1996 CHRYSLER VOYAGER air condition

(brake, park/neutral, air conditioning). Deceleration
die out is also prevented by increasing airflow when
the throttle is closed quickly after a driving (speed)
condition.
DUTY CYCLE EVAP CANISTER PURGE
SOLENOIDÐPCM OUTPUT
The duty cycle EVAP purge solenoid regulates the
rate of vapor flow from the EVAP canister to the
throttle body. The PCM operates the solenoid.
During the cold start warm-up period and the hot
start time delay, the PCM does not energize the sole-
noid. When de-energized, no vapors are purged. The
PCM de-energizes the solenoid during open loop oper-
ation.
The engine enters closed loop operation after it
reaches a specified temperature and the time delay
ends. During closed loop operation, the PCM ener-
gizes and de-energizes the solenoid 5 or 10 times per
second, depending upon operating conditions. The
PCM varies the vapor flow rate by changing solenoid
pulse width. Pulse width is the amount of time the
solenoid energizes.
A rubber boot covers the duty cycle EVAP purge
solenoid. The solenoid attaches to a bracket mounted
to the right engine mount (Fig. 31). The top of the
solenoid has the word TOP on it. The solenoid will
not operate properly unless it is installed correctly.
PROPORTIONAL PURGE SOLENOID
All vehicles use a proportional purge solenoid. The
solenoid regulates the rate of vapor flow from theEVAP canister to the throttle body. The PCM oper-
ates the solenoid.
During the cold start warm-up period and the hot
start time delay, the PCM does not energize the sole-
noid. When de-energized, no vapors are purged.
The proportional purge solenoid operates at a fre-
quency of 200 hz and is controlled by an engine con-
troller 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.
ELECTRONIC EGR TRANSDUCER SOLENOIDÐPCM
OUTPUT
The electronic EGR transducer contains an electri-
cally operated solenoid and a back-pressure trans-
ducer (Fig. 33) or (Fig. 34) or (Fig. 35). The 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 trans-
ducer. When the PCM de-energizes the solenoid and
back-pressure closes the transducer bleed valve, vac-
uum 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 pro-
Fig. 31 Duty Cycle EVAP Purge Solenoid
Fig. 32 Proportional Purge Solenoid
NSFUEL SYSTEM 14 - 43
DESCRIPTION AND OPERATION (Continued)

vides the correct amount of exhaust gas recirculation
for different operating conditions.
DATA LINK CONNECTORÐPCM OUTPUT
The data link connector provides the technician
with the means to connect the DRB scan tool to diag-
nosis the vehicle. The connector is located under the
dash (Fig. 36).
AUTOMATIC TRANSAXLE CONTROL MODULEÐ
PCM OUTPUT
The electronic automatic transaxle control module
and the PCM supply information to each other
through the CCD Bus. The information includes
engine speed and vehicle load. The PCM uses the
information when adjusting the fuel and ignition
strategy.
FUEL INJECTORSÐPCM OUTPUT
The fuel injectors are 12 ohm electrical solenoids
(Fig. 37). The injector contains a pintle that closes off
an orifice at the nozzle end. When electric current is
supplied to the injector, the armature and needle
move a short distance against a spring, allowing fuel
to flow out the orifice. Because the fuel is under high
pressure, a fine spray is developed in the shape of a
hollow cone. The spraying action atomizes the fuel,
adding it to the air entering the combustion chamber.
The injectors are positioned in the intake manifold.
Fig. 33 EGR SolenoidÐ3.3/3.8L
Fig. 34 EGR SolenoidÐ3.0L
Fig. 35 EGR SolenoidÐ2.4L
Fig. 36 Data Link Connector
14 - 44 FUEL SYSTEMNS
DESCRIPTION AND OPERATION (Continued)

Shutdown (ASD) RelayÐPCM Output in this section
for relay operation.
TORQUE CONVERTER CLUTCH SOLENOIDÐPCM
OUTPUT
Three-speed automatic transaxles use a torque con-
verter clutch solenoid. The PCM controls the engage-
ment of the torque converter clutch through the
solenoid. The torque converter clutch is engaged only
in direct drive mode. Refer to Group 21 for transaxle
information.
MALFUNCTION INDICATOR (CHECK ENGINE)
LAMPÐPCM OUTPUT
The PCM supplies the malfunction indicator (check
engine) lamp on/off signal to the instrument panel
through the CCD Bus. The CCD Bus is a communi-
cations port. Various modules use the CCD Bus to
exchange information.
The Check Engine lamp comes on each time the
ignition key is turned ON and stays on for 3 seconds
as a bulb test.
The Malfunction Indicator Lamp (MIL) stays on
continuously, when the PCM has entered a Limp-In
mode or identified a failed emission component. Dur-
ing Limp-in Mode, the PCM attempts to keep the
system operational. The MIL signals the need for
immediate service. In limp-in mode, the PCM com-
pensates for the failure of certain components that
send incorrect signals. The PCM substitutes for the
incorrect signals with inputs from other sensors.
If the PCM detects active engine misfire severe
enough to cause catalyst damage, it flashes the MIL.
At the same time the PCM also sets a Diagnostic
Trouble Code (DTC).
For signals that can trigger the MIL (Check
Engine Lamp) refer to Group 25, On-Board
Dianostics.
SOLID STATE FAN RELAYÐPCM OUTPUT
The radiator fan runs at a variable speed depend-
ing on coolant temperature and A/C system pressure.
The radiator fan circuit contains a Solid State Fan
Relay (SSFR). Refer to the Group 8W for a circuit
schematic.
A 5 volt signal is supplied to the SSFR. The PCM
provides a pulsed ground for the SSFR. Depending
upon the amount of pulse on time, the SSFR puts out
a proportional voltage to the fan motor at the lower
speed. For instance, if the on time is 30 percent, then
the voltage to the fan motor will be 3.6 volts.
When engine coolant reaches approximately 102ÉC
(215ÉF) the PCM grounds the SSFR relay. If engine
coolant reaches 207ÉC (225ÉF) the PCM grounds the
high speed ground relay and high speed fan relay. If
the fan operates at high speed, the PCM de-energizes
the high speed relay and high speed ground relay
when coolant temperature drops to approximately
101ÉC (214ÉF). When coolant temperature drops to
101ÉC (214ÉF) the fan operates at low speed. The
PCM de-energizes the low speed relay when coolant
temperature drops to approximately 93ÉC (199ÉF).
Also, when the air conditioning pressure switch
closes, the fan operates at high speed. The air condi-
tioning switch closes at 285 psi610 psi. When air
conditioning pressure drops approximately 40 psi, the
pressure switch opens and the fan operates at low
speed.
The SSFR relay is located on the left front inner
frame just behind the radiator (Fig. 42).
SPEED CONTROL SOLENOIDSÐPCM OUTPUT
The speed control vacuum and vent solenoids are
operated by the PCM. When the PCM supplies a
ground to the vacuum and vent solenoids, the speed
control system opens the throttle plate. When the
PCM removes the ground from the vacuum and vent
solenoids, the throttle blade closes. The PCM bal-
Fig. 41 Ignition Coil Ð3.3/3.8L
Fig. 42 Fan Control Module
14 - 46 FUEL SYSTEMNS
DESCRIPTION AND OPERATION (Continued)

²The PCM grounds the coil side of the relay
through terminal number 85.
²Terminal number 86 supplies voltage to the coil
side of the relay.
²When the PCM de-energizes the ASD and fuel
pump relays, terminal number 87A connects to termi-
nal 30. This is the Off position. In the off position,
voltage is not supplied to the rest of the circuit. Ter-
minal 87A is the center terminal on the relay.
²When the PCM energizes the ASD and fuel
pump relays, terminal 87 connects to terminal 30.
This is the On position. Terminal 87 supplies voltage
to the rest of the circuit.
TESTING
The following procedure applies to the ASD and
fuel pump relays.
(1) Remove relay from connector before testing.
(2) With the relay removed from the vehicle, use
an ohmmeter to check the resistance between termi-
nals 85 and 86. The resistance should be between 75
65 ohms.
(3) Connect the ohmmeter between terminals 30
and 87A. The ohmmeter should show continuity
between terminals 30 and 87A.
(4) Connect the ohmmeter between terminals 87
and 30. The ohmmeter should not show continuity at
this time.
(5) Connect one end of a jumper wire (16 gauge or
smaller) to relay terminal 85. Connect the other end
of the jumper wire to the ground side of a 12 volt
power source.
(6) Connect one end of another jumper wire (16
gauge or smaller) to the power side of the 12 volt
power source.Do not attach the other end of the
jumper wire to the relay at this time.
WARNING: DO NOT ALLOW OHMMETER TO CON-
TACT TERMINALS 85 OR 86 DURING THIS TEST.(7) Attach the other end of the jumper wire to
relay terminal 86. This activates the relay. The ohm-
meter should now show continuity between relay ter-
minals 87 and 30. The ohmmeter should not show
continuity between relay terminals 87A and 30.
(8) Disconnect jumper wires.
(9) Replace the relay if it did not pass the continu-
ity and resistance tests. If the relay passed the tests,
it operates properly. Check the remainder of the ASD
and fuel pump relay circuits. Refer to group 8W, Wir-
ing Diagrams.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
To perform a complete test of the MAP sensor and
its circuitry, refer to the DRB scan tool and appropri-
ate Powertrain Diagnostics Procedures manual. To
test the MAP sensor only, refer to the following:
CAUTION: When testing the MAP sensor, be sure
that the harness wires are not damaged by the test
meter probes.
(1) Test the MAP sensor output voltage at the
MAP sensor connector between terminals 2 and 3
(Fig. 95). With the ignition switch ON and the engine
not running, output voltage should be 4 to 5 volts.
The voltage should drop to 1.5 to 2.1 volts with a hot,
neutral idle speed condition. If OK, go to next step. If
not OK, go to step 3.
(2) Test PCM terminal 36 for the same voltage
described in the previous step to verify wire harness
condition. Repair as required.
(3) Test the MAP sensor ground circuit at sensor
connector terminal 1 and PCM terminal 43. If OK, go
to next step. If not OK, repair as required.
(4) Test MAP sensor supply voltage between sen-
sor connector terminals 2 and 1 with the key ON.
The voltage should be approximately 5 volts (6.5V).
Five volts (6.5V) should also be at terminal 61 of the
Fig. 94 ASD and Fuel Pump Relay Terminals
Fig. 95 MAP Sensor Connector
14 - 60 FUEL SYSTEMNS
DIAGNOSIS AND TESTING (Continued)

FUEL INJECTION SYSTEMÐ2.0L ENGINE
INDEX
page page
GENERAL INFORMATION
INTRODUCTIONÐ2.0L ENGINE............ 32
MODES OF OPERATIONÐ2.0L ENGINE..... 32
DESCRIPTION AND OPERATION
AIR CONDITIONING (A/C) RELAYÐPCM
OUTPUTÐ2.0L ENGINE................ 35
AIR CONDITIONING PRESSURE
TRANSDUCERÐPCM INPUTÐ
2.0L ENGINE......................... 33
AIR CONDITIONING SWITCH SENSEÐ
PCM INPUTÐ2.0L ENGINE.............. 33
AUTOMATIC SHUTDOWN (ASD) SENSEÐ
PCM INPUTÐ2.0L ENGINE.............. 33
AUTOMATIC SHUTDOWN RELAYÐ
PCM OUTPUTÐ2.0L ENGINE............ 35
BATTERY VOLTAGEÐPCM INPUTÐ
2.0L ENGINE......................... 33
CAMSHAFT POSITION SENSORÐ
PCM INPUTÐ2.0L ENGINE.............. 33
CRANKSHAFT POSITION SENSORÐ
PCM INPUTÐ2.0L ENGINE.............. 33
DATA LINK CONNECTORÐPCM OUTPUTÐ
2.0L ENGINE......................... 35
ELECTRONIC EGR TRANSDUCERÐ
PCM OUTPUTÐ2.0L ENGINE............ 35
ENGINE COOLANT TEMPERATURE SENSORÐ
PCM INPUTÐ2.0L ENGINE.............. 33
FUEL INJECTORSÐPCM OUTPUTÐ
2.0L ENGINE......................... 35
FUEL PUMP RELAYÐPCM OUTPUTÐ
2.0L ENGINE......................... 35
GENERATOR FIELDÐPCM OUTPUTÐ
2.0L ENGINE......................... 35
HEATED OXYGEN SENSORÐPCM INPUTÐ
2.0L ENGINE......................... 33
IDLE AIR CONTROL MOTORÐPCM OUTPUTÐ
2.0L ENGINE......................... 35
IGNITION COILÐPCM OUTPUTÐ
2.0L ENGINE......................... 36KNOCK SENSORÐPCM INPUTÐ
2.0L ENGINE......................... 34
MALFUNCTION INDICATOR (CHECK ENGINE)
LAMPÐPCM OUTPUTÐ2.0L ENGINE...... 36
MANIFOLD ABSOLUTE PRESSURE
(MAP SENSOR)ÐPCM INPUTÐ
2.0L ENGINE......................... 34
POWERTRAIN CONTROL MODULEÐ
2.0L ENGINE......................... 33
RADIATOR FAN CONTROL MODULEÐ
PCM OUTPUTÐ2.0L ENGINE............ 36
SPEED CONTROL SOLENOIDSÐ
PCM OUTPUTÐ2.0L ENGINE............ 36
SPEED CONTROLÐPCM INPUTÐ
2.0L ENGINE......................... 34
STARTER RELAYÐPCM OUTPUTÐ
2.0L ENGINE......................... 35
SYSTEM DIAGNOSISÐ2.0L ENGINE........ 33
TACHOMETERÐPCM OUTPUTÐ
2.0L ENGINE......................... 36
THROTTLE BODYÐ2.0L ENGINE.......... 36
THROTTLE POSITION SENSOR/ IDLE AIR
CONTROL MOTORÐPCM INPUTÐ
2.0L ENGINE......................... 35
DIAGNOSIS AND TESTING
ASD AND FUEL PUMP RELAYSÐ
2.0L ENGINE......................... 39
CAMSHAFT AND CRANKSHAFT
POSITION SENSOR................... 40
ENGINE COOLANT TEMPERATURE
SENSOR............................ 40
KNOCK SENSORÐ2.0L ENGINE........... 40
MANIFOLD ABSOLUTE PRESSURE
(MAP) SENSORÐ2.0L ENGINE........... 39
THROTTLE BODY MINIMUM AIR FLOW..... 41
THROTTLE POSITION SENSOR........... 40
VISUAL INSPECTIONÐSOHC............. 36
SPECIFICATIONS
TORQUE............................. 42
GENERAL INFORMATION
INTRODUCTIONÐ2.0L ENGINE
Refer to the Introduction for 2.4/3.0/3.3/3.8L
engines under General Information in the Fuel Injec-
tion System section of group 14 for more information.
MODES OF OPERATIONÐ2.0L ENGINE
Refer to the Modes of Operation for 2.4/3.0/3.3/3.8L
engines under General Information in the Fuel Injec-
tion System section of group 14 for more information.
14 - 32 FUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINENS/GS

DESCRIPTION AND OPERATION
SYSTEM DIAGNOSISÐ2.0L ENGINE
Refer to System diagnosis for 2.4/3.0/3.3/3.8L
engines under Description and Operation in the Fuel
Injection System section of group 14 for more infor-
mation.
POWERTRAIN CONTROL MODULEÐ2.0L ENGINE
Refer to the Powertrain Control Module for 2.4/3.0/
3.3/3.8L engines under Description and Operation in
the Fuel Injection System section of group 14 for
more information.
AIR CONDITIONING PRESSURE TRANSDUCERÐ
PCM INPUTÐ2.0L ENGINE
Refer to the Air Conditioning Pressure Transducer
for 2.4/3.0/3.3/3.8L engines under Description and
Operation in the Fuel Injection System section of
group 14 for more information.
AIR CONDITIONING SWITCH SENSEÐPCM
INPUTÐ2.0L ENGINE
Refer to the Air Conditioning Switch Sense for 2.4/
3.0/3.3/3.8L engines under Description and Operation
in the Fuel Injection System section of group 14 for
more information.
AUTOMATIC SHUTDOWN (ASD) SENSEÐPCM
INPUTÐ2.0L ENGINE
Refer to the Automatic Shutdown (ASD) Sense for
2.4/3.0/3.3/3.8L engines under Description and Oper-
ation in the Fuel Injection System section of group 14
for more information.
BATTERY VOLTAGEÐPCM INPUTÐ2.0L ENGINE
Refer to the Battery Voltage for 2.4/3.0/3.3/3.8L
engines under Description and Operation in the Fuel
Injection System section of group 14 for more infor-
mation.
CAMSHAFT POSITION SENSORÐPCM INPUTÐ
2.0L ENGINE
Refer to the Camshaft Position Sensor for 2.4L
engine under Description and Operation in the Fuel
Injection System section of group 14 for more infor-
mation.
CRANKSHAFT POSITION SENSORÐPCM
INPUTÐ2.0L ENGINE
Refer to the Crankshaft Position Sensor for 2.4L
engine under Description and Operation in the Fuel
Injection System section of group 14 for more infor-
mation.
ENGINE COOLANT TEMPERATURE SENSORÐPCM
INPUTÐ2.0L ENGINE
The coolant temperature sensor threads into the
rear of the cylinder head, next to the camshaft posi-
tion sensor (Fig. 3). New sensors have sealant
applied to the threads.
Refer to the Engine Coolant Temperature Sensor
for the 2.4/3.0/3.3/3.8L engines under Description and
Operation in the Fuel Injection System section of
group 14 for more information.
HEATED OXYGEN SENSORÐPCM INPUTÐ2.0L
ENGINE
Refer to the Heated Oxygen Sensor for 2.4/3.0/3.3/
3.8L engines under Description and Operation in the
Fuel Injection System section of group 14 for more
information.
Fig. 1 Camshaft Position SensorÐ2.0L Engine
Fig. 2 Crankshaft Posistion SensorÐ2.0L engine
NS/GSFUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINE 14 - 33

THROTTLE POSITION SENSOR/ IDLE AIR
CONTROL MOTORÐPCM INPUTÐ2.0L ENGINE
Refer to the Throttle Control and Idle Air Control
motor for the 2.4/3.0/3.3/3.8L engines under Descrip-
tion and Operation in the Fuel Injection System sec-
tion of group 14 for more information.
AIR CONDITIONING (A/C) RELAYÐPCM
OUTPUTÐ2.0L ENGINE
Refer to the Air Conditioning relay for 2.4/3.0/3.3/
3.8L engines under Description and Operation in the
Fuel Injection System section of group 14 for more
information.
GENERATOR FIELDÐPCM OUTPUTÐ2.0L ENGINE
Refer to Generator Field for 2.4/3.0/3.3/3.8L
engines under Description and Operation in the Fuel
Injection System section of group 14 for more infor-
mation.
AUTOMATIC SHUTDOWN RELAYÐPCM
OUTPUTÐ2.0L ENGINE
Refer to Automatic Shutdown Relay for 2.4/3.0/3.3/
3.8L engines under Description and Operation in the
Fuel Injection System section of group 14 for more
information.
FUEL PUMP RELAYÐPCM OUTPUTÐ2.0L ENGINE
Refer to the Fuel Pump Relay for 2.4/3.0/3.3/3.8L
engines under Description and Operation in the Fuel
Injection System section of group 14 for more infor-
mation.
STARTER RELAYÐPCM OUTPUTÐ2.0L ENGINE
Refer to the Starter Relay for 2.4/3.0/3.3/3.8L
engines under Description and Operation in the Fuel
Injection System section of group 14 for more infor-
mation.
IDLE AIR CONTROL MOTORÐPCM OUTPUTÐ2.0L
ENGINE
Refer to the Idle Air Control Motor for 2.4/3.0/3.3/
3.8L engines under Description and Operation in the
Fuel Injection System section of group 14 for more
information. Refer to (Fig. 8) for component location
ELECTRONIC EGR TRANSDUCERÐPCM
OUTPUTÐ2.0L ENGINE
Refer to the Electronic EGR Transducer for 2.4/3.0/
3.3/3.8L engines under Description and Operation in
the Fuel Injection System section of group 14 for
more information.
DATA LINK CONNECTORÐPCM OUTPUTÐ2.0L
ENGINE
Refer to the Data Link Connector for 2.4/3.0/3.3/
3.8L engines under Description and Operation in the
Fuel Injection System section of group 14 for more
information.
FUEL INJECTORSÐPCM OUTPUTÐ2.0L ENGINE
Refer to the Fuel Injectors for 2.4/3.0/3.3/3.8L
engines under Description and Operation in the Fuel
Injection System section of group 14 for more infor-
mation.
Fig. 8 Throttle Position Sensor/Idle Air Control
motorÐ2.0L engine
Fig. 9 Electronic EGR TransducerÐ2.0L engine
NS/GSFUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINE 14 - 35
DESCRIPTION AND OPERATION (Continued)

CAUTION: When testing the MAP sensor, be sure
that the harness wires are not damaged by the test
meter probes.
(1) Test the MAP sensor output voltage at the
MAP sensor connector between terminals 1 and 4
(Fig. 29). With the ignition switch ON and the engine
not running, output voltage should be 4 to 5 volts.
The voltage should drop to 1.5 to 2.1 volts with a hot,
neutral idle speed condition. If OK, go to next step. If
not OK, go to step 3.
(2) Test PCM terminal 36 for the same voltage
described in the previous step to verify wire harness
condition. Repair as required.(3) Test the MAP sensor ground circuit at sensor
connector terminal 1 and PCM terminal 43. If OK, go
to next step. If not OK, repair as required.
(4) Test MAP sensor supply voltage between sen-
sor connector terminals 3 and 1 with the key ON.
The voltage should be approximately 5 volts (6.5V).
Five volts (6.5V) should also be at terminal 61 of the
PCM. If OK, replace MAP sensor. If not OK, repair or
replace the wire harness as required.
KNOCK SENSORÐ2.0L ENGINE
The knock sensor output voltage to the PCM can
be read with the DRB III scan tool. Sensor output
should be between 80 mV and 4 volts with the engine
running between 576 and 2208 rpm. If the output
falls outside of this range a DTC will be set.
CAMSHAFT AND CRANKSHAFT POSITION SENSOR
Refer to Group 8D, Ignition for Diagnosis and Test-
ing of Camshaft and Crankshaft Sensors.
ENGINE COOLANT TEMPERATURE SENSOR
Refer to the Engine Coolant Temperature sensor
for the 2.4/3.0/3.3/3.8L engines under Diagnosis and
Testing in the Fuel Injection System section of group
14 for more information.
THROTTLE POSITION SENSOR
To perform a complete test of the this sensor and
its circuitry, the DRB III scan tool is the best
method. To test the throttle position sensor only,
refer to the following:
The Throttle Position Sensor (TPS) can be tested
with a digital voltmeter (DVM). The center terminal
of the sensor is the output terminal. One of the other
terminals is a 5 volt supply and the remaining ter-
minal is ground.
Fig. 28 ASD and Fuel Pump Relay Terminals
Fig. 29 MAP Sensor Connector
Fig. 30 Engine Coolant Temperature Sensor
LocationÐSOHC
14 - 40 FUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINENS/GS
DIAGNOSIS AND TESTING (Continued)