch section.

IGNITION SWITCH

After testing starter solenoid and relay, test ignition switch and wiring. Refer to the Ignition Section or Wiring Diagrams for more information. Check all wiring for opens or shorts, and all connectors for being loose or corroded.

BATTERY

For battery diagnosis and testing, refer to the Battery section for procedures.

ALL RELATED WIRING AND CONNECTORS

Refer to Wiring Diagrams for more information.

DIAGNOSIS AND TESTING - FEED CIRCUIT RESISTANCE TEST

Before proceeding with this operation, review Diagnostic Preparation and Starter Feed Circuit Tests. The following operation will require a voltmeter, accurate to 1/10 of a volt.

CAUTION: Ignition and Fuel systems must be disabled to prevent engine start while performing the following tests.

(c) Connect negative lead of voltmeter to battery negative terminal, and positive lead to engine block near the battery cable attaching point. Rotate and hold the ignition switch in the START position. If voltage reads above 0.2 volt, correct poor contact at ground cable attaching point. If voltage reading is still above 0.2 volt after correcting poor contacts, replace ground cable. (4) Connect positive voltmeter lead to the starter

motor housing and the negative lead to the battery negative terminal. Hold the ignition switch key in the START position. If voltage reads above 0.2 volt, correct poor starter to engine ground.

(a) Connect the positive voltmeter lead to the battery positive terminal, and negative lead to battery cable terminal on starter solenoid. Rotate and hold the ignition switch in the START position. If voltage reads above 0.2 volt, correct poor contact at battery cable to solenoid connection. If reading is still above 0.2 volt after correcting poor contacts, replace battery positive cable.

(b) If resistance tests do not detect feed circuit failures, replace the starter motor.

DIAGNOSIS AND TESTING - FEED CIRCUIT TEST

NOTE: The following results are based upon the vehicle being at room temperature.

The following procedure will require a suitable

volt-ampere tester (Fig. 3).

(1) To disable the Ignition and Fuel systems, disconnect the Automatic Shutdown Relay (ASD). The ASD relay is located in the Power Distribution Center (PDC). Refer to the PDC cover for proper relay location.

(2) Gain access to battery terminals.

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

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

(b) Connect positive lead of the voltmeter to the battery positive post, and negative lead to the battery positive 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.

Fig. 3 Volt Ampere Tester

CAUTION: Before performing any starter tests, the ignition and fuel systems must be disabled.

(1) Check battery before performing this test. Bat-

tery must be fully charged.

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

8F - 34 STARTING RS

STARTING (Continued)

(3) To disable the ignition and fuel systems, disconnect the Automatic Shutdown Relay (ASD). The ASD relay is located in the Power Distribution Center (PDC). Refer to the PDC cover for proper relay location.

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

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

(5) Rotate and hold the ignition switch in the START position. Observe the volt-ampere tester (Fig.

3).

• If voltage reads above 9.6 volts, and amperage draw reads above 280 amps, check for engine seizing or faulty starter.

• If voltage reads 12.4 volts or greater and amperage reads 0 to 10 amps, check for corroded cables and/or bad connections.

• Voltage below 9.6 volts and amperage draw above 300 amps, the problem is the starter. Replace the starter refer to starter removal.

(6) After the starting system problems have been corrected, verify the battery state-of-charge and charge battery if necessary. Disconnect all testing equipment and connect ASD relay. Start the vehicle several times to assure the problem has been corrected.

SPECIFICATIONS

STARTER

MANUFACTURER NIPPONDENSO Engine Application 2.4L /3.3/3.8L

Power rating 1.2 Kw

Voltage 12 VOLTS No. of Fields 4 No. of Poles 4

Brushes 4

Drive Conventional Gear Train

Free running Test

Voltage 11

Amperage Draw 73 Amp Minimum Speed 3401 RPM

SolenoidClosing Voltage 7.5 Volts

Cranking Amperage Draw

test

Engine should be up to operating temperature. Extremely heavy oil or tight engine will increase starter amperage draw.

150 - 200 Amps.

Torques

DESCRIPTION N·m Ft. Lbs. In. Lbs.

Starter Mounting Bolts 47.4 35

Starter Solenoid Battery

Nut

11.3 8.3 100

RS STARTING 8F-35

STARTER MOTOR

REMOVAL

REMOVAL - 2.4L

(1) Release hood latch and open hood (Fig. 4).

Fig. 4 STARTER 2.4L

(2) Disconnect and isolate the battery negative

cable.

(3) Disconnect solenoid wire connector from termi-

nal (Fig. 5).

(4) Remove nut holding B+ wire to terminal. (5) Disconnect solenoid and B+ wires from starter

terminals.

(6) Remove the lower bolt. (7) Remove the upper bolt and ground wire (Fig.

6). (8) Remove starter.

Fig. 5 BATTERY CABLE AND FIELD WIRE 2.4L

Fig. 6 Upper Bolt and Ground Wire

8F - 36 STARTING RS

STARTER MOTOR (Continued)

REMOVAL - 3.3/3.8L

(1) Release hood latch and open hood. (2) Disconnect and isolate the battery negative

cable.

(3) Hoist and support vehicle on safety stands. (4) Remove nut holding B+ terminal to starter

solenoid (Fig. 7).

Fig. 7 Starter

1 - SOLENOID CONNECTOR 2 - B+ CONNECTOR

(7) Remove starter from bellhousing (Fig. 9).

Fig. 9 STARTER 3.3/3.8L

1 - BELL HOUSING PLATE 2 - FLYWHEEL 3 - ENGINE MOUNT 4-STARTER 5 - SPACER

(8) Separate starter spacer from transaxle bell-

housing.

INSTALLATION

(5) Disconnect solenoid connector from starter. (6) Remove bolts holding starter to transaxle bell-

housing (Fig. 8).

Fig. 8 Starter Bolts

1-STARTER 2 - STARTER BOLTS 3 - TRANSAXLE 4 - ENGINE MOUNT

INSTALLATION - 2.4L

(1) Place starter in position on vehicle. (2) Install the lower bolts to hold starter to trans-

axle bellhousing.

(3) Install the upper bolt and ground wire (Fig. 6). (4) Place solenoid and B+ wires in position on

starter terminals (Fig. 5).

(5) Install nut to hold B+ wire to terminal. (6) Connect solenoid wire connector onto terminal. (7) Connect battery negative cable. (8) Verify starter operation.

INSTALLATION - 3.3/3.8L

(1) Place starter spacer in position on transaxle

bellhousing, flange toward flywheel.

(2) Place starter in position on bellhousing. (3) Install bolts and ground wire (Fig. 6) to hold

starter to transaxle bellhousing.

(4) Connect solenoid connector into starter. (5) Install nut to hold B+ terminal to starter sole-

noid.

(6) Lower vehicle. (7) Connect battery negative cable. (8) Verify starter operation.

RG ENGINE SYSTEMS 8Fa-1

ENGINE SYSTEMS

TABLE OF CONTENTS

page page

BATTERY SYSTEM ......................... 1

CHARGING .............................. 20

BATTERY SYSTEM

TABLE OF CONTENTS

page page

BATTERY SYSTEM

DESCRIPTION ..........................1

OPERATION ............................2

DIAGNOSIS AND TESTING - BATTERY

SYSTEM .............................2

CLEANING .............................5

INSPECTION ...........................6

SPECIFICATIONS ........................6

SPECIAL TOOLS

BATTERY SYSTEM SPECIAL TOOLS .......7

BATTERY

DESCRIPTION ..........................7

OPERATION ............................9

DIAGNOSIS AND TESTING - BATTERY .......9

STANDARD PROCEDURE

STANDARD PROCEDURE - SPIRAL PLATE

BATTERY CHARGING ..................10

STANDARD PROCEDURE -

CONVENTIONAL BATTERY CHARGING.....11

STANDARD PROCEDURE - OPEN-CIRCUIT

VOLTAGE TEST .......................13

STANDARD PROCEDURE - IGNITION-OFF

DRAW TEST .........................13

STANDARD PROCEDURE - CHECKING

BATTERY ELECTROLYTE LEVEL .........14

STARTING............................... 31

REMOVAL - BATTERY ...................15

INSTALLATION .........................15

BATTERY HOLDDOWN

DESCRIPTION .........................15

OPERATION ...........................15

REMOVAL .............................16

INSTALLATION .........................16

BATTERY CABLES

DESCRIPTION .........................16

OPERATION ...........................16

DIAGNOSIS AND TESTING - BATTERY CABLE . 16

REMOVAL .............................18

INSTALLATION .........................18

BATTERY TRAY

DESCRIPTION .........................18

OPERATION ...........................19

REMOVAL .............................19

INSTALLATION .........................19

THERMOWRAP

DESCRIPTION .........................19

OPERATION ...........................19

REMOVAL .............................19

INSTALLATION .........................19

BATTERY SYSTEM

DESCRIPTION

A single 12-volt battery system is standard factoryinstalled equipment on this model. All of the components of the battery system are located within the engine compartment of the vehicle. The service information for the battery system in this vehicle covers

the following related components, which are covered in further detail elsewhere in this service manual:

• Battery - The storage battery provides a reli- able means of storing a renewable source of electrical energy within the vehicle.

• Battery Cable - The battery cables connect the battery terminal posts to the vehicle electrical system.

8Fa - 2 BATTERY SYSTEM RG

BATTERY SYSTEM (Continued)

• Battery Holddown - The battery holddown hardware secures the battery in the battery tray in the engine compartment.

• Battery Thermowrap - The battery ther- mowarp insulates the battery to protect it from engine compartment temperature extremes.

• Battery Tray - The battery tray provides a secure mounting location in the vehicle for the battery and an anchor point for the battery holddown hardware.

For battery system maintenance schedules and jump starting procedures, see the owner’s manual in the vehicle glove box. Optionally, refer to Lubrication and Maintenance for the recommended battery maintenance schedules and for the proper battery jump starting procedures. While battery charging can be considered a maintenance procedure, the battery charging procedures and related information are located in the standard procedures section of this service manual. This was done because the battery must be fully-charged before any battery system diagnosis or testing procedures can be performed. Refer to Standard procedures for the proper battery charging procedures.

OPERATION

The battery system is designed to provide a safe, efficient, reliable and mobile means of delivering and storing electrical energy. This electrical energy is required to operate the engine starting system, as well as to operate many of the other vehicle accessory systems for limited durations while the engine and/or the charging system are not operating. The battery system is also designed to provide a reserve of electrical energy to supplement the charging system for short durations while the engine is running and the electrical current demands of the vehicle exceed the output of the charging system. In addition to delivering, and storing electrical energy for the vehicle, the battery system serves as a capacitor and voltage stabilizer for the vehicle electrical system. It absorbs most abnormal or transient voltages caused by the switching of any of the electrical components or circuits in the vehicle.

DIAGNOSIS AND TESTING - BATTERY SYSTEM

The battery, starting, and charging systems in the vehicle operate with one another and must be tested as a complete system. In order for the engine to start and the battery to maintain its charge properly, all of the components that are used in these systems must perform within specifications. It is important that the battery, starting, and charging systems be thoroughly tested and inspected any time a battery needs to be charged or replaced. The cause of abnormal battery discharge, overcharging or early battery failure must be diagnosed and corrected before a battery is replaced and before a vehicle is returned to service. The service information for these systems has been separated within this service manual to make it easier to locate the specific information you are seeking. However, when attempting to diagnose any of these systems, it is important that you keep their interdependency in mind.

The diagnostic procedures used for the battery, starting, and charging systems include the most basic conventional diagnostic methods, to the more sophisticated On-Board Diagnostics (OBD) built into the Powertrain Control Module (PCM). Use of an induction-type milliampere ammeter, a volt/ohmmeter, a battery charger, a carbon pile rheostat (load tester) and a 12-volt test lamp may be required. All OBD-sensed systems are monitored by the PCM. Each monitored circuit is assigned a Diagnostic Trouble Code (DTC). The PCM will store a DTC in electronic memory for any failure it detects. Refer to Charging System for the proper charging system onboard diagnostic test procedures.

MICRO 420 ELECTRICAL SYSTEM TESTER

The Micro 420 automotive battery system tester is designed to help the dealership technicians diagnose the cause of a defective battery. Follow the instruction manual supplied with the tester to properly diagnose a vehicle. If the instruction manual is not available refer to the standard procedure in this section, which includes the directions for using the Micro 420 electrical system tester.

RG BATTERY SYSTEM 8Fa-3