1996 CHRYSLER VOYAGER Egr

QUICK CONNECT COUPLING Ð RHD
CAUTION: Do not actuate the master cylinder or
step on the clutch pedal before the quick connect
coupling is joined, or an over pressure condition
could result in damage to the master cylinder, the
quick connect coupling, or the dash panel.
REMOVAL
1. Disconnect the quick connect coupling by lightly
pushing down on the black release collar on the male
side of the quick connect coupling while separating it
from the female side of the quick connect coupling
(Fig. 14).
INSTALLATION
1. Connect the male side of the quick connect cou-
pling (part of the master cylinder assembly) by hold-
ing the clutch tube at the rear and inserting it into
the female side of the quick connect coupling (part of
the slave cylinder assembly) until an audible click is
heard (Fig. 14).Do not push on the black release
collar on the male side of the quick connect
coupling while inserting it into the female side
of the quick connect coupling.
2. Confirm the connection by pulling firmly on the
clutch tube.
MASTER CYLINDER SYSTEM Ð RHD
REMOVAL
(1) Disconnect the quick connect coupling. Refer to
the ªQuick Connect Couplingº removal and installa-
tion procedure in this section.
(2) Remove the master cylinder pushrod from the
clutch pedal pin by prying between the self-retaining
snap-on bushing, located in the master cylinder
pushrod, and the clutch pedal pin (Fig. 15).
(3) Disconnect the hydraulic line from the weld
stud clips (Fig. 14).
(4) Remove the rubber grommet at the master cyl-
inder pass through in the dash panel (Fig. 16).
(5) Remove the master cylinder assembly from the
engine compartment by rotating it clockwise from the
12 o'clock lock position to the 2 o'clock unlock posi-
tion and pulling the master cylinder out tilted 20
degrees down.NOTE: A ªTwist and Lockº type
mechanism is used to secure the master cylin-
der to the clutch pedal bracket which is
attached to the dash panel.
INSTALLATION
(1) Position the master cylinder assembly to the
clutch pedal bracket by tilting it 20 degrees upward
and at the 2 o'clock unlocked position.
(2) Rotate the master cylinder counterclockwise to
the 12 o'clock locked position.
(3) Install the rubber grommet into the dash panel
at the master cylinder pass through (Fig. 16).
(4) Connect the hydraulic line to the weld stud
clips in the engine compartment (Fig. 14).
(5) Connect the quick connect coupling. Refer to
the ªQuick Connect Couplingº removal and installa-
tion procedure in this section.
(6) Install the self-retaining snap-on bushing into
the master cylinder pushrod, if necessary.
(7) Install the master cylinder pushrod with self-
retaining snap-on bushing onto the clutch pedal pin
by pressing it onto the clutch pedal pin until seats in
the groove of the clutch pedal pin.
SLAVE CYLINDER ASSEMBLY Ð RHD
REMOVAL
1. Disconnect the quick connect coupling. Refer to
the ªQuick Connect Couplingº removal and installa-
tion procedure in this section.
2. Remove the nut and washer assemblies (2)
retaining the slave cylinder and mounting bracket
assembly to the transaxle (Fig. 14).
3. Remove the slave cylinder assembly from the
transaxle.
Fig. 16 Clutch Master Cylinder Ð RHD
6 - 12 CLUTCHNS/GS
REMOVAL AND INSTALLATION (Continued)

DESCRIPTION AND OPERATION
WATER PIPESÐ3.0L ENGINE
The 3.0L engine uses metal piping beyond the
lower radiator hose to route (suction) coolant to the
water pump, which is located in the V of the cylinder
banks (Fig. 10).
These pipes are provided with inlet nipples for
thermostat bypass and heater return coolant hoses,
and brackets for rigid engine attachment. The pipes
employ O-rings for sealing at their interconnection
and to the water pump (Fig. 10).
COOLANT PERFORMANCE
Performance is measurable. For heat transfer pure
water excels (Formula = 1 btu per minute for each
degree of temperature rise for each pound of water).
This formula is altered when necessary additives to
control boiling, freezing, and corrosion are added as
follows:
²Pure Water (1 btu) boils at 100ÉC (212ÉF) and
freezes at 0ÉC (32ÉF)
²100 percent Glycol (.7 btu) can cause a hot
engine and detonation and will lower the freeze point
to -22ÉC (-8ÉF).
²50/50 Glycol and Water (.82 btu) is the recom-
mended combination that provides a freeze point of
-37ÉC (-35ÉF). The radiator, water pump, engine
water jacket, radiator pressure cap, thermostat, tem-
perature gauge, sending unit and heater are all
designed for 50/50 glycol.CAUTION: Do not use well water, or suspect water
supply in cooling system. A 50/50 ethylene glycol
and distilled water mix is recommended.
Where required, a 56 percent glycol and 44 percent
water mixture will provide a freeze point of -59ÉC
(-50ÉF).
CAUTION: Richer mixtures cannot be measured
with field equipment. This can lead to problems
associated with 100 percent glycol.
RADIATOR HOSES AND CLAMPS
WARNING: IF VEHICLE HAS BEEN RUN
RECENTLY, WAIT 15 MINUTES BEFORE WORKING
ON VEHICLE. RELIEVE PRESSURE BY PLACING A
SHOP TOWEL OVER THE CAP AND WITHOUT
PUSHING DOWN ROTATE IT COUNTERCLOCKWISE
TO THE FIRST STOP. ALLOW FLUIDS AND STEAM
TO ESCAPE THROUGH THE OVERFLOW TUBE.
THIS WILL RELIEVE SYSTEM PRESSURE
The hoses are removed by using constant tension
clamp pliers to compress the hose clamp.
A hardened, cracked, swollen or restricted hose
should be replaced. Do not damage radiator inlet and
outlet when loosening hoses.
Radiator hoses should be routed without any kinks
and indexed as designed. The use of molded hoses is
recommended.
Spring type hose clamps are used in all applica-
tions. If replacement is necessary replace with the
original MOPARtequipment spring type clamp.
WATER PUMPÐ2.4L ENGINE
The water pump has a diecast aluminum body and
housing with a stamped steel impeller. The water
pump bolts directly to the block. Cylinder block to
water pump sealing is provided by a rubber O-ring.
The water pump is driven by the timing belt. Refer
to Timing Belt in Group 9, Engine for component
removal providing access to water pump.
WATER PUMPÐ3.0L ENGINE
The pump bolts directly to the engine block, using
a gasket for pump to block sealing (Fig. 11). The
pump is serviced as a unit.
The water pump is driven by the timing belt. See
Timing Belt in Group 9, Engine for component
removal providing access to water pump.
Fig. 10 Engine Inlet Coolant Pipes 3.0L Engine
7 - 6 COOLING SYSTEMNS

STARTER
CONTENTS
page page
GENERAL INFORMATION
INTRODUCTION......................... 1
DESCRIPTION AND OPERATION
SUPPLY CIRCUIT AND CONTROL CIRCUIT.... 1
DIAGNOSIS AND TESTING
CONTROL CIRCUIT TEST.................. 1
FEED CIRCUIT RESISTANCE TEST........... 3
FEED CIRCUIT TEST...................... 4REMOVAL AND INSTALLATION
STARTERÐ2.4L ENGINE.................. 5
STARTERÐ3.0L ENGINE.................. 6
STARTERÐ3.3/3.8L ENGINE............... 6
SPECIFICATIONS
STARTER .............................. 7
TORQUE............................... 7
GENERAL INFORMATION
INTRODUCTION
The starting system has (Fig. 1):
²Ignition switch
²Starter relay
²Powertrain Control Module (PCM) double start
override
²Neutral starting and back up switch with auto-
matic transmissions only
²Wiring harness
²Battery
²Starter motor with an integral solenoid
²Positive Temperature Coefficient (PTC) is the
circuit protection for the ignition feed to the starter
relay coil. The PTC is located in the Junction Block.
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.
DESCRIPTION AND OPERATION
SUPPLY CIRCUIT AND CONTROL CIRCUIT
The starter system consists of two separate cir-
cuits:
²A high amperage supply to feed the starter
motor.
²A low amperage circuit to control the starter
solenoid.
DIAGNOSIS AND TESTING
CONTROL CIRCUIT TEST
The starter control circuit has:
²Starter solenoid
²Starter relay
Fig. 1 Starting System Components
NSSTARTER 8B - 1

2.4L ENGINE
INDEX
page page
DESCRIPTION AND OPERATION
CAMSHAFT POSITION SENSOR............ 17
CRANKSHAFT POSITION SENSOR.......... 16
FIRING ORDERÐ2.4L.................... 16
INTAKE AIR TEMPERATURE SENSORÐ2.4L . . . 17
REMOVAL AND INSTALLATION
CAMSHAFT POSITION SENSOR............ 19
CRANKSHAFT POSITION SENSOR.......... 19
ENGINE COOLANT TEMPERATURE SENSORÐ
2.4L................................. 20
IGNITION COILÐ2.4L..................... 18
INTAKE AIR TEMPERATURE SENSORÐ2.4L . . . 21KNOCK SENSORÐ2.4L................... 21
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSORÐ2.4/3.3/3.8L.................. 20
SPARK PLUG CABLE SERVICEÐ2.4L........ 18
SPARK PLUG SERVICE................... 18
THROTTLE POSITION SENSOR............ 20
SPECIFICATIONS
IGNITION COIL......................... 22
SPARK PLUG CABLE RESISTANCEÐ2.4L..... 22
SPARK PLUG........................... 22
TORQUE.............................. 22
DESCRIPTION AND OPERATION
FIRING ORDERÐ2.4L
CRANKSHAFT POSITION SENSOR
The PCM determines what cylinder to fire from the
crankshaft position sensor input and the camshaft
position sensor input. The second crankshaft counter-
weight has machined into it two sets of four timing
reference notches and a 60 degree signature notch
(Fig. 1). From the crankshaft position sensor input
the PCM determines engine speed and crankshaft
angle (position).The notches generate pulses from high to low in
the crankshaft position sensor output voltage. When
a metal portion of the counterweight aligns with the
crankshaft position sensor, the sensor output voltage
goes low (less than 0.3 volts). When a notch aligns
with the sensor, voltage switches high (5.0 volts). As
a group of notches pass under the sensor, the output
voltage switches from low (metal) to high (notch)
then back to low.
If available, an oscilloscope can display the square
wave patterns of each voltage pulse. From the width
of the output voltage pulses, the PCM calculates
engine speed. The width of the pulses represent the
amount of time the output voltage stays high before
switching back to low. The period of time the sensor
output voltage stays high before switching back to
low is referred to as pulse width. The faster the
FIRING ORDERÐ2.4L
Fig. 1 Timing Reference Notches
8D - 16 IGNITION SYSTEMNS

engine is operating, the smaller the pulse width on
the oscilloscope.
By counting the pulses and referencing the pulse
from the 60 degree signature notch, the PCM calcu-
lates crankshaft angle (position). In each group of
timing reference notches, the first notch represents
69 degrees before top dead center (BTDC). The sec-
ond notch represents 49 degrees BTDC. The third
notch represents 29 degrees. The last notch in each
set represents 9 degrees before top dead center
(TDC).
The timing reference notches are machined to a
uniform width representing 13.6 degrees of crank-
shaft rotation. From the voltage pulse width the
PCM tells the difference between the timing refer-
ence notches and the 60 degree signature notch. The
60 degree signature notch produces a longer pulse
width than the smaller timing reference notches. If
the camshaft position sensor input switches from
high to low when the 60 degree signature notch
passes under the crankshaft position sensor, the
PCM knows cylinder number one is the next cylinder
at TDC.
The crankshaft position sensor mounts to the
engine block behind the generator, near the oil filter
(Fig. 8).
CAMSHAFT POSITION SENSOR
The PCM determines fuel injection synchronization
and cylinder identification from inputs provided by
the camshaft position sensor and crankshaft position
sensor. From the two inputs, the PCM determines
crankshaft position.The camshaft position sensor attaches to the rear
of the cylinder head (Fig. 2). A target magnet
attaches to the rear of the camshaft and indexes to
the correct position (Fig. 3). The target magnet has
four different poles arranged in an asymmetrical pat-
tern. As the target magnet rotates, the camshaft
position sensor senses the change in polarity (Fig. 4).
The sensor output switch switches from high (5.0
volts) to low (0.30 volts) as the target magnet rotates.
When the north pole of the target magnet passes
under the sensor, the output switches high. The sen-
sor output switches low when the south pole of the
target magnet passes underneath.
INTAKE AIR TEMPERATURE SENSORÐ2.4L
The intake air temperature sensor measures the
temperature of the air as it enters the engine. The
sensor supplies one of the inputs the PCM uses to
determine injector pulse width and spark advance.
The intake air temperature sensor threads into the
intake manifold (Fig. 5).
Fig. 2 Crankshaft Position Sensor
Fig. 3 Target Magnet
Fig. 4 Target Magnet Polarity
NSIGNITION SYSTEM 8D - 17
DESCRIPTION AND OPERATION (Continued)

(4) Disengage park brake release cable case from
groove on end of release handle (Fig. 47).
(5) Disengage cable end pivot from slot on release
handle (Fig. 47).
INSTALLATION
For installation, reverse the above procedures,
MECHANICAL TRANSMISSION RANGE INDICATOR
REMOVAL
(1) Remove instrument cluster.
(2) Remove cluster lens.
(3) Remove screws holding mechanical transmis-
sion range indicator to back of cluster lens.
(4) Remove mechanical transmission range indica-
tor from cluster lens.
INSTALLATION
(1) Position transmission range indicator on clus-
ter lens.
(2) Install mechanical range indicator and attach-
ing screws to back of cluster lens.
(3) Install cluster lens.
(4) Install instrument cluster.
MESSAGE CENTER
REMOVAL
(1) Remove A-pillar trim.
(2) Remove instrument panel top cover. Refer to
instrument panel top cover removal procedures.
(3) Disconnect the wire connector from back of
message center.(4) Remove screws holding message center to
instrument panel top cover.
(5) Remove message center from instrument panel
top cover.
INSTALLATION
(1) Place message center in position on top cover.
(2) Install screws to hold message center to instru-
ment panel top cover.
(3) Connect wire connector into back of message
center.
(4) Install instrument panel top cover.
(5) Install A-pillar trim.
MESSAGE CENTER LAMP
REMOVAL
(1) Remove instrument panel top cover. Refer to
Instrument Panel Top Cover Removal procedures.
(2) Locate the lamp in question (Fig. 48).
(3) Remove lamp and check lamp. If lamp is good
test the power supply to the lamp.
INSTALLATION
For installation, reverse the above procedures.
OUTLET (12 VOLT) BASE
REMOVAL
(1) Look inside and note position of the retaining
bosses (Fig. 49).
(2) Using external snap ring pliers with 90 degree
tips. Insert pliers with tips against bosses and
squeeze forcing bosses out of base.
(3) Pull out the base through mounting ring by
gently rocking pliers. A tool can be made to do the
same. Refer to (Fig. 50).
(4) Disconnect the base wires.
(5) Set base aside. Remove light ring and discon-
nect wire.
INSTALLATION
(1) Position mount ring to the instrument panel
and feed the wires through ring. Index the cap and
the mount ring with the index tab at 9 o'clock to the
key in the instrument panel. Install the ring.
(2) Connect wires to base. Orient base alignment
rib at 11 o'clock to mate the groove in mount ring at
the same location
(3) Push base into the bezel till it locks.
(4) Install 12 volt outlet cap and check operation of
outlet or element.
OVER STEERING COLUMN BEZEL
REMOVAL
(1) Remove the lower steering column cover.
Fig. 47 Park Brake Release Handle
8E - 32 INSTRUMENT PANEL AND SYSTEMSNS
REMOVAL AND INSTALLATION (Continued)

INSTALLATION
For installation, reverse the above procedures.
BODY CONTROL MODULE (BCM)
REMOVAL
(1) Disconnect battery negative cable.
(2) Remove lower steering column cover and knee
blocker reinforcement.
(3) Disconnect two wire connectors from bottom of
Body Control Module (BCM)
(4) Remove bolts holding Junction Block to dash
panel mounting bracket (Fig. 8).
(5) Remove Junction Block from mounting bracket.
(6) Remove screws holding Body Control Module to
Junction Block.(7) Slide Body Control Module downward to disen-
gage guide studs on Junction Block from channels on
BCM mounting bracket.
(8) Remove Body Control Module from Junction
Block.
INSTALLATION
For installation, reverse the above procedures.
CIGAR LIGHTER BASE
REMOVAL
(1) Look inside and note position of the retaining
bosses (Fig. 9).
(2) Using external snap ring pliers with 90 degree
tips. Insert pliers with tips against bosses and
squeeze forcing bosses out of base.
(3) Pull out base, through mounting ring, gently
rocking pliers.
(4) Disconnect the base wires.
(5) Set base aside. Remove light ring and discon-
nect wire.
INSTALLATION
(1) Connect wire to light ring and install ring.
(2) Connect wires to base.
(3) Push base into the bezel till it locks.
(4) Install lighter element and check operation of
element.
Fig. 7 Ash Receiver/Cup Holder Track RHD
Fig. 8 Body Control Module Location
Fig. 9 Cigar Lighter Base Removal
8E - 16 INSTRUMENT PANEL AND SYSTEMSNS/GS
REMOVAL AND INSTALLATION (Continued)

VEHICLE SPEED CONTROL SYSTEM
CONTENTS
page page
GENERAL INFORMATION
INTRODUCTION......................... 1
DESCRIPTION AND OPERATION
AUTOMATIC SPEED CONTROL OVERSPEED
REDUCTION........................... 2
POWERTRAIN CONTROL MODULE.......... 2
SERVO CABLE.......................... 2
SPEED CONTROL SERVO.................. 1
SPEED CONTROL SWITCHES.............. 1
STOP LAMP SWITCH..................... 2
VACUUM RESERVOIR.................... 3
VEHICLE SPEED AND DISTANCE............ 3
DIAGNOSIS AND TESTING
CHECKING FOR DIAGNOSTIC CODES........ 3
ELECTRICAL TESTS AT POWERTRAIN
CONTROL MODULE..................... 6OVERSHOOT/UNDERSHOOT FOLLOWING
SPEED CONTROL SET................... 3
ROAD TEST............................ 3
SERVO VACUUM TEST.................... 6
SPEED CONTROL ELECTRICAL TEST........ 4
SPEED CONTROL SWITCH TEST............ 6
STOP LAMP SWITCH TEST................ 6
VACUUM SUPPLY TEST................... 8
VEHICLE SPEED SENSOR................. 8
REMOVAL AND INSTALLATION
POWERTRAIN CONTROL MODULE.......... 9
SPEED CONTROL CABLE.................. 9
SPEED CONTROL SERVO.................. 8
SPEED CONTROL SWITCHES.............. 9
STOP LAMP SWITCH.................... 9
VACUUM RESEROIR..................... 10
VEHICLE SPEED SENSOR................ 10
GENERAL INFORMATION
INTRODUCTION
The speed control system is electronically con-
trolled and vacuum operated. The electronic control
is integrated into the powertrain control module,
located next to battery. The controls are located on
the steering wheel and consist of the ON/OFF, SET,
RESUME/ACCEL, CANCEL and DECEL buttons
(Fig. 1).
DESCRIPTION AND OPERATION
SPEED CONTROL SERVO
The servo unit consists of a solenoid valve body,
and a vacuum chamber. The PCM controls the sole-
noid valve body. The solenoid valve body controls the
application and release of vacuum to the diaphragm
of the vacuum servo. The servo unit cannot be
repaired and is serviced only as a complete assembly.
SPEED CONTROL SWITCHES
There are two separate switch pods that operate
the speed control system. The steering-wheel-
mounted switches use multiplexed circuits to provide
inputs to the PCM for ON, OFF, RESUME, ACCEL-
ERATE, SET, DECEL and CANCEL modes. Refer to
the owner's manual for more information on speed
control switch functions and setting procedures.
When speed control is selected by depressing the
ON switch, the PCM allows a set speed to be stored
in RAM for speed control. To store a set speed,
depress the SET switch while the vehicle is moving
at a speed between 30 and 85 mph. In order for the
speed control to engage, the brakes cannot be
applied, nor can the gear selector be indicating the
transmission is in Park or Neutral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
Fig. 1 Speed Control Switches
NSVEHICLE SPEED CONTROL SYSTEM 8H - 1