1996 CHRYSLER VOYAGER Wire diagram

START-UP CYCLE
The self diagnostic ABS start up cycle begins when
the ignition switch is turned to the on position. Elec-
trical checks are completed on ABS components, such
as the Controller, solenoid continuity, and the system
relay operation. During this check the Amber ABS
Warning Light is turned on for approximately 4 sec-
onds and the brake pedal may emit a popping sound
and move slightly when the solenoid valves are
checked.
DRIVE-OFF CYCLE
Further Functional testing is accomplished once
the vehicle is set in motion and reaches a speed of
about 20 kph (12 mph.). This cycle is performed only
once after each ignition on/off cycle.
²The pump/motor is activated briefly to verify
function. When the pump/motor is activated a whirl-
ing or buzzing sound may be heard by the driver,
which is normal when the pump/motor is running.
²The wheel speed sensor output is verified to be
within the correct operating range.
ONGOING TESTS
Other tests are performed on a continuous basis.
These include checks for solenoid continuity, wheel
speed sensor continuity and wheel speed sensor out-
put.
ABS DIAGNOSTIC TROUBLE CODES
Diagnostic trouble codes (DTC) are kept in the con-
troller's memory until either erased by the technician
using the DRB or erased automatically after 3500
miles. DTC's are retained by the controller even if
the ignition is turned off or the battery is discon-
nected. More than one DTC can be stored at a time.
The mileage of the most recent occurrence, number of
occurrences and the DTC that was stored is also dis-
played. Most functions of the CAB and the ABS sys-
tem can be accessed by the technician for testing and
diagnostic purposes by using the DRB.
LATCHING VERSUS NON-LATCHING
DIAGNOSTIC TROUBLE CODES
Some DTC's detected by the CAB are latching; the
DTC is latched and ABS braking is disabled until the
ignition switch is reset. Thus ABS braking is non
operational even if the original DTC has disappeared.
Other DTC's are non-latching; any warning lights
that are turned on, are only turned on as long as the
DTC condition exists. As soon as the condition goes
away, the ABS Warning Light is turned off, although
a DTC will be set in most cases.
INTERMITTENT DIAGNOSTIC TROUBLE CODES
As with virtually any electronic system, intermit-
tent electrical problems in the ABS system may be
difficult to accurately diagnose.
Most intermittent electrical problems are caused
by faulty electrical connections or wiring. When an
intermittent fault is encountered, check suspect cir-
cuits for:
A visual inspection for loose, disconnected, or mis-
routed wires should be done before attempting to
diagnose or service the ITT Teves Mark 20 antilock
brake system. A visual inspection will eliminate
unnecessary testing and diagnostics time. A thorough
visual inspection will include the following compo-
nents and areas of the vehicle.
(1) Inspect fuses in the power distribution center
(PDC) and the wiring junction block. Verify that all
fuses are fully inserted into the PDC and wring junc-
tion block. A label on the underside of the PDC cover
identifies the locations of the ABS fuses in the PDC.
(2) Inspect the 25-way electrical connector at the
CAB for damage, spread or backed-out wiring termi-
nals. Verify that the 25-way connector is fully
inserted in the socket on the CAB. Be sure that wires
are not stretched tight or pulled out of the connector.
(3) Verify that all the wheel speed sensor connec-
tions are secure.
(4) Poor mating of connector halves or terminals
not fully seated in the connector body.
(5) Improperly formed or damaged terminals. All
connector terminals in a suspect circuit should be
carefully reformed to increase contact tension.
(6) Poor terminal to wire connection. This requires
removing the terminal from the connector body to
inspect.
(7) Pin presence in the connector assembly
(8) Proper ground connections. Check all ground
connections for signs of corrosion, tight fasteners, or
other potential defects. Refer to wiring diagram man-
ual for ground locations.
(9) Problems with main power sources of the vehi-
cle. Inspect battery, generator, ignition circuits and
other related relays and fuses.
(10) If a visual check does not find the cause of the
problem, operate the car in an attempt to duplicate
the condition and record the trouble code.
(11) Most failures of the ABS system will disable
ABS function for the entire ignition cycle even if the
fault clears before key-off. There are some failure
conditions, however, which will allow ABS operation
to resume during the ignition cycle in which a failure
occurred if the failure conditions are no longer
present. The following conditions may result in inter-
mittent illumination of the ABS Warning Lamp. All
other failures will cause the lamp to remain on until
the ignition switch is turned off. Circuits involving
NSBRAKES 5 - 97
DIAGNOSIS AND TESTING (Continued)

(3) Remove ignition cables from the secondary tow-
ers of the coil. Measure the secondary resistance of
the coil between the towers of each individual coil
(Fig. 21). Secondary resistance should be 7,000 to
15,800 ohms. Replace the coil if resistance is not
within tolerance.
FAILURE TO START TEST
This no-start test checks the camshaft position sen-
sor and crankshaft position sensor.
The Powertrain Control Module (PCM) supplies 8
volts to the camshaft position sensor and crankshaft
position sensor through one circuit. If the 8 volt sup-
ply circuit shorts to ground, neither sensor will pro-
duce a signal (output voltage to the PCM).
When the ignition key is turned and left in the On
position, the PCM automatically energizes the Auto
Shutdown (ASD) relay. However, the controller de-en-
ergizes the relay within one second because it has
not received a camshaft position sensor signal indi-
cating engine rotation.
During cranking, the ASD relay will not energize
until the PCM receives a camshaft position sensor
signal. Secondly, the ASD relay remains energized
only if the controller senses a crankshaft position
sensor signal immediately after detecting the cam-
shaft position sensor signal.
(1) Check battery voltage. Voltage should be
approximately 12.66 volts or higher to perform fail-
ure to start test.
(2) Disconnect the harness connector from the coil
pack.
(3) Connect a test light to the B+ (battery voltage)
terminal of the coil electrical connector and ground
as shown in (Fig. 22). The B+ wire for the DIS coil is
dark green with an orange tracer.Do not spread
the terminal with the test light probe.(4) Turn the ignition key to theON position.The
test light should flash On and then Off.Do not turn
the Key to off position, leave it in the On posi-
tion.
(a) If the test light flashes momentarily, the
PCM grounded the Auto Shutdown (ASD) relay.
Proceed to step 5.
(b) If the test light did not flash, the ASD relay
did not energize. The cause is either the relay or
one of the relay circuits. Use the DRB scan tool to
test the ASD relay and circuits. Refer to the appro-
priate Powertrain Diagnostics Procedure Manual.
Refer to the wiring diagrams section for circuit
information.
(5) Crank the engine. (If the key was placed in the
off position after step 4, place the key in the On posi-
tion before cranking. Wait for the test light to flash
once, then crank the engine.)
(6) If the test light momentarily flashes during
cranking, the PCM is not receiving a crankshaft posi-
tion sensor signal. Use the DRB scan tool to test the
crankshaft position sensor and sensor circuits. Refer
to the appropriate Powertrain Diagnostics Procedure
Manual. Refer to the wiring diagrams section for cir-
cuit information.
(7) If the test light did not flash during cranking,
unplug the crankshaft position sensor connector.
Turn the ignition key to the off position. Turn the
key to the On position, wait for the test light to
momentarily flash once, then crank the engine. If the
test light momentarily flashes, the crankshaft posi-
tion sensor is shorted and must be replaced. If the
light did not flash, the cause of the no-start is in
Fig. 21 Checking Ignition Coil Secondary
ResistanceFig. 22 Ignition Coil Engine Harness Connector
8D - 10 IGNITION SYSTEMNS
DIAGNOSIS AND TESTING (Continued)

either the crankshaft position sensor/camshaft posi-
tion sensor 8 volt supply circuit, or the camshaft
position sensor output or ground circuits. Use the
DRB scan tool to test the camshaft position sensor
and the sensor circuits. Refer to the appropriate Pow-
ertrain Diagnostics Procedure Manual. Refer to the
wiring diagrams section for circuit information.
IGNITION TIMING PROCEDURE
The engines for this vehicle, use a fixed ignition
system. The PCM regulates ignition timing. Basic
ignition timing is not adjustable.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
TEST
Refer to Group 14, Fuel System for Diagnosis and
Testing.
CAMSHAFT POSITION SENSOR AND CRANKSHAFT
POSITION SENSOR
The output voltage of a properly operating cam-
shaft position sensor or crankshaft position sensor
switches from high (5.0 volts) to low (0.3 volts). By
connecting an Moper Diagonostic System (MDS) and
engine analyzer to the vehicle, technicians can view
the square wave pattern.
ENGINE COOLANT TEMPERATURE SENSOR
Refer to Group 14, Fuel System for Diagnosis and
Testing.
INTAKE AIR TEMPERATURE SENSOR
Refer to Group 14, Fuel System, for Diagnosis and
Testing.
SPARK PLUG CONDITION
NORMAL OPERATING CONDITIONS
The few deposits present will be probably light tan
or slightly gray in color with most grades of commer-
cial gasoline (Fig. 23). There will not be evidence of
electrode burning. Gap growth will not average more
than approximately 0.025 mm (.001 in) per 1600 km
(1000 miles) of operation for non platinum spark
plugs. Non-platnium spark plugs that have normal
wear can usually be cleaned, have the electrodes filed
and regapped, and then reinstalled.
CAUTION: Never attempt to file the electrodes or
use a wire brush for cleaning platinum spark plugs.
This would damage the platinum pads which would
shorten spark plug life.
Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
may coat the entire tip of the spark plug with a rustcolored deposit. The rust color deposits can be misdi-
agnosed as being caused by coolant in the combustion
chamber. Spark plug performance is not affected by
MMT deposits.
COLD FOULING (CARBON FOULING)
Cold fouling is sometimes referred to as carbon
fouling because the deposits that cause cold fouling
are basically carbon (Fig. 23). A dry, black deposit on
one or two plugs in a set may be caused by sticking
valves or misfire conditions. Cold (carbon) fouling of
the entire set may be caused by a clogged air cleaner.
Cold fouling is normal after short operating peri-
ods. The spark plugs do not reach a high enough
operating temperature during short operating peri-
ods.Replace carbon fouled plugs with new
spark plugs.
FUEL FOULING
A spark plug that is coated with excessive wet fuel
is called fuel fouled. This condition is normally
observed during hard start periods.Clean fuel
fouled spark plugs with compressed air and
reinstall them in the engine.
OIL FOULING
A spark plug that is coated with excessive wet oil
is oil fouled. In older engines, wet fouling can be
caused by worn rings or excessive cylinder wear.
Break-in fouling of new engines may occur before
normal oil control is achieved.Replace oil fouled
spark plugs with new ones.
OIL OR ASH ENCRUSTED
If one or more plugs are oil or ash encrusted, eval-
uate the engine for the cause of oil entering the com-
bustion chambers (Fig. 24). Sometimes fuel additives
can cause ash encrustation on an entire set of spark
Fig. 23 Normal Operation and Cold (Carbon) Fouling
NSIGNITION SYSTEM 8D - 11
DIAGNOSIS AND TESTING (Continued)

When replacing the distributor cap, transfer spark
plug wires from the original cap to the new cap one
at a time. Ensure that each wire is installed into the
tower of the new cap that corresponds to its tower
position in the original cap. Fully seat the wires into
the towers. If necessary, refer to the engine firing
order diagram.
Light scaling of the terminals can be cleaned with
a sharp knife. If the terminals are heavily scaled,
replace the distributor cap.
A cap that is greasy, dirty or has a powder-like
substance on the inside should be cleaned with asolution of warm water and a mild detergent. Scrub
the cap with a soft brush. Thoroughly rinse the cap
and dry it with a clean soft cloth.
DISTRIBUTOR ROTORÐ3.0L
Replace the rotor if it is cracked, the tip is exces-
sively burned or heavily scaled (Fig. 10).
SPECIFICATIONS
SPARK PLUG
TORQUE
DESCRIPTION......................TORQUE
Distributor Hold Down........14N´m(124 in. lbs.)
Ignition Coil Bracket..........10N´m(96in.lbs.)
Ignition Switch...............2N´m(17in.lbs.)
Spark Plugs.................28N´m(60in.lbs.)
SPARK PLUG CABLE RESISTANCEÐ3.0L
Fig. 9 Distributor Cap InspectionÐTypical
Fig. 10 Rotor InspectionÐTypical
Engine Spark Plug Gap Thread Size
3.0L RN11YC4 0.039 TO 0.044 14mm (3/4 in.) reach
CABLE Maximum
Resistance
#1 14.0K ohms
#2 10.4K ohms
#3 14.9K ohms
#4 11.5K ohms
#5 17.5K ohms
#6 10.3K ohms
Coil Lead 11.1K ohms
NSIGNITION SYSTEM 8D - 27
CLEANING AND INSPECTION (Continued)

HORNS
CONTENTS
page page
DESCRIPTION AND OPERATION
INTRODUCTION......................... 1
DIAGNOSIS AND TESTING
HORN RELAY........................... 1
HORN SYSTEM.......................... 3
HORN SYSTEM TEST..................... 3HORN................................. 1
HORNS SOUND CONTINUOUSLY............ 3
HORNS WILL NOT SOUND................ 2
REMOVAL AND INSTALLATION
HORN SWITCH.......................... 4
HORNS................................ 4
DESCRIPTION AND OPERATION
INTRODUCTION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAG, SEE GROUP 8M, RESTRAINT SYSTEMS FOR
SAFETY PRECAUTIONS. DISCONNECT THE NEGA-
TIVE CABLE FROM THE BATTERY BEFORE SER-
VICING COMPONENTS INVOLVING THE AIRBAG
SYSTEM. ACCIDENTAL DEPLOYMENT OF AIRBAG
AND PERSONAL INJURY CAN RESULT.
The horn circuit consists of a horn switch, clock-
spring, horn relay, horns and Body Control Module
(Fig. 1). The horn switch is a membrane switch
located in the airbag cover. The horns are located for-
ward of the left front wheel behind the bumper fas-
cia. The horn relay plugs into the junction block. For
circuit information and component locations refer to
Group 8W, Wiring Diagrams.
DIAGNOSIS AND TESTING
HORN
(1) Disconnect wire connector at horn.
(2) Using a voltmeter, connect one lead to ground
terminal and the other lead to the positive wire ter-
minal (Fig. 3).
(3) Depress the horn switch, battery voltage
should be present.
(4) If no voltage, refer to Horn Will Not Sound. If
voltage is OK, go to step Step 5.
(5) Using ohmmeter, test ground wire for continu-
ity to ground.
(6) If no ground repair as necessary.
(7) If wires test OK and horn does not sound,
replace horn.
HORN RELAY
(1) Remove horn relay.
(2) Using ohmmeter, test between relay connector
terminals 85 to 86 for 70 to 75 ohms resistance (Fig.
2). If resistance not OK, replace relay.
(3) Test for continuity between ground and termi-
nal 85 of horn relay.
(a) When the horn switch is not depressed, no
continuity should be present.
(b) Continuity to ground when horn switch is
depressed.
(c) If continuity is not correct repair horn
switch or wiring as necessary, refer to Group 8W,
Wiring Diagrams Group 8M Restraint System for
Driver's Airbag Module removal procedures.
(4) Using voltmeter, test voltage at:
(a) Terminals 30 and 86 of the horn relay to
body ground.
(b) If NO voltage check fuse 7 of the BCM.
(c) If incorrect voltage repair as necessary. Refer
to Group 8W, Wiring Diagrams.
(5) Insert a jumper wire between terminal 30 and
87 of the power distribution center.
(a) If horn sounds replace relay.
Fig. 1 Horn System
NSHORNS 8G - 1

(b) If the horn does not sound, install horn relay
and refer to Horn Test.
HORNS WILL NOT SOUND
Check horn fuse 6 in the Power Distribution Cen-
ter and fuse 7 in the Junction Block. If fuse is blown
refer to FUSE BLOWN section. If fuse is OK, refer to
FUSE OK section.
FUSE BLOWN
(1) Verify condition of battery terminals and volt-
age, refer to Group 8A, Battery. If battery connec-
tions and battery charge is OK proceed to Step 2.
(2) Using a voltmeter, test for battery voltage at
both sides of horn fuse 7. If voltage is OK, on both
sides of fuse, proceed to Fuse OK. If voltage is OK,
on one side of fuse, the fuse is blown, proceed to Step
3.
(3) Using a suitable ammeter in place of the fuse,
test amperage draw of the horn circuit. If amperage
draw is greater than 20 amps without the horn
switch depressed, a grounded circuit exists between
the fuse and the horn relay. Proceed to Step 4. If
amperage draw is greater than 20 amps with the
horn switch depressed, a grounded circuit exists
between the horn relay and the horn. Proceed to step
Step 5.
(4) Remove the horn relay from the Junction
Block. If the amperage draw drops to 0 amps, the
horn switch or circuit is shorted. Refer to group 8W,
Wiring Diagrams for circuit information. If the
amperage draw does not drop to 0 amps, repair short
at the Junction Block.
(5) Disengage a wire connector from one of the
horns. If amperage drops and the connected horn
sounds, replace the faulty horn. If amperage does not
drop with both horns disconnected and the horn
switch depressed, proceed to Step 6.
(6) Using a continuity tester, with the horns dis-
connected test continuity of the X2 cavity of the horn
relay to ground. Refer to Group 8W, Wiring Diagrams
for circuit information. If continuity is detected, the
circuit is grounded between the Junction Block and
the horns. Locate and repair pinched harness.
FUSE OK
(1) Remove the horn relay from the Junction
Block.
(2) Using a continuity tester, Depress horn switch
and test continuity from the X3 cavity of the horn
relay to ground. Refer to Group 8W, Wiring Diagrams
for circuit information.
(a) If continuity is detected, proceed to Step 3.
(b) If NO continuity, proceed to Step 4.
(3) Using a suitable jumper wire, jump across the
fuse F62 cavity and the X2 cavity of the horn relay in
the Junction Block.
(a) If the horn sounds, replace the horn relay.
(b) If the horn does not sound, proceed to Step 4.
(4) Remove airbag/horn pad from steering wheel.
Refer to Group 8M, Restraint Systems for proper pro-
cedures.
(5) Test continuity across horn switch connectors
with horn switch depressed.
(a) If continuity is detected, repair open circuit
between the relay and the horn switch.
(b) If NO continuity, replace airbag cover.
(6) Install horn relay into Junction Block.
(7) Disengage wire connectors from horns.
(8) Using a voltmeter, with the horn switch
depressed test voltage across horn connector termi-
nals of the wire harness (Fig. 3).
(a) If voltage is detected, replace horns.
(b) If NO voltage, proceed to step Step 9.
(9) With the horn switch depressed, test for volt-
age between the X2 circuit and ground.
(a) If voltage OK, repair system ground at right
cowl area. Refer to Group 8W, Wiring Diagrams.
(b) If NO voltage, repair open X2 circuit between
the relay and the horns.
Fig. 2 Horn Relay
Fig. 3 Horn and Connector
8G - 2 HORNSNS
DIAGNOSIS AND TESTING (Continued)

HORNS SOUND CONTINUOUSLY
CAUTION: Continuous sounding of horns may
cause relay to fail.
The horn switch (membrane) sometimes can be the
cause without the switch being depressing.
(1) Remove the horn relay from the junction block.
(2) Using a continuity tester, test continuity from
the X3 cavity of the horn relay to ground. Refer to
Group 8W, Wiring Diagrams for circuit information.
(a) If continuity is detected, proceed to step Step
3.
(b) If NO continuity, replace the horn relay.
(3) Remove the airbag/horn pad from the steering
wheel and disengage horn connector.
(4) Install horn relay into junction block.
(a) If horn does not sound, replace airbag cover/
horn pad.
(b) If horn sounds, repair grounded X3 circuit
from junction block to clockspring in steering in
steering column. Refer to Group 8W, Wiring Dia-
grams.
HORN SYSTEM
Refer to Horn System Test below. If the horn does
not sound, check horn fuse located in the Power Dis-
tribution Center. If the fuse is blown, replace with
the correct fuse. If the horn fail to sound and the
new fuse blows when depressing the horn switch, a
short circuit in the horn or the horn wiring between
the fuse terminal and the horn is responsible, or a
defective horn switch allowed the horn to burn out is
responsible.
If the fuse is OK, test horn relay refer to Horn
Relay Test.
If the relay is OK, test horn. Refer to Horn System
Test.
CAUTION: Continuous sounding of horn may
cause horn relay to fail.
Should the horn sound continuously:
²Unplug the horn relay from Power Distribution
Center.
²Refer to Horn Relay Test.
Refer to Group 8W, Wiring Diagrams for circuit
and wiring information.
HORN SYSTEM TEST
CONDITION POSSIBLE CAUSE CORRECTION
Horn sounds continuously.
NOTE: Immediately unplug horn
relay in the Power Distribution
Center (PDC)(1) Faulty horn relay.
(2) Horn control circuit to relay
shorted to ground.
(3) Pinched horn switch wire under
Driver Airbag Module.
(4) Defective horn switch(1) Refer to horn relay test.
(2) Check terminal 85 in Junction
Block for continuity to ground. If
continuity to ground indicates:
(a) Steering Wheel horn switch/lead
shorted to ground.
(b) Wiring harness shorted to
ground. Find the short and repair as
necessary.
(3) Replace Driver Airbag Module.
(4) Replace Driver Airbag Module.
Horn sound intermittently as the
steering wheel is turned.(1) Horn relay control circuit X3 is
shorted to ground inside steering
column or wheel.
(2) Pinched horn switch wire under
Driver Airbag Module
(3) Defective horn switch(1) Remove Driver Airbag Module
and/or wheel. Check for rubbing or
loose wire/connector, repair as
necessary.
(2) Replace Driver Airbag Module.
(3) Replace Driver Airbag Module.
Horn does not sound (1) Check fuse 6 in PDC
(2) No Voltage at horn relay
terminals 30 & 86, and fuse is OK.
(3) Open circuit from terminal 85 of
the horn relay to horn switch, X3
circuit.
(4) Defective or damaged horn.
(5) Defective horn switch(1) Replace fuse if blown repair as
necessary.
(2) No voltage, repair the A6 circuit
as necessary.
(3) Repair circuit as necessary.
(4) Voltage at horn when horn switch
is pressed, replace horn.
(5) Replace Driver Airbag Module.
NSHORNS 8G - 3
DIAGNOSIS AND TESTING (Continued)

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)