1996 CHRYSLER VOYAGER engine oil

The crankshaft position sensor is located in the
transaxle housing, above the vehicle speed sensor
(Fig. 10). The bottom of the sensor is positioned next
to the drive plate.The distance between the bot-
tom of sensor and the drive plate is critical to
the operation of the system. When servicing the
crankshaft position sensor, refer to the appro-
priate Multi-Port Fuel Injection Service Proce-
dures section in this Group.
2.4L
The second crankshaft counterweight has
machined into it two sets of four timing reference
notches and a 60 degree signature notch (Fig. 11).
From the crankshaft position sensor input the PCM
determines engine speed and crankshaft angle (posi-
tion).
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 voltagegoes low (less than 0.3 volts). When a notch aligns
with the sensor, voltage spikes high (5.0 volts). As a
group of notches pass under the sensor, the 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
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, just above the oil
filter (Fig. 12).
ENGINE COOLANT TEMPERATURE SENSORÐPCM
INPUT
The engine coolant temperature sensor is a vari-
able resistor with a range of -40ÉC to 129ÉC (-40ÉF to
265ÉF).
The engine coolant temperature sensor provides an
input voltage to the PCM. As coolant temperature
varies, the sensor resistance changes resulting in a
different input voltage to the PCM.
When the engine is cold, the PCM will demand
slightly richer air/fuel mixtures and higher idle
speeds until normal operating temperatures are
reached.
The engine coolant sensor is also used for cooling
fan control.
Fig. 10 Crankshaft Position Sensor LocationÐ3.0/
3.3/3.8L
Fig. 11 Timing Reference Notches
14 - 36 FUEL SYSTEMNS
DESCRIPTION AND OPERATION (Continued)

in the engine compartment next to the battery (Fig.
30). A label affixed to the underside of the PDC cover
identifies the relays and fuses in the PDC.
GENERATOR FIELDÐPCM OUTPUT
The PCM regulates the charging system voltage
within a range of 12.9 to 15.0 volts. Refer to Group
8A for Battery system information and 8C for charg-
ing system information.
AUTOMATIC SHUTDOWN RELAYÐPCM OUTPUT
The Automatic Shutdown (ASD) relay supplies bat-
tery voltage to the fuel injectors, electronic ignition
coil and the heating elements in the oxygen sensors.
A buss bar in the Power Distribution Center (PDC)
supplies voltage to the solenoid side and contact side
of the relay. The ASD relay power circuit contains a
25 amp fuse between the buss bar in the PDC and
the relay. The fuse is located in the PDC. Refer to
Group 8W, Wiring Diagrams for circuit information.
The PCM controls the relay by switching the
ground path for the solenoid side of the relay on and
off. The PCM turns the ground path off when the
ignition switch is in the Off position unless the 02
Heater Monitor test is being run. Refer to Group 25,
On-Board Diagnostics. When the ignition switch is in
the On or Crank position, the PCM monitors the
crankshaft position sensor and camshaft position sen-
sor signals to determine engine speed and ignition
timing (coil dwell). If the PCM does not receive the
crankshaft position sensor and camshaft position sen-
sor signals when the ignition switch is in the Run
position, it will de-energize the ASD relay.The ASD relay is located in the PDC (Fig. 30). A
label affixed to the underside of the PDC cover iden-
tifies the relays and fuses in the PDC.
FUEL PUMP RELAYÐPCM OUTPUT
The fuel pump relay supplies battery voltage to the
fuel pump. The fuel pump relay power circuit con-
tains a 9 amp fuse. The fuse is located in the PDC.
Refer to Group 8W, Wiring Diagrams for circuit infor-
mation.
The PCM controls the fuel pump relay by switch-
ing the ground path for the solenoid side of the relay
on and off. The PCM turns the ground path off when
the ignition switch is in the Off position. When the
ignition switch is in the On position, the PCM ener-
gizes the fuel pump. If the crankshaft position sensor
does not detect engine rotation, the PCM de-ener-
gizes the relay after approximately one second.
The fuel pump relay is located in the PDC (Fig.
30). A label affixed to the underside of the PDC cover
identifies the relays and fuses in the PDC.
STARTER RELAYÐPCM OUTPUT
Double Start Override ia a feature that prevents
the starter from operating if the engine is already
running. This feature is accomplished with software
only. There was no hardware added because of this
feature. To incorporate the unique feature of Double
Start Override, it was necessary to use the PCM
(software) to control the starter circuit. To use the
PCM it was necessary to separate the starter relay
coil ground from the park neutral switch. The starter
relay ground is now controlled through Pin 60 of the
PCM. This allows the PCM to interrupt the ground
circuit if other inputs tell it that the engine is turn-
ing. If the starter system is operating properly, it can
be assumed that the override protection is also work-
ing.
IDLE AIR CONTROL MOTORÐPCM OUTPUT
The idle air control motor is mounted on the throt-
tle body. The PCM operates the idle air control motor
(Fig. 26) or (Fig. 27) or (Fig. 28). The PCM adjusts
engine idle speed through the idle air control motor
to compensate for engine load or ambient conditions.
The throttle body has an air bypass passage that
provides air for the engine at idle (the throttle blade
is closed). The idle air control motor pintle protrudes
into the air bypass passage and regulates air flow
through it.
The PCM adjusts engine idle speed by moving the
idle air control motor pintle in and out of the bypass
passage. The adjustments are based on inputs the
PCM receives. The inputs are from the throttle posi-
tion sensor, crankshaft position sensor, coolant tem-
perature sensor, and various switch operations
Fig. 30 Power Distribution Center (PDC)
14 - 42 FUEL SYSTEMNS
DESCRIPTION AND OPERATION (Continued)

The injectors are positioned in the intake manifold
with the nozzle ends directly above the intake valve
port (Fig. 38).
The fuel injectors are operated by the PCM. They
are energized in a sequential order during all engine
operating conditions except start up. The PCM ini-
tially energizes all injectors at the same time. Once
PCM determines crankshaft position, it begins ener-
gizing the injectors in sequence.
The Automatic Shutdown (ASD) relay supplies bat-
tery voltage to the injectors. The PCM provides the
ground path for the injectors. By switching the
ground path on and off, the PCM adjusts injector
pulse width. Pulse width is the amount of time the
injector is energized. The PCM adjusts injector pulse
width based on inputs it receives.
IGNITION COILÐPCM OUTPUT
The coil assembly consists of independent coils
molded together (Fig. 39) or (Fig. 40) or (Fig. 41).
The coil assembly is mounted on the intake manifold.High tension leads route to each cylinder from the
coil. The coil fires two spark plugs every power
stroke. One plug is the cylinder under compression,
the other cylinder fires on the exhaust stroke. The
PCM determines which of the coils to charge and fire
at the correct time.
The Automatic Shutdown (ASD) relay provides bat-
tery voltage to the ignition coil. The PCM provides a
ground contact (circuit) for energizing the coil. When
the PCM breaks the contact, the energy in the coil
primary transfers to the secondary causing the
spark. The PCM will de-energize the ASD relay if it
does not receive the crankshaft position sensor and
camshaft position sensor inputs. Refer to Automatic
Fig. 37 Fuel Injector
Fig. 38 Fuel Injector LocationÐTypical
Fig. 39 Ignition CoilÐ2.4L
Fig. 40 Ignition CoilÐ3.0L
NSFUEL SYSTEM 14 - 45
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)

ances the two solenoids to maintain the set speed.
Refer to Group 8H for speed control information.
TACHOMETERÐPCM OUTPUT
The PCM supplies engine RPM to the instrument
panel tachometer through the CCD Bus. The CCD
Bus is a communications port. Various modules use
the CCD Bus to exchange information. Refer to
Group 8E for more information.
THROTTLE BODY
On all engine assemblies (2.4, 3.0, and 3.3/3.8L)
the throttle body's are located on the left side of the
intake manifold plenum. The throttle body houses
the throttle position sensor and the idle air control
motor. Air flow through the throttle body is con-
trolled by a cable operated throttle blade located in
the base of the throttle body (Fig. 43) or (Fig. 44) or
(Fig. 45).
DIAGNOSIS AND TESTING
VISUAL INSPECTIONÐ2.4L ENGINE
A visual inspection for loose, disconnected, or mis-
routed wires and hoses should be made before
attempting to diagnose or service the fuel injection
system. A visual check helps save unnecessary test
and diagnostic time. A thorough visual inspection will
include the following checks:
(1) Check ignition cable routing from the coil pack
to the spark plugs. Verify the cable are routed in the
correct order and are fully seated to the coil and
spark plug.
(2) Check direct ignition system (DIS) coil electri-
cal connection for damage and a complete connection
to the coil pack (Fig. 46).
Fig. 43 Throttle BodyÐ2.4L
Fig. 44 Throttle BodyÐ3.0L
NSFUEL SYSTEM 14 - 47
DESCRIPTION AND OPERATION (Continued)

(3) Verify the camshaft position sensor electrical
connector is connected to the harness and not dam-
aged (Fig. 47).(4) Ensure the engine temperature sensor electri-
cal connector is connected to the sensor and not dam-
aged (Fig. 48).
(5) Verify the quick connect fuel fitting is fully
inserted on the fuel supply tube.
(6) Check the oil pressure sending unit electrical
connection.
(7) Verify the electrical connector at the knock sen-
sor is fully seated and not damaged (Fig. 49).
Fig. 45 Throttle BodyÐ3.3/3.8L
Fig. 46 Ignition Coil Pack Electrical Connection
Fig. 47 Camshaft Position Sensor
14 - 48 FUEL SYSTEMNS
DIAGNOSIS AND TESTING (Continued)

VISUAL INSPECTIONÐ3.0L ENGINE
A visual inspection for loose, disconnected, or mis-
routed wires and hoses should be made before
attempting to diagnose or service the fuel injection
system. A visual check helps save unnecessary test
and diagnostic time. A thorough visual inspection will
include the following checks:(1) Check for correct spark plug cable routing.
Ensure that the cables are completely connected to
the spark plugs and distributor.
(2) Check ignition coil electrical connections (Fig.
62).
(3) Verify that the electrical connector is attached
to the Proportional Purge Solenoid (Fig. 63).
(4) Verify that vacuum connection at the duty cycle
Proportional Purge Solenoid valve is secure and not
leaking.
Fig. 60 Power Distribution Center (PDC)
Fig. 61 Power Brake Booster Hose
Fig. 62 Ignition Coil Electrical Connection
Fig. 63 Proportional Purge Solenoid Valve
14 - 52 FUEL SYSTEMNS
DIAGNOSIS AND TESTING (Continued)

(13) Ensure the harness connector is securely
attached to each fuel injector.
(14) Check the oil pressure sending unit electrical
connection (Fig. 69).
(15) Check hose connections at throttle body.
(16) Check throttle body electrical connections
(Fig. 70).
(17) Check PCV hose connections (Fig. 71).
(18) Check EGR system vacuum hose connections
(Fig. 72).
(19) Check EGR tube to intake plenum connec-
tions.
(20) Check power brake booster vacuum connec-
tions.
(21) Check engine harness to main harness electri-
cal connections.
(22) Check all electronic automatic transaxle elec-
trical connections (Fig. 73).(23) Inspect the Powertrain Control Module (PCM)
40-way electrical connectors for damage or spread
Fig. 69 Oil Pressure Sending Unit Electrical
Connection
Fig. 70 Throttle Body Electrical and Vacuum Hose
Connections
Fig. 71 Positive Crankcase Ventilation (PCV) System
Fig. 72 EGR System
Fig. 73 Electronic Automatic Transaxle Electrical
Connections
14 - 54 FUEL SYSTEMNS
DIAGNOSIS AND TESTING (Continued)