1996 CHRYSLER VOYAGER steering

STEP IS NOT DONE A DIAGONSTIC TROUBLE
CODE (DTC) MAY BE SET.
VACUUM RESERVOIR
The reservoir contains a one-way check valve to
trap engine vacuum in the reservoir. When engine
vacuum drops, as in climbing a grade while driving,
the reservoir supplies the vacuum needed to main-
tain proper speed control operation. The vacuum res-
ervoir cannot be repaired and must be replaced if
faulty.
VEHICLE SPEED AND DISTANCE
The 4 speed automatic Transmission Control Mod-
ule (TCM) supplies the speed input to the PCM. The
PCM determines acceleration rates. The speed con-
trol software in the PCM uses vehicle speed and
acceleration to control to the set speed.
Vehicles with a 3 speed automatic or manual trans-
mission have a vehicle speed sensor (VSS) mounted
to an adapter near the transmission output shaft.
The sensor is driven through the adapter by a speed-
ometer pinion gear. The VSS pulse signal is moni-
tored by the PCM to determine vehicle speed and to
maintain speed control set speed. Refer to the appro-
priate Powertrain Diagnostic Procedures manual for
diagnosis and testing of this component. Refer to
group 14, Fuel System for Removal/Installation
DIAGNOSIS AND TESTING
ROAD TEST
Perform a vehicle road test to verify reports of
speed control system malfunction. The road test
should include attention to the speedometer. Speed-
ometer operation should be smooth and without flut-
ter at all speeds.
Flutter in the speedometer indicates a problem
which might cause surging in the speed control sys-
tem. The cause of any speedometer problems should
be corrected before proceeding. Refer to Group 8E,
Instrument Panel and Gauges for speedometer diag-
nosis.
If a road test verifies a surge following a set and
the speedometer operates properly see ªOvershoot/
Undershoot on speed control setº.
If a road test verifies an inoperative system, and
the speedometer operates properly, check for:
²A Diagnostic Trouble Code (DTC). If a DTC
exists, conduct tests per the Powertrain Diagnostic
Procedures service manual.
²A misadjusted brake (stop) lamp switch. This
could also cause an intermittent problem.
²Loose or corroded electrical connections at the
servo. Corrosion should be removed from electricalterminals and a light coating of Mopar Multipurpose
Grease, or equivalent, applied.
²Leaking vacuum reservoir.
²Loose or leaking vacuum hoses or connections.
²Defective one-way vacuum check valve.
²Secure attachment at both ends of the speed
control servo cable.
²Smooth operation of throttle linkage and throttle
body air valve.
²Conduct electrical test at PCM.
²Failed speed control servo. Do the servo vacuum
test.
CAUTION: When test probing for voltage or conti-
nuity at electrical connectors, care must be taken
not to damage connector, terminals or seals. If
these components are damaged, intermittent or
complete system failure may occur.
OVERSHOOT/UNDERSHOOT FOLLOWING SPEED
CONTROL SET
If the operator repeatedly presses and releases the
set button with their foot off of the accelerator (a ªlift
foot setº to begin speed control operation), the vehicle
may accelerate and exceed the desired set speed by
up to 5 MPH (8 km/h) and then decelerate to less
than the desired set speed before finally achieving
the desired set speed.
The Speed Control has an adaptive strategy that
compensates for vehicle-to-vehicle variations in speed
control cable lengths. When the speed control is set
with the vehicle operators foot off of the accelerator
pedal, the speed control thinks there is excessive
speed control cable slack and adapts. If the lift foot
sets are continually used, the speed control over-
shoot/undershoot condition will develop.
To ªunlearnº the overshoot/undershoot condition,
the vehicle operator has to press and release the set
button while maintaining the desired set speed with
the accelerator pedal (not decelerating or accelerat-
ing), and then turn the cruise control switch to the
OFF position (or press the CANCEL button if
equipped) after waiting 10 seconds. This procedure
must be performed approximately 10±15 times to
completely unlearn the overshoot/undershoot condi-
tion.
CHECKING FOR DIAGNOSTIC CODES
When trying to verify a speed control system elec-
tronic malfunction: Connect a DRB scan tool if avail-
able to the data link connector. The connector is
located at left side of the steering column, and at
lower edge of the panel.
(1) A speed control malfunction may occur without
a diagnostic code being indicated.
NSVEHICLE SPEED CONTROL SYSTEM 8H - 3
DESCRIPTION AND OPERATION (Continued)

SERVO VACUUM TEST
(1) Turn ignition switch to the ON position with-
out starting engine. Activate speed control ON
switch.
(2) Disconnect the four-way electrical connector
and the vacuum harness at the servo (Fig. 3).
(3) Connect a jumper wire from Pin 3 of the servo
to Pin 3 of the wire connector.
(4) Ground Pins 2 and 4 in the servo. Do not con-
nect pin 1.
(5) Connect a hand held vacuum pump to the vac-
uum nipple and apply 10 - 15 inches of vacuum.
(6) If servo pulls cable, replace servo.
(7) Ground Pin 1 on servo.
(8) Check that the throttle cable pulls in and holds
as long as the vacuum pump is connected. After one
minute, check if cable is still holding. If cable does
not hold replace the servo.
(9) Disconnect jumper from pin 3. Cable should
return to rest position. If not, replace servo.
(10) Connect 4 way electrical connector and vac-
uum harness to servo.
SPEED CONTROL SWITCH TEST
Refer to the appropriate Powertrain Diagnostic
Manual for switch test valves.
STOP LAMP SWITCH TEST
(1) Remove the stop lamp switch refer to Stop
Switch Removal/Installation in this section. Discon-
nect connector from stop lamp switch (Fig. 4). Using
an ohmmeter, switch continuity may be checked as
follows:
(2) With switch plunger released, there should be
continuity between Pin 5 and Pin 6.(3) With switch plunger depressed, there should be
continuity:
²Between Pin 1 and Pin 2.
²Between Pin 3 and Pin 4.
(4) If the above results are not obtained, the stop
lamp switch is defective or out of adjustment.
(5) Stop lamp switch adjustment is detailed in
Group 5, Brakes.
ELECTRICAL TESTS AT POWERTRAIN CONTROL
MODULE
(1) Unplug the GRAY 40-way connector from the
Powertrain Control Module (PCM), (Fig. 5).
(2) Remove both steering wheel speed control
switches and disconnect the wire connectors.
Fig. 3 Servo Harness Connector
Fig. 4 Stop Lamp Wiring
Fig. 5 Powertrain Control Module Location
8H - 6 VEHICLE SPEED CONTROL SYSTEMNS
DIAGNOSIS AND TESTING (Continued)

INSTALLATION
Transfer speed control cable to replacement speed
control servo. Reverse the preceding operation.
SPEED CONTROL SWITCHES
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable.
(3) Remove airbag/horn pad from steering wheel,
refer to Group 8M, Restraint Systems for proper pro-
cedures.
(4) Disconnect wire connector from horn switch,
airbag, and speed control switches.
(5) Remove screws holding speed control switch to
airbag/horn pad (Fig. 11).
(6) Separate speed control switch from airbag/horn
pad.
INSTALLATION
Reverse the preceding operation.
STOP LAMP SWITCH
REMOVAL
Remove the switch from the bracket by depressing
the brake pedal and rotating the switch in a counter-
clockwise direction approximately 30 degrees. Pull
the switch rearward and remove from bracket. Dis-
connect wiring harness connector.
INSTALLATION
Before installing the switch, reset the adjustable
switch plunger by pulling on the plunger head until
the plunger reaches the end of its travel. A ratchet-
ing sound will be heard during this procedure.
Connect the wiring harness to the switch. Mount
the switch into the bracket by holding the switch
with the plunger facing forward in car. There is an
index key on the switch that mates with the bracket
slot at the top of the square hole. Align key and push
switch into square hole in bracket while depressing
the brake pedal. Once the switch is seated in the
hole, rotate clockwise approximately 30 degrees to
lock into place. The switch will automatically adjust
when the pedal is released. Pull back on the pedal to
assure correct adjustment.
SPEED CONTROL CABLE
REMOVAL
(1) Release hood latch and open hood.
(2) On vehicles with 3.3/3.8 L engine, remove air
cleaner resonator. Refer to Group 14, Fuel System for
proper procedure.
(3) Disconnect throttle and speed control cable
ends from throttle body (Fig. 8).
(4) Depress lock tabs holding speed control cable
casing to cable mount bracket (Fig. 12).
(5) Remove tie wrap holding vacuum line, throttle
cable, and speed control cable together.
(6) Remove nuts holding speed control cable case
to servo.
(7) Remove cable case from servo.
(8) Remove hairpin clip holding cable end to servo
diaphragm (Fig. 12).
(9) Remove speed control cable.
INSTALLATION
Reverse the preceding operation.
POWERTRAIN CONTROL MODULE
For Removal/Installation refer to Powertrain Con-
trol Module in Group 14, Fuel Injection System.
USE THE DRB SCAN TOOL TO REPROGRAM
THE NEW PCM WITH THE VEHICLES ORIGI-
NAL IDENTIFICATION NUMBER (VIN) AND
THE ORGINAL VEHICLES MILAGE. IF THIS
Fig. 10 Speed Control Servo
Fig. 11 Speed Control Switches
NSVEHICLE SPEED CONTROL SYSTEM 8H - 9
REMOVAL AND INSTALLATION (Continued)

VEHICLE SPEED CONTROL SYSTEM
CONTENTS
page
GENERAL INFORMATION
INTRODUCTION........................ 1
GENERAL INFORMATION
INTRODUCTION
This group covers both Left-Hand Drive (LHD) and
Right-Hand Drive (RHD) versions of this model.
Whenever feasible, the RHD versions of affected
vehicle components have been constructed as mirror-
image of the LHD versions. While most of the illus-
trations used in this group represent only the LHD
version, the diagnostic and service procedures out-
lined can generally be applied to either version.
Exceptions to this rule have been clearly identified as
LHD or RHD, if a special illustration or procedure
was/is required.
The speed control system used with the 2.5L diesel
engine is basically identical to the system used with
gasoline powered engines. Features unique to the
diesel engine will be covered in this section.
²Models equipped with the 2.5L diesel engine do
not use a vacuum reservoir to retain engine vacuum
for speed control operation. There are no vaccum-op-
erated speed control servos used in vehicles with the
2.5L diesel engine.
²The range of the speed control system operation
is restricted to speeds between 56 km/h (35 MPH) to
145 km/h (90 MPH).
²Inputs to the MSA that allow speed control oper-
ation are from the vehicle speed sensor and the
Speed Control Switch.²Two separate speed control switch modules are
mounted on the steering wheel to the left and right
side of the driver's airbag module. Switch features
are:
a. Within the two switch modules, fivemomen-
tarycontact switches, supporting seven different
speed control functions are used.
b. The outputs from these switches are filtered
into one input. The MSA determines which output
has been applied throughresistive multiplexing.
The input circuit voltage is measured by the MSA
to determine which switch function has been
selected.
c. A speed control indicator lamp, located on the
instrument panel cluster is energized by the MSA
via the CCD Bus. This occurs when speed control
system power has been turned ON, and the engine
is running.
d. The two switch modules are labeled: ON/OFF,
SET, RESUME/ACCEL, CANCEL and COAST.
Refer to the owner's manual for more information
on speed control switch functions and setting pro-
cedures. The individual switches cannot be
repaired. If one individual switch fails, the switch
module must be replaced.
NS/GSVEHICLE SPEED CONTROL SYSTEM 8H - 1

TURN SIGNAL AND FLASHERS
CONTENTS
page page
GENERAL INFORMATION
COMBINATION FLASHER.................. 1
INTRODUCTION......................... 1
DESCRIPTION AND OPERATION
COMBINATION FLASHER / DAYTIME
RUNNING LAMPS (DRL) MODULE......... 2
COMBINATION FLASHER FUNCTION......... 1DIAGNOSIS AND TESTING
COMBINATION FLASHER WITH / WITHOUT
DAYTIME RUNNING LAMPS MODULEÐ
CIRCUIT DIAGNOSTICS.................. 3
TURN SIGNAL MULTI-FUNCTION SWITCH.... 2
REMOVAL AND INSTALLATION
COMBINATION FLASHER WITH / WITHOUT
DRL MODULE........................ 11
MULTI-FUNCTION SWITCH............... 11
GENERAL INFORMATION
INTRODUCTION
The turn signals are actuated with a lever on the
left side of the steering column just ahead of the
steering wheel. The signals are automatically turned
off by a canceling cam (two lobes molded to the clock-
spring mechanism). The cam comes in contact with
the cancel actuator on the turn signal (multi-func-
tion) switch assembly. Either cam lobe, pushing on
the cancel actuator, returns the switch to the OFF
position.
Lane change signaling is actuated by applying par-
tial turn signal stalk movement toward the direction
desired until the indicator lamps flashes in the
instrument cluster. When the switch stalk is released
the stalk will spring back into the neutral position
turning OFF the turn signal.
With the ignition switch ON and the turn signal
switch stalk actuated left or right, current flows
through the:
²Combination flasher
²Multi-function switch
²Turn indicator lamp
²Front and rear turn signal bulbs.
A chime will sound after the vehicle has traveled a
distance of approximately 0.5 mile with the turn sig-
nal ON.
COMBINATION FLASHER
The Turn Signal/Hazard Warning Flasher is a
module providing the vehicle with turn signal and
hazard warning functions and has been designed
with internal relays to take advantage of low current
switching requirements in the vehicle. It is plugged
into the Junction Block at position 4 (Fig. 1), where
all wiring associated with its operation is terminated.The Junction Block is adjacent to and left of the
steering column of the vehicle.
To gain access to the flasher, remove the lower
steering column cover and knee blocker. Refer to
Group 8E, Instrument Panel and Systems for
removal procedures.
DESCRIPTION AND OPERATION
COMBINATION FLASHER FUNCTION
The Turn Signal/Hazard Warning Flasher is a
module providing turn signal, hazard warning func-
tions and has been designed with internal relays to
Fig. 1 Combination Flasher Location
NSTURN SIGNAL AND FLASHERS 8J - 1

take advantage of low current switching require-
ments in the vehicle. It is plugged into the Junction
Block at positions 4 (Fig. 1) where all wiring associ-
ated with its operation is terminated. The Junction
Block is adjacent to and left of the steering column of
the vehicle.
To gain access to the device, remove the lower
steering column cover and knee blocker, refer to
Group 8E, Instrument Panel and Systems.
The combination flasher may be operated in its
hazard warning mode either with or without the igni-
tion circuit being active. However, in order to operate
in the turn signal mode, the ignition circuit must be
completed to the module.
While the combination flasher is idle, there is no
current drawn through the module. The device does
not become active until a signal ground circuit is
supplied to either of the turn signal inputs or the
hazard warning input.
Typical flash rate for the flasher is 90 flashes per
minute.
When a lamp is burnt out for a given side of the
vehicle or a wire is open to a lamp, the flash rate will
increase to 180 flashes per minute when in the turn
signal mode. When in the hazard warning signal
mode the flash rate remains at 90 flashes per
minute.
Turn signal inputs that actuate the flasher are low
current grounds, each drawing a maximum of 300
mA., and are provided to the flasher through the
Junction Block from the multi-function switch that is
mounted to the steering column. The hazard warning
signal input is a low current ground drawing a max-
imum of 600 mA. through the multi-function switch.
COMBINATION FLASHER / DAYTIME RUNNING
LAMPS (DRL) MODULE
The Combination Flasher/DRL is a module provid-
ing turn signal, hazard warning, and daytime run-
ning light functions, and has been designed with
internal relays to take advantage of low current
switching requirements in the vehicle. It is plugged
into the junction block at positions 3 AND 4 (Fig. 2)
where all wiring associated with its operation is ter-
minated. The Junction Block is adjacent to and left of
the steering column of the vehicle.
To gain access to the device, remove the lower
steering column cover and knee blocker, refer to
Group 8E, Instrument Panel and Gauges.
The combination flasher/DRL may be operated in
its hazard warning mode either with or without the
ignition circuit being active. However, in order to
operate in the turn signal mode or the DRL mode,
the ignition circuit must be completed to the module.
While the combination flasher portion is idle, there
is no current drawn through the module. The devicedoes not become active in the turn signal or hazard
warning modes until a signal ground circuit is sup-
plied to either of the turn signal inputs or the hazard
warning input. With the ignition OFF, there is no
current drawn through the module.
While the ignition is ON, the front turn signal fil-
aments are illuminated steadily thus providing the
DRL function. The DRL function may be inhibited by
applying a signal ground input from either the park
brake circuit or the headlamp relay activation circuit.
Typical flash rate for the flasher is 90 flashes per
minute.
When a lamp is burnt out for a given side of the
vehicle or a wire is open to a lamp, the flash rate will
increase to 180 flashes per minute when in the turn
signal mode. When in the hazard warning signal
mode the flash rate remains at 90 flashes per
minute.
Turn signal inputs that actuate the flasher are low
current grounds, each could draw a maximum of 300
mA., and are provided to the flasher through the
Junction Block from the multi-function switch that is
mounted to the steering column. The hazard warning
signal input is a low current ground that could draw
a maximum of 600 mA. through the multi-function
switch.
DIAGNOSIS AND TESTING
TURN SIGNAL MULTI-FUNCTION SWITCH
To test turn signal, headlamp beam select and opti-
cal horn portion of the multi-function switch:
(1) Remove the multi-function switch, refer to
removal procedures.
(2) Using an ohmmeter check continuity reading
between multi-function switch pins. Refer to (Fig. 3)
for proper pin numbers and Turn Signal Multi-Func-
tion Switch Test chart.
Fig. 2 Junction Block Terminal Pins
8J - 2 TURN SIGNAL AND FLASHERSNS
DESCRIPTION AND OPERATION (Continued)

REMOVAL AND INSTALLATION
MULTI-FUNCTION SWITCH
WARNING: BEFORE SERVICING A STEERING COL-
UMN EQUIPPED WITH AN AIRBAG REFER TO
GROUP 8M, RESTRAINT SYSTEMS FOR PROPER
AND SAFE SERVICE PROCEDURES.
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect and isolate battery negative cable.
(3) Remove upper and lower steering column
shrouds, refer to Group 19, Steering for proper pro-
cedures.
(4) Disconnect wire connector from back of turn
signal multi-function switch (Fig. 6).
(5) Remove screws holding turn signal switch to
steering column adapter collar.
(6) Remove turn signal switch.
INSTALLATION
For installation, reverse the above procedures. Ver-
ify switch operation by placing the control stalk in
either the right or left position and turning the steer-
ing wheel to ensure the automatic cancellation of the
switch.
COMBINATION FLASHER WITH / WITHOUT DRL
MODULE
REMOVAL
(1) Remove lower steering column cover.
(2) Remove knee blocker.(3) Pull combination flasher from junction block.
INSTALLATION
For installation, reverse the above procedures.
Fig. 6 Turn Signal Multi-Function Switch
NSTURN SIGNAL AND FLASHERS 8J - 11

MULTI-FUNCTION SWITCH
To test the windshield wiper and washer portion of
the multi-function switch:
(1) Remove the multi-function switch, refer to
removal procedures.
(2) Using an ohmmeter check continuity reading
between switch pins, refer to (Fig. 1) for proper pin
numbers.
REMOVAL AND INSTALLATION
MULTI-FUNCTION SWITCH
WARNING: BEFORE SERVICING A STEERING COL-
UMN EQUIPPED WITH AN AIRBAG REFER TO
GROUP 8M, RESTRAINT SYSTEMS FOR PROPER
AND SAFE SERVICE PROCEDURES.
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect and isolate battery negative cable.
(3) Remove upper and lower steering column
shrouds, refer to Group 19, Steering for proper pro-
cedures.
(4) Disconnect wire connector from back of turn
signal multi-function switch (Fig. 2).
(5) Remove screws holding turn signal switch to
steering column adapter collar.
(6) Remove turn signal switch.
INSTALLATION
For installation, reverse the above procedures. Ver-
ify switch operation by placing the control stalk ineither the right or left position and turning the steer-
ing wheel to ensure the automatic cancellation of the
switch.
WINDSHIELD WASHER BOTTLE
REMOVAL
(1) Hoist and support vehicle on safety stands.
(2) Remove right front wheel, refer to Group 22,
Wheels and Tires for proper procedures and tighten-
ing sequences.
(3) Remove front wheelhouse splash shield.
(4) Disconnect wire connectors from the windshield
and rear window washer pumps (Fig. 3).
(5) If washer bottle has fluid in it place a suitable
drain pan under the hose connections.
Fig. 1 Windshield Wiper and Washer±Multi-Function
Switch Test
Fig. 2 Turn Signal Multi-Function Switch
Fig. 3 Windshield Washer Bottle
8K - 4 WINDSHIELD WIPERS AND WASHERSNS
DIAGNOSIS AND TESTING (Continued)