1996 CHRYSLER VOYAGER air condition

CONDITION POSSIBLE CAUSE CORRECTION
Fuse blows when horn sounds (1) Short circuit in horn or horn
wiring(1) Remove horn relay, check for
shorted horn or horn wiring.
Disconnect horn wire harness to
isolate short and repair as
necessary.
Fuse blows without blowing horn (1) Short circuit (1) Remove relay, install new fuse, if
fuse does not blow replace horn
relay. If fuse blows with relay
removed, check for short to ground
with ohmmeter on circuit between
terminals 30 & 86 and the fuse
terminal. Repair as necessary.
NOTE: For wiring repairs refer to
Group 8W, Wire Diagrams.
REMOVAL AND INSTALLATION
HORN SWITCH
The horn switch is molded into the airbag cover.
The horn switch cannot be serviced separately. Refer
to Group 8M, Restraint System for Driver Airbag
Module Removal and Installation procedures.
HORNS
REMOVAL
(1) Hoist and support the front of the vehicle on
safety stands.
(2) From behind the front fascia and forward of
the left front wheel, disconnect the wire connectors
from horn.
(3) Remove the mount bracket attaching nut from
the bottom of radiator closure panel. Do not remove
the horn from mounting bracket (Fig. 4).
(4) Separate the horn from vehicle.
INSTALLATION
For installation reverse the above procedures.
Fig. 4 Horn Removal/Installation
8G - 4 HORNSNS
DIAGNOSIS AND TESTING (Continued)

²Depressing the OFF switch
²Depressing the CANCEL switch.
NOTE: Depressing the OFF switch or turning off
the ignition switch will erase the set speed stored
in the PCM.
For added safety,the speed control system is pro-
grammed to disengaged for any of the following con-
ditions:
²An indication of Park or Neutral
²An rpm increase without a VSS signal increase
(indicates that the clutch has been disengaged)
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The VSS signal increases at a rate of 10 mph
per second (indicates that the co-efficient of friction
between the road surface and tires is extremely low)
²The VSS signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
²If the actual speed is not within 20 mph of the
set speed
The previous disengagement conditions are pro-
grammed for added safety.
Once the speed control has been disengaged,
depressing the ACCEL switch when speed is greater
than 25 mph restores the vehicle to the target speed
that was stored in the PCM.
NOTE: Depressing the OFF switch will erase the
set speed stored in the PCM's RAM.
While the speed control is engaged, the driver can
increase the vehicle speed by depressing the ACCEL
switch. The new target speed is stored in the PCM
when the ACCEL is released. The PCM also has a
9tap-up9feature in which vehicle speed increases at a
rate of approximately 2 mph for each momentary
switch activation of the ACCEL switch. The PCM
also provides a means to decelerate without disen-
gaging speed control. To decelerate from an existing
recorded target speed, depress and hold the COAST
switch until the desired speed is reached, then
release the switch.
The individual switches cannot be repaired. If one
switch fails, the entire switch module must be
replaced.
AUTOMATIC SPEED CONTROL OVERSPEED
REDUCTION
Transmission control software includes an auto-
matic speed control overspeed reduction feature. This
maintains vehicle speed at the selected set point
when descending a grade.
The Transmission Control Module (TCM) first
senses that the speed control is set. If the set speedis exceeded by more than 4 mph (6.5 km/hr) and the
throttle is closed, the TCM causes the transaxle to
downshift to THIRD gear. After downshifting, the
automatic speed control resumes normal operation.
To ensure that an upshift is appropriate after the set
speed is reached, the TCM waits until the speed con-
trol system opens the throttle at least 8 degrees
before upshifting to OVERDRIVE again.
If the driver applies the brakes, canceling auto-
matic speed control operation with the transaxle still
in THIRD gear, the TCM maintains this gear until
the driver opens the throttle at least 8 degrees to
avoid an inappropriate upshift. The upshift is also
delayed for 0.5 seconds after reaching the 8 degrees
throttle opening in anticipation that the driver might
open the throttle enough to require THIRD gear.
This will avoid unnecessary and disturbing transmis-
sion cycling. If the automatic speed control RESUME
feature is used after braking, the upshift is delayed
until the set speed is achieved to reduce cycling and
provide better response.
STOP LAMP SWITCH
Vehicles equipped with the speed control option use
a dual function stop lamp switch. The switch is
mounted on the brake pedal mounting bracket under
the instrument panel. The PCM monitors the state of
the dual function stop lamp switch. Refer to Group 5,
Brakes for more information on stop lamp switch ser-
vice and adjustment procedures.
SERVO CABLE
The speed control servo cable is connected between
the speed control vacuum servo diaphragm and the
throttle body control linkage. This cable causes the
throttle control linkage to open or close the throttle
valve in response to movement of the vacuum servo
diaphragm.
POWERTRAIN CONTROL MODULE
The speed control electronic control circuitry is
integrated into the Powertrain Control Module
(PCM). The PCM is located in the engine compart-
ment. The PCM speed control functions are moni-
tored by the On-Board Diagnostics (OBD). All OBD-
sensed systems are monitored by the PCM. Each
monitored circuit is assigned a Diagnostic Trouble
Code (DTC). The PCM will store a DTC in electronic
memory for any failure it detects. See On-Board
Diagnostic Tests in this group for more information.
The PCM cannot be repaired and must be replaced if
faulty.
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
8H - 2 VEHICLE SPEED CONTROL SYSTEMNS
DESCRIPTION AND OPERATION (Continued)

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)

COMBINATION FLASHER DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
SYSTEM WILL NOT FLASH
HAZARD WARNING LAMPS1. FAULTY (20) AMP FUSE N
POWER DISTRIBUTION CENTER
(PDC).
2. FAULTY WIRING CONNECTION
BETWEEN BOTTOM SIDE OF PDC
AND JUNCTION BLOCK.
3. FAULTY GROUND FEED TO
MULTI-FUNCTION SWITCH.
4. FAULTY HAZARD WARNING
SWITCH CONTACT.
5. COMBINATION FLASHER NOT
PLUGGED INTO JUNCTION
BLOCK.
6. FAULTY COMBINATION
FLASHER.
7. FAULTY TERMINALS IN
JUNCTION BLOCK.1. REPLACE FAULTY FUSE IN
PDC.
2. REPAIR FAULTY WIRING
CONNECTION FROM PDC TO
JUNCTION BLOCK.
3. REPAIR OR REPLACE FAULTY
GROUND WIRE FEED TO
MULTI-FUNCTION SWITCH.
4. REPLACE FAULTY MULTI-
FUNCTION SWITCH.
5. PLUG COMBINATION FLASHER
INTO JUNCTION BLOCK.
6. REPLACE FAULTY
COMBINATION FLASHER.
7. REPLACE JUNCTION BLOCK.
SYSTEM WILL FLASH HAZARD
WARNING LAMPS BUT WILL
NOT FLASH RIGHT OR LEFT
TURN SIGNAL LAMPS1. FAULTY (10) AMP FUSE IN THE
JUNCTION BLOCK.
2. FAULTY COMBINATION
FLASHER.
3. FAULTY MULTI-FUNCTION
SWITCH CONTACTS.
4. FAULTY TERMINALS IN
JUNCTION BLOCK.1. REPLACE FAULTY FUSE IN
JUNCTION BLOCK.
2. REPLACE COMBINATION
FLASHER.
3. REPLACE FAULTY MULTI-
FUNCTION SWITCH.
4. REPLACE JUNCTION BLOCK.
SYSTEM WILL FLASH HAZARD
WARNING LAMPS AND RIGHT
TURN SIGNAL LAMPS, BUT WILL
NOT FLASH LEFT TURN SIGNAL
LAMPS1. FAULTY LEFT TURN SIGNAL
WIRING CONNECTION BETWEEN
JUNCTION BLOCK AND MULTI-
FUNCTION SWITCH.
2. FAULTY COMBINATION
FLASHER.
3. FAULTY MULTI-FUNCTION
SWITCH CONTACTS.
4. FAULTY TERMINALS IN
JUNCTION BLOCK.1. REPAIR OR REPLACE FAULTY
WIRING CONNECTION BETWEEN
JUNCTION BLOCK AND MULTI-
FUNCTION SWITCH.
2. REPLACE COMBINATION
FLASHER.
3. REPLACE FAULTY MULTI-
FUNCTION SWITCH.
4. REPLACE JUNCTION BLOCK.
RIGHT TURN SIGNAL
OPERATES PROPERLY BUT
LEFT TURN SIGNAL FLASHES
FAST1. FAULTY LEFT FRONT OR LEFT
REAR TURN SIGNAL LAMP.
2. FAULTY WIRING CONNECTION
FROM JUNCTION BLOCK TO LEFT
FRONT OR LEFT REAR TURN
SIGNAL LAMP.
3. FAULTY GROUND WIRING
CONNECTION FROM LEFT
FRONT OR LEFT REAR TURN
SIGNAL LAMP.
4. FAULTY MULTI-FUNCTION
SWITCH CONTACTS.
5. FAULTY TERMINALS IN
JUNCTION BLOCK.1. REPLACE LEFT FRONT OR
LEFT REAR TURN SIGNAL LAMP.
2. REPAIR OR REPLACE WIRING
CONNECTION FROM JUNCTION
BLOCK TO LEFT FRONT OR LEFT
REAR TURN SIGNAL LAMP.
3. REPAIR OR REPLACE FAULTY
GROUND WIRING CONNECTION
TO LEFT FRONT OR LEFT REAR
TURN SIGNAL LAMP.
4. REPLACE FAULTY MULTI-
FUNCTION SWITCH.
5. REPLACE JUNCTION BLOCK.
8J - 6 TURN SIGNAL AND FLASHERSNS
DIAGNOSIS AND TESTING (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
LEFT TURN SIGNAL OPERATES
PROPERLY BUT RIGHT TURN
SIGNAL FLASHES FAST1. FAULTY RIGHT FRONT OR
RIGHT REAR TURN SIGNAL LAMP.
2. FAULTY WIRING CONNECTION
FROM JUNCTION BLOCK TO
RIGHT FRONT OR RIGHT REAR
TURN SIGNAL LAMP.
3. FAULTY GROUND WIRING
CONNECTION FROM RIGHT
FRONT OR RIGHT REAR TURN
SIGNAL LAMP.
4. FAULTY MULTI-FUNCTION
SWITCH CONTACTS.
5. FAULTY TERMINALS IN
JUNCTION BLOCK.1. REPLACE RIGHT FRONT OR
RIGHT REAR TURN SIGNAL LAMP.
2. REPAIR OR REPLACE WIRING
CONNECTION FROM JUNCTION
BLOCK TO RIGHT FRONT OR
RIGHT REAR TURN SIGNAL LAMP.
3. REPAIR OR REPLACE FAULTY
GROUND WIRING CONNECTION
TO RIGHT FRONT OR RIGHT
REAR TURN SIGNAL LAMP.
4. REPLACE FAULTY MULTI-
FUNCTION SWITCH.
5. REPLACE JUNCTION BLOCK.
BOTH TURN SIGNAL
INDICATORS IN MESSAGE
CENTER DO NOT FLASH IN
CONJUNCTION WITH OUTSIDE
TURN SIGNAL LAMPS1. FAULTY GROUND WIRING
CONNECTION FROM COWL
GROUND SPLICE.1. REPAIR OR REPLACE WIRING
CONNECTION FROM COWL
GROUND SPLICE.
LEFT OR RIGHT TURN SIGNAL
INDICATOR IN MESSAGE
CENTER DOES NOT FLASH IN
CONJUNCTION WITH OUTSIDE
TURN SIGNAL LAMPS, BUT
OTHER INDICATOR PERFORMS
PROPERLY1. FAULTY INDICATOR LAMP IN
MESSAGE CENTER.
2. FAULTY WIRING CONNECTION
BETWEEN MESSAGE CENTER
AND JUNCTION BLOCK.1. REPLACE FAULTY INDICATOR
LAMP IN MESSAGE CENTER.
2. REPAIR OR REPLACE FAULTY
WIRING CONNECTION BETWEEN
MESSAGE CENTER AND
JUNCTION BLOCK.
NSTURN SIGNAL AND FLASHERS 8J - 7
DIAGNOSIS AND TESTING (Continued)

COMBINATION FLASHER DIAGNOSIS WITH DRL
CONDITION POSSIBLE CAUSES CORRECTION
SYSTEM WILL NOT FLASH
HAZARD WARNING LAMPS1. FAULTY (20) AMP FUSE N
POWER DISTRIBUTION CENTER
(PDC).
2. FAULTY WIRING CONNECTION
BETWEEN BOTTOM SIDE OF PDC
AND JUNCTION BLOCK.
3. FAULTY GROUND FEED TO
MULTI-FUNCTION SWITCH.
4. FAULTY HAZARD WARNING
SWITCH CONTACT.
5. COMBINATION FLASHER/DRL
MODULE NOT PLUGGED INTO
JUNCTION BLOCK.
6. FAULTY COMBINATION
FLASHER/DRL MODULE.
7. FAULTY TERMINALS IN
JUNCTION BLOCK.1. REPLACE FAULTY FUSE IN
PDC.
2. REPAIR FAULTY WIRING
CONNECTION FROM PDC TO
JUNCTION BLOCK.
3. REPAIR OR REPLACE FAULTY
GROUND WIRE FEED TO
MULTI-FUNCTION SWITCH.
4. REPLACE FAULTY MULTI-
FUNCTION SWITCH.
5. PLUG COMBINATION FLASHER/
DRL MODULE INTO JUNCTION
BLOCK.
6. REPLACE FAULTY
COMBINATION FLASHER/DRL
MODULE.
7. REPLACE JUNCTION BLOCK.
SYSTEM WILL FLASH HAZARD
WARNING LAMPS BUT WILL
NOT FLASH RIGHT OR LEFT
TURN SIGNAL LAMPS1. FAULTY (10) AMP FUSE IN THE
JUNCTION BLOCK.
2. FAULTY COMBINATION
FLASHER/DRL MODULE.
3. FAULTY MULTI-FUNCTION
SWITCH CONTACTS.
4. FAULTY TERMINALS IN
JUNCTION BLOCK.1. REPLACE FAULTY FUSE IN
JUNCTION BLOCK.
2. REPLACE COMBINATION
FLASHER/DRL MODULE.
3. REPLACE FAULTY MULTI-
FUNCTION SWITCH.
4. REPLACE JUNCTION BLOCK.
RIGHT TURN SIGNAL
OPERATES PROPERLY BUT
LEFT TURN SIGNAL FLASHES
FAST
(Hazard mode can be used for a
system check)1. FAULTY LEFT FRONT OR LEFT
REAR TURN SIGNAL LAMP.
2. FAULTY WIRING CONNECTION
FROM JUNCTION BLOCK TO LEFT
FRONT OR LEFT REAR TURN
SIGNAL LAMP.
3. FAULTY GROUND WIRING
CONNECTION FROM LEFT
FRONT OR LEFT REAR TURN
SIGNAL LAMP.
4. FAULTY MULTI-FUNCTION
SWITCH CONTACTS.
5. FAULTY TERMINALS IN
JUNCTION BLOCK.1. REPLACE LEFT FRONT OR
LEFT REAR TURN SIGNAL LAMP.
2. REPAIR OR REPLACE WIRING
CONNECTION FROM JUNCTION
BLOCK TO LEFT FRONT OR LEFT
REAR TURN SIGNAL LAMP.
3. REPAIR OR REPLACE FAULTY
GROUND WIRING CONNECTION
TO LEFT FRONT OR LEFT REAR
TURN SIGNAL LAMP.
4. REPLACE FAULTY MULTI-
FUNCTION SWITCH.
5. REPLACE JUNCTION BLOCK.
8J - 8 TURN SIGNAL AND FLASHERSNS
DIAGNOSIS AND TESTING (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
LEFT TURN SIGNAL OPERATES
PROPERLY BUT RIGHT TURN
SIGNAL FLASHES FAST
(Hazard mode can be used for a
system check)1. FAULTY RIGHT FRONT OR
RIGHT REAR TURN SIGNAL LAMP.
2. FAULTY WIRING CONNECTION
FROM JUNCTION BLOCK TO
RIGHT FRONT OR RIGHT REAR
TURN SIGNAL LAMP.
3. FAULTY GROUND WIRING
CONNECTION FROM RIGHT
FRONT OR RIGHT REAR TURN
SIGNAL LAMP.
4. FAULTY MULTI-FUNCTION
SWITCH CONTACTS.
5. FAULTY TERMINALS IN
JUNCTION BLOCK.1. REPLACE RIGHT FRONT OR
RIGHT REAR TURN SIGNAL LAMP.
2. REPAIR OR REPLACE WIRING
CONNECTION FROM JUNCTION
BLOCK TO RIGHT FRONT OR
RIGHT REAR TURN SIGNAL LAMP.
3. REPAIR OR REPLACE FAULTY
GROUND WIRING CONNECTION
TO RIGHT FRONT OR RIGHT
REAR TURN SIGNAL LAMP.
4. REPLACE FAULTY MULTI-
FUNCTION SWITCH.
5. REPLACE JUNCTION BLOCK.
BOTH TURN SIGNAL
INDICATORS IN MESSAGE
CENTER DO NOT FLASH IN
CONJUNCTION WITH OUTSIDE
TURN SIGNAL LAMPS1. FAULTY GROUND WIRING
CONNECTION FROM COWL
GROUND SPLICE.1. REPAIR OR REPLACE WIRING
CONNECTION FROM COWL
GROUND SPLICE.
LEFT OR RIGHT TURN SIGNAL
INDICATOR IN MESSAGE
CENTER DOES NOT FLASH IN
CONJUNCTION WITH OUTSIDE
TURN SIGNAL LAMPS, BUT
OTHER INDICATOR PERFORMS
PROPERLY1. FAULTY INDICATOR LAMP IN
MESSAGE CENTER.
2. FAULTY WIRING CONNECTION
BETWEEN MESSAGE CENTER
AND JUNCTION BLOCK.1. REPLACE FAULTY INDICATOR
LAMP IN MESSAGE CENTER.
2. REPAIR OR REPLACE FAULTY
WIRING CONNECTION BETWEEN
MESSAGE CENTER AND
JUNCTION BLOCK.
NSTURN SIGNAL AND FLASHERS 8J - 9
DIAGNOSIS AND TESTING (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
TURN SIGNAL AND HAZARD
WARNING FLASHERS
FUNCTION PROPERLY BUT
DAYTIME RUNNING LIGHTS
(DRL) DO NOT COME ON WHILE
DRIVING
(The brake lamp in the message
center remains illuminated under
the circumstances noted to the
right in step #3.0 through 3.5
unless the lamp is burned out.)
(Headlamps, either low or high
beam, remain illuminated under
the circumstances noted to the
right in step #4.0 through 4.3 even
though the headlamp switch is
OFF.)1. FAULTY GROUND FEED TO
JUNCTION BLOCK FROM
GROUND STUD CONNECTOR
THROUGH I/P HARNESS.
2. FAULTY GROUND FEED
THROUGH JUNCTION BLOCK TO
CAVITY #11 IN POSITION #3 OF
THE JUNCTION BLOCK.
3.0. FAULTY PARK BRAKE
SWITCH.
3.1. PARK BRAKE INPUT CIRCUIT
FALSELY GROUNDED. COULD BE
THE G09 CIRCUIT WHICH IS A
(20) GA. GY/BK WIRE BETWEEN
THE MESSAGE CENTER AND THE
JUNCTION BLOCK,
3.2. OR BETWEEN THE PARK
BRAKE SWITCH AND THE
JUNCTION BLOCK,
3.3. OR BETWEEN THE BRAKE
PRESSURE SWITCH AND THE
JUNCTION BLOCK,
3.4. OR BETWEEN THE IGNITION
SWITCH AND THE JUNCTION
BLOCK,
3.5. OR A SHORTED IGNITION
SWITCH (CONTACT SHOULD
ONLY BE MADE WHEN IN START
POSITION).
4.0. L93 CIRCUIT FALSELY
GROUNDED BETWEEN JUNCTION
BLOCK AND MULTI-FUNCTION
SWITCH.
4.1. L307 CIRCUIT FALSELY
GROUNDED BETWEEN
HEADLAMP SWITCH AND BODY
CONTROL MODULE.
4.2. HEADLAMP SWITCH
SHORTED.
4.3. HEADLAMP CONTROL
OUTPUT FALSELY GROUNDED BY
BODY CONTROL MODULE.1. REPLACE GROUND CIRCUIT TO
JUNCTION BLOCK.
2. REPLACE JUNCTION BLOCK.
3.0. REPLACE THE PARK BRAKE
SWITCH.
3.1-3.4. REPAIR THE G09 CIRCUIT
TO ELIMINATE THE FALSE
GROUND SOURCE.
3.5. REPLACE IGNITION SWITCH.
4.0. REPAIR OR REPLACE FAULTY
WIRING CONNECTION BETWEEN
JUNCTION BLOCK AND MULTI-
FUNCTION SWITCH.
4.1. REPAIR OR REPLACE FAULTY
WIRING CONNECTION BETWEEN
HEADLAMP SWITCH AND BODY
CONTROL MODULE.
4.2. REPLACE SHORTED
HEADLAMP SWITCH.
4.3. REPLACE BODY CONTROL
MODULE.
8J - 10 TURN SIGNAL AND FLASHERSNS
DIAGNOSIS AND TESTING (Continued)