1996 CHRYSLER VOYAGER fuse

(19) Check the heated oxygen sensor electrical con-
nectors for damage (Fig. 87) and (Fig. 88).(20) Verify the engine ground strap is attached at
the engine and dash panel. Inspect the strap for cor-
rosion or damage.
(21) Inspect the generator wiring connections for
damage.
(22) Check the accessory drive belt tension.
(23) Check the 40-way electrical connectors at the
Powertrain Control Module (PCM) (Fig. 89) for dam-
age or spread terminals. Verify that the connectors
are fully inserted into the PCM sockets. Ensure the
wires are not stretched or pulled out of the connector.
(24) Inspect fuses in the Power Distribution Cen-
ter (PDC). Verify all fuses and relays are fully
Fig. 85 Crankshaft Position Sensor
Fig. 86 MAP Sensor
Fig. 87 Upstream Heated Oxygen Sensor
Fig. 88 Downstream Heated Oxygen Sensor
Fig. 89 Powertrain Control Module (PCM)
Connectors
14 - 58 FUEL SYSTEMNS
DIAGNOSIS AND TESTING (Continued)

inserted into the PDC (Fig. 90). A label affixed to the
underside of the PDC cover identifies the relays and
fuses in the PDC.
(25) Inspect battery cable connections for corro-
sion.
(26) Check the power brake booster hose connec-
tion (without anti-lock brake systems) (Fig. 91).
(27) Inspect the speed control vacuum connection
(Fig. 92).(28) Inspect hose and wiring connections at fuel
pump module. Check that wiring connector is making
contact with terminals on pump.
ASD AND FUEL PUMP RELAYS
The following description of operation and
tests apply only to the Automatic Shutdown
(ASD) and fuel pump relays. The terminals on the
bottom of each relay are numbered (Fig. 93) or (Fig.
94).
OPERATION
²Terminal number 30 is connected to battery volt-
age. For both the ASD and fuel pump relays, termi-
nal 30 is connected to battery voltage at all times.
Fig. 90 Power Distribution Center (PDC)
Fig. 91 Power Brake Booster Hose
Fig. 92 Speed Control Vacuum
Fig. 93 ASD and Fuel Pump Relay Terminals
NSFUEL SYSTEM 14 - 59
DIAGNOSIS AND TESTING (Continued)

REMOVAL AND INSTALLATION
THROTTLE BODY
REMOVAL
(1) Disconnect negative cable from battery cable.
(2) Remove air inlet to throttle body hose clamp.
(3) Remove 2 screws and air inlet resonator (Fig.
104).
(4) Remove throttle and the speed control (if
equipped) cables from lever and bracket (Fig. 105).
(5) Disconnect electrical connectors from the idle
air control motor and throttle position sensor (TPS)
(Fig. 106) or (Fig. 107) or (Fig. 108).(6) Disconnect vacuum hoses from throttle body.
(7) Remove throttle body to intake manifold
attaching nuts.
(8) Remove throttle body and gasket.
INSTALLATION
(1) Reverse procedure for installation. Tighten
throttle body mounting nuts to 25 N´m (225 in. lbs.)
torque.
FUEL PUMP RELAY
The fuel pump relay is located in the PDC. The
inside top of the PDC cover has a label showing relay
and fuse location.
AUTOMATIC SHUTDOWN (ASD) RELAY
The Automatic Shutdown relay (ASD) relay is
located in the PCD. The inside top of the PDC cover
has a label showing relay and fuse location.
Fig. 104 Air Inlet Resonator
Fig. 105 Throttle Cable Attachment to Throttle Body
Attachment
Fig. 106 Throttle Body Electrical and Vacuum
ConnectionsÐ2.4L
Fig. 107 Throttle Body Electrical and Vacuum
ConnectionsÐ3.0L
14 - 64 FUEL SYSTEMNS

A defective fuel injection pump, defective fuel tim-
ing solenoid or misadjusted mechanical pump timing
can cause starting problems or prevent the engine
from revving up. It can also cause:
²Engine surge at idle
²Rough idle (warm engine)
²Low power
²Excessive fuel consumption
²Poor performance
²Low power
²Black smoke from the exhaust
²Blue or white fog like exhaust
²Incorrect idle or maximum speed
The electronically controlled fuel pump has no
mechanical governor like older mechanically con-
trolled fuel pumps. Do not remove the top cover of
the fuel pump, or the screws fastening the wiring
pigtail to the side of the pump.The warranty of
the injection pump and the engine may be void
if those seals have been removed or tampered
with.
FUEL SUPPLY RESTRICTIONS
LOW±PRESSURE LINES
Restricted or Plugged supply lines or fuel filter can
cause a timing fault that will cause the PCM to oper-
ate the engine in a ªLimp Homeº mode. See the
introduction of the Fuel Injection System in this
group for more information on the Limp Home mode.
Fuel supply line restrictions can cause starting prob-
lems and prevent the engine from revving up. The
starting problems include; low power and blue or
white fog like exhaust. Test all fuel supply lines for
restrictions or blockage. Flush or replace as neces-
sary. Bleed the fuel system of air once a fuel supply
line has been replaced. Refer to the Air Bleed Proce-
dure section of this group for procedures.
HIGH±PRESSURE LINES
Restricted (kinked or bent) high±pressure lines can
cause starting problems, poor engine performance
and black smoke from exhaust.
Examine all high±pressure lines for any damage.
Each radius on each high±pressure line must be
smooth and free of any bends or kinks.
Replace damaged, restricted or leaking high±pres-
sure fuel lines with the correct replacement line.
CAUTION: The high±pressure fuel lines must be
clamped securely in place in the holders. The lines
cannot contact each other or other components. Do
not attempt to weld high±pressure fuel lines or to
repair lines that are damaged. Only use the recom-
mended lines when replacement of high±pressure
fuel line is necessary.
FUEL SHUTDOWN SOLENOID TEST
Since diesel fuel injection does not use spark plugs
to start combustion, the only way to stop the engine
is to cut off the fuel supply. This is done with the
Fuel Shutdown Solenoid. If the engine cranks, but
refuses to start, it may be caused by a defective fuel
shutdown solenoid.
The fuel shutdown solenoid is not controlled
or operated by the PCM.Voltage to operate the
solenoid is supplied from the ignition (key) switch.
NOTE: Although the fuel shutdown solenoid is not
operated by the PCM, if the Fuel Shutdown Solenoid
has been disconnected, and the key turned on, the
PCM will sense that the solenoid is not in the circuit,
and will switch to a ªLimp Homeº mode. After recon-
necting the solenoid, the PCM will have to be reset
by clearing the codes with the DRBIII scan tool, or
disconnecting the vehicle's battery for several min-
utes. The DRBIII scan tool is the preferred method
for resetting the PCM. Refer to the 1998 GS 2.5L Die-
sel Powertrain Diagnostic Manual for procedure.
The fuel shutdown (shut±off) solenoid is used to
electrically shut off the diesel fuel supply to the high-
±pressure fuel injection pump. The solenoid is
mounted to the rear of the injection pump (Fig. 23).
The solenoid controls starting and stopping of the
engine regardless of the position of the accelerator
pedal. When the ignition (key) switch is OFF, the sole-
noid is shut off and fuel flow is not allowed to the fuel
injection pump. When the key is placed in the ON or
Fig. 23 Fuel Shutdown Solenoid Location
NS/GSFUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINE 14 - 13
DIAGNOSIS AND TESTING (Continued)

IGNITION COILÐPCM OUTPUTÐ2.0L ENGINE
Refer to the Ignition Coil 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.
MALFUNCTION INDICATOR (CHECK ENGINE)
LAMPÐPCM OUTPUTÐ2.0L ENGINE
Refer to the Malfunction Indicator Lamp 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.
RADIATOR FAN CONTROL MODULEÐPCM
OUTPUTÐ2.0L ENGINE
Refer to the Radiator Fan 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.
SPEED CONTROL SOLENOIDSÐPCM OUTPUTÐ
2.0L ENGINE
Refer to the Speed Control Solenoids 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.
TACHOMETERÐPCM OUTPUTÐ2.0L ENGINE
Refer to the Tachometer for 2.4/3.0/3.3/3.8L engines
under Description and Operation in the Fuel Injec-
tion System section of group 14 for more information.
THROTTLE BODYÐ2.0L ENGINE
Refer to the Throttle Body 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.
DIAGNOSIS AND TESTING
VISUAL INSPECTIONÐSOHC
Before diagnosing or servicing the fuel injection
system, perform a visual inspection for loose, discon-
nected, or misrouted wires and hoses. A thorough
visual inspection that includes the following checks
saves unnecessary test and diagnostic time.
(1) Inspect the battery connections. Clean corroded
terminals.
(2) Check the 2 PCM 40-way connector for
stretched wires on pushed out terminals
(3) Open the Power Distribution Center (PDC).
Check for blown fuses. Ensure the relays and fuses
are fully seated in the PDC. A label on the underside
of the PDC cover shows the locations of each relay
and fuse.
(4) Verify the throttle cable operates freely.
(5) Check the electrical connections at the idle air
control motor and throttle position sensor.
(6) Check hose connections between the PCV
valve, vacuum port - intake manifold and the oil sep-
arator (Fig. 13).
(7) Inspect the electrical connections at the MAP
sensor/intake air temperature sensor and the (Fig.
14).
(8) Inspect the fuel injector electrical connections
(Fig. 15).
(9) Inspect the ignition coil electrical connector.
Ensure the spark plug insulators are firmly seated
over the spark plugs (Fig. 16).
(10) Check the electrical connection to the radiator
fan.
(11) Inspect for corrosion on the electrical connec-
tions at the starter motor solenoid. Check the ground
cable connection below the starter motor (Fig. 17).
(12) Inspect the air cleaner filter element. Replace
as necessary. Check the air induction system for
restrictions.
Fig. 10 Ignition CoilÐ2.0L engine
Fig. 11 Throttle BodyÐ2.0L engine
14 - 36 FUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINENS/GS
DESCRIPTION AND OPERATION (Continued)

BLOWER MOTOR AND WHEEL ASSEMBLY
VIBRATION AND/OR NOISE DIAGNOSIS
The blower speed switch, in conjunction with the
resistor block, supplies the blower motor with varied
voltage.
CAUTION: Stay clear of the blower motor and resis-
tor block (Hot). Do not operate the blower motor
with the resistor block removed from the heater A/C
housing.
Refer to the Blower Motor Vibration/Noise chart in
this section for diagnosis.
COMPRESSOR NOISE DIAGNOSIS
Excessive noise while the A/C is being used, can be
caused by loose mounts, loose clutch, or high operat-
ing pressure. Verify compressor drive belt condition,
proper refrigerant charge and head pressure before
compressor repair is performed.
If the A/C drive belt slips at initial start-up, it does
not necessarily mean the compressor has failed.
With the close tolerances of a compressor it is pos-
sible to experience a temporary lockup. The longer
the A/C system is inactive, the more likely the condi-
tion to occur.
This condition is the result of normal refrigerant
movement within the A/C system caused by temper-
ature changes. The refrigerant movement may wash
the oil out of the compressor.
COMPRESSOR CLUTCH/COIL
The air conditioning compressor clutch electrical
circuit is controlled by the Powertrain Control Mod-
ule. It is located in the engine compartment outboard
of the battery.If the compressor clutch does not engage verify
refrigerant charge.
If the compressor clutch still does not engage check
for battery voltage at the pressure transducer located
on the liquid line. If voltage is not detected, refer to:
²Group 8W, Wiring diagrams.
²Powertrain Diagnostic Procedures manual for
diagnostic information.
If voltage is detected at the pressure transducer,
connect pressure transducer and check for battery
voltage between the compressor clutch connector ter-
minals.
If voltage is detected, perform A/C Clutch Coil
Tests.
TESTS
(1) Verify battery state of charge. (Test indicator in
battery should be green).
(2) Connect an ampmeter (0-10 ampere scale) in
series with the clutch coil terminal. Use a voltmeter
(0-20 volt scale) with clip leads measuring voltage
across the battery and A/C clutch.
(3) With A/C control in A/C mode and blower at
low speed, start the engine and run at normal idle.
(4) The A/C clutch should engage immediately and
the clutch voltage should be within two volts of the
battery voltage. If the A/C clutch does not engage,
test the fuse.
(5) The A/C clutch coil is acceptable if the current
draw is 2.0 to 3.7 amperes at 11.5-12.5 volts at clutch
coil. This is with the work area temperature at 21ÉC
(70ÉF). If voltage is more than 12.5 volts, add electri-
cal loads by turning on electrical accessories until
voltage reads below 12.5 volts.
(6) If coil current reads zero, the coil is open and
should be replaced. If the ammeter reading is 4
amperes or more, the coil is shorted and should be
replaced. If the coil voltage is not within two volts of
the battery voltage, test clutch coil feed circuit for
excessive voltage drop.
EXPANSION VALVE
NOTE: Special effort must be used to keep all
R-134a system components moisture-free. Moisture
in the oil is very difficult to remove and will cause a
reliability problem with the compressor.
TESTS
NOTE: Expansion valve tests should be performed
after compressor tests.
Review Safety Precautions and Warnings in this
group. The work area and vehicle temperature must
A/C PRESSURE TRANSDUCER VOLTAGE
VOLTAGE CONDITION
0 TRANSDUCER FAULTY
OR NO VOLTAGE FROM
PCM
.150 TO .450 TRANSDUCER
GOOD/LOW PRESSURE
CUTOUT CONDITION
.451 TO 4.519 NORMAL OPERATING
CONDITION
4.520 TO 4.850 TRANSDUCER
GOOD/HIGH
PRESSURE CUTOUT
CONDITION
5 TRANSDUCER FAULTY
NSHEATING AND AIR CONDITIONING 24 - 13
DIAGNOSIS AND TESTING (Continued)

BLOWER MOTOR AND WHEEL ASSEMBLY
VIBRATION AND/OR NOISE DIAGNOSIS
The blower speed switch, in conjunction with the
resistor block, supplies the blower motor with varied
voltage.
CAUTION: Stay clear of the blower motor and resis-
tor block (Hot). Do not operate the blower motor
with the resistor block removed from the heater A/C
housing.
Refer to the Blower Motor Vibration/Noise chart in
this section for diagnosis.
COMPRESSOR NOISE DIAGNOSIS
Excessive noise while the A/C is being used, can be
caused by loose mounts, clutch, or high operating
pressure. Verify compressor drive belt condition,
proper refrigerant charge and head pressure before
compressor repair is performed.
COMPRESSOR CLUTCH/COIL
The air conditioning compressor clutch electrical
circuit is controlled by the Powertrain Control Mod-ule. It is located in the engine compartment outboard
of the battery.
If the compressor clutch does not engage verify
refrigerant charge.
If the compressor clutch still does not engage check
for battery voltage at the pressure transducer located
on the liquid line. If voltage is not detected, refer to:
²Group 8W, Wiring diagrams.
²Powertrain Diagnostic Procedures manual for
diagnostic information.
If voltage is detected at the pressure transducer,
connect pressure transducer and check for battery
voltage between the compressor clutch connector ter-
minals.
If voltage is detected, perform A/C Clutch Coil
Tests.
TESTS
(1) Verify battery state of charge. (Test indicator in
battery should be green).
(2) Connect an ampmeter (0-10 ampere scale) in
series with the clutch coil terminal. Use a voltmeter
(0-20 volt scale) with clip leads measuring voltage
across the battery and A/C clutch.
(3) With A/C control in A/C mode and blower at
low speed, start the engine and run at normal idle.
(4) The A/C clutch should engage immediately and
the clutch voltage should be within two volts of the
battery voltage. If the A/C clutch does not engage,
test the fuse.
(5) The A/C clutch coil is acceptable if the current
draw is 2.0 to 3.7 amperes at 11.5-12.5 volts at clutch
coil. This is with the work area temperature at 21ÉC
(70ÉF). If voltage is more than 12.5 volts, add electri-
cal loads by turning on electrical accessories until
voltage reads below 12.5 volts.
Fig. 7 A/C PERFORMANCE TEMPERATURES
VOLTAGE CONDITION
0 Transducer faulty or no voltage
from PCM
.150 to .450 Transducer good/Low Pressure
Cutout condition
.451 to 4.519 Normal operating condition
4.520 to 4.850 Transducer good/High
Pressure Cutout condition
5 Transducer faulty
24 - 12 HEATING AND AIR CONDITIONINGNS/GS
DIAGNOSIS AND TESTING (Continued)