1996 CHRYSLER VOYAGER change wheel

CONDITION POSSIBLE CAUSES CORRECTION
Road Wander 1. Incorrect tire pressure 1. Inflate tires to recommended
pressure
2. Incorrect front or rear wheel toe 2. Check and reset wheel toe
3. Worn wheel bearings 3. Replace wheel bearing
4. Worn control arm bushings 4. Replace control arm bushing
5. Excessive friction in steering gear 5. Replace steering gear
6. Excessive friction in steering shaft
coupling6. Replace steering coupler
7. Excessive friction in strut upper
bearing7. Replace strut bearing
Lateral Pull 1. Unequal tire pressure 1. Inflate all tires to recommended
pressure
2. Radial tire lead 2. Perform lead correction procedure
3. Incorrect front wheel camber 3. Check and reset front wheel
camber
4. Power steering gear imbalance 4. Replace power steering gear
5. Wheel braking 5. Correct braking condition causing
lateral pull
Excessive Steering Free Play 1. Incorrect Steering Gear Adjustment 1. Adjust Or Replace Steering Gear
2. Worn or loose tie rod ends 2. Replace or tighten tie rod ends
3. Loose steering gear mounting bolts 3. Tighten steering gear bolts to
specified torque
4. Loose or worn steering shaft
coupler4. Replace steering shaft coupler
Excessive Steering Effort 1. Low tire pressure 1. Inflate all tires to recommended
pressure
2. Lack of lubricant in steering gear 2. Replace steering gear
3. Low power steering fluid level 3. Fill power steering fluid reservoir to
correct level
4. Loose power steering pump drive
belt4. Correctly adjust power steering
pump drive belt
5. Lack of lubricant in ball joints 5. Lubricate or replace ball joints
6. Steering gear malfunction 6. Replace steering gear
7. Lack of lubricant in steering
coupler7. Replace steering coupler
PRE-WHEEL ALIGNMENT INSPECTION
Before any attempt is made to change or correct
the wheel alignment factors. The following part
inspection and the necessary corrections should be
made to those parts which influence the steering of
the vehicle.
(1) Check and inflate all tires to recommended
pressure. All tires should be the same size and in
good condition and have approximately the same
wear. Note the type of tread wear which will aid in
diagnosing, see Wheels and Tires, Group 22.
(2) Check front wheel and tire assembly for radial
runout.
(3) Inspect lower ball joints and all steering link-
age for looseness.
(4) Check for broken or sagged front and rear
springs.(5) Check vehicle ride height to verify it is within
specifications.
(6) AlignmentMUSTonly be checked after the
vehicle has the following areas inspected and or
adjusted. Recommended tire pressures, full tank of
fuel, no passenger or luggage compartment load and
is on a level floor or a properly calibrated alignment
rack.
SERVICE PROCEDURES
WHEEL ALIGNMENT CHECK AND ADJUSTMENT
PROCEDURE
CASTER AND CAMBER
Front suspension Caster and Camber settings on
this vehicle are determined at the time the vehicle is
designed. This is done by determining the precise
2 - 4 SUSPENSIONNS
DIAGNOSIS AND TESTING (Continued)

STEERING KNUCKLE
The front suspension knuckle is not a repairable
component of the vehicles front suspensionIT MUST
BE REPLACED.If bent, broken or damaged in any
way, do not attempt to straighten or repair the steer-
ing knuckle.
Service replacement of the front hub/bearing
assembly can be done with the front steering knuckle
remaining on the vehicle.
LOWER CONTROL ARM
If damaged, the lower control arm casting is ser-
viced only as a complete component. Inspect lower
control arm for signs of damage from contact with
the ground or road debris. If lower control arm shows
any sign of damage, inspect lower control arm for
distortion.Do not attempt to repair or straighten
a broken or bent lower control arm.
The serviceable components of the lower control
arm are: the ball joint assembly, ball joint assembly
grease seal and control arm bushings. Inspect both
control arm bushings for severe deterioration, and
replace if required. Inspect ball joint per inspection
procedure in this section of the service manual and
replace if required. Service procedures to replace
these components are detailed in the specific compo-
nent removal and installation sections in this group
of the service manual.
BALL JOINT (LOWER)
With the weight of the vehicle resting on the road
wheels, grasp the grease fitting as shown in (Fig. 5)
and with no mechanical assistance or added force
attempt to rotate the grease fitting.
If the ball joint is worn the grease fitting will
rotate easily. If movement is noted, replacement of
the ball joint is recommended.
STABILIZER BAR
Inspect for broken or distorted sway bar bushings,
bushing retainers, and worn or damaged sway bar to
strut attaching links. If sway bar to front suspension
cradle bushing replacement is required, bushing can
be removed from sway bar by opening slit and peel-
ing bushing off sway bar.
HUB AND BEARING ASSEMBLY
The condition of the front hub and bearing assem-
bly is diagnosed using the inspection and testing pro-
cedure detailed below.
The bearing contained in the Unit III front hub/
bearing assembly will produce noise and vibration
when worn or damaged. The noise will generally
change when the bearings are loaded. A road test of
the vehicle is normally required to determine the
location of a worn or damaged bearing.
Find a smooth level road surface and bring the
vehicle up to a constant speed. When vehicle is at a
constant speed, swerve the vehicle back and forth
from the left and to the right. This will load and
unload the bearings and change the noise level.
Where axle bearing damage is slight, the noise is
usually not noticeable at speeds above 30 m.p.h..
SERVICE PROCEDURES
SUSPENSION CRADLE THREAD REPAIR
PROCEDURE
WARNING: When performing this procedure use
only the thread inserts which are specified in the
Mopar Parts Catalog for this repair procedure.
These thread inserts have been specifically devel-
oped for this application and use of other types of
thread inserts can result in an inferior long term
repair.
The threaded holes in the front suspension cradle,
if damaged, can repaired by installing a Heli-Coilt
thread insert.
The threaded holes that are repairable using the
thread insert, are the lower control arm rear bushing
retainer mounting bolt holes, routing bracket attach-
ing locations for the power steering hoses, and brake
hose attachment holes.
This repair procedure now allows the threaded
holes in the suspension crossmember to be repaired,
eliminating the need to replace the crossmember if
damage occurs to one of the threaded holes.
The thread inserts for this application are specified
by part number in the Mopar Parts Catalog.Do not
use a substitute thread insert.
The specific tools and equipment required to install
the thread insert are listed below. Refer to the
Fig. 5 Checking Ball Joint Wear
2 - 12 SUSPENSIONNS
DIAGNOSIS AND TESTING (Continued)

FIXED PROPORTIONING VALVE OPERATION
The fixed proportioning valve is made out of alumi-
num and has an integral mounting bracket. The
fixed proportioning valve is non-serviceable compo-
nent and must be replaced as an assembly if found to
be functioning improperly.
The fixed proportioning valve is mounted to the
bottom of the left rear frame rail, just forward of the
rear shock absorber to frame rail mounting location
(Fig. 6). The proportioning valve has 2 inlet ports for
brake fluid coming from the ABS modulator, and 2
outlet ports for brake fluid going to the rear wheel
brakes.
The fixed proportioning valve operates by allowing
full hydraulic pressure to the rear brakes up to a set
point, called the valve's split point. Beyond this split
point the proportioning valve reduces the amount of
hydraulic pressure to the rear brakes according to a
certain ratio.
Thus, on light brake pedal applications the propor-
tioning valve allows approximately equal brake
hydraulic pressure to be supplied to both the front
and rear brakes. On heavier brake pedal applications
though, the proportioning valve will control hydraulic
pressure to the rear brakes, so that hydraulic pres-
sure at the rear brakes will be lower than that at the
front brakes. This controlled hydraulic pressure to
the rear brakes prevents excessive rear wheel ABS
cycling during moderate stops.
HEIGHT SENSING PROPORTIONING VALVE
CAUTION: The use of after-market load leveling or
load capacity increasing devices on this vehicle are
prohibited. Using air shock absorbers or helper
springs on this vehicle will cause the height sens-
ing proportioning valve to inappropriately reduce
the hydraulic pressure to the rear brakes. This inap-
propriate reduction in hydraulic pressure potentiallycould result in increased stopping distance of the
vehicle.
On vehicles not equipped with ABS brakes, the
brake systems hydraulic control unit (HCU) is
replaced by a junction block (Fig. 7). The junction
block is made of aluminum and is mounted to the
front suspension crossmember on the drivers side of
the vehicle in the same location as the (HCU) on an
ABS equipped vehicle. The junction block is perma-
nently attached to its mounting bracket and must be
replaced as an assembly with its mounting bracket.
The junction block is used for diagonally splitting the
brake's hydraulic system.
Vehicles not equipped with ABS brakes use a
height sensing proportioning valve. The height sens-
ing proportioning valve is mounted on the left frame
rail at the rear of the vehicle (Fig. 8). The height
sensing proportioning valve uses an actuator assem-
bly (Fig. 8) to attach the proportioning valve to the
left rear spring for sensing changes in vehicle height.
HEIGHT SENSING PROPORTIONING VALVE OPERATION
The height sensing proportioning valve regulates
the hydraulic pressure to the rear brakes. The pro-
portioning valve regulates the pressure by sensing
the load condition of the vehicle through the move-
ment of the proportioning valve actuator assembly
Fig. 6 Fixed Proportioning Valve Location
Fig. 7 Junction Block Location
Fig. 8 Height Sensing Proportioning Valve
5 - 6 BRAKESNS
DESCRIPTION AND OPERATION (Continued)

(Fig. 8). The actuator assembly is mounted between
the height sensing proportioning valve and the actua-
tor bracket on the left rear leaf spring (Fig. 8). As the
rear height of the vehicle changes depending on the
load the vehicle is carrying the height change is
transferred to the height sensing proportioning valve.
This change in vehicle height is transferred through
the movement of the left rear leaf spring. As the posi-
tion of the left rear leaf spring changes this move-
ment is transferred through the actuator bracket
(Fig. 8) to the actuator assembly (Fig. 8) and then to
the proportioning valve.
Thus, the height sensing proportioning valve
allows the brake system to maintain the optimal
front to rear brake balance regardless of the vehicle
load condition. Under a light load condition, hydrau-
lic pressure to the rear brakes is minimized. As the
load condition of the vehicle increases, so does the
hydraulic pressure to the rear brakes.
The proportioning valve section of the valve oper-
ates by transmitting full input hydraulic pressure to
the rear brakes up to a certain point, called the split
point. Beyond the split point the proportioning valve
reduces the amount of hydraulic pressure to the rear
brakes according to a certain ratio. Thus, on light
brake applications, approximately equal hydraulic
pressure will be transmitted to the front and rear
brakes. At heavier brake applications, the hydraulic
pressure transmitted to the rear brakes will be lower
then the front brakes. This will prevent premature
rear wheel lock-up and skid.
The height sensing section of the valve thus
changes the split point of the proportioning valve,
based on the rear suspension height of the vehicle.
When the height of the rear suspension is low, the
proportioning valve interprets this as extra load and
the split point of the proportioning valve is raised to
allow more rear braking. When the height of the rear
suspension is high, the proportioning valve interprets
this as a lightly loaded vehicle and the split point of
the proportioning valve is lowered and rear braking
is reduced.
CHASSIS TUBES AND HOSES
The purpose of the chassis brake tubes and flex
hoses is to transfer the pressurized brake fluid devel-
oped by the master cylinder to the wheel brakes of
the vehicle. The chassis tubes are steel with a corro-
sion resistant coating applied to the external surfaces
and the flex hoses are made of reinforced rubber. The
rubber flex hoses allow for the movement of the vehi-
cles suspension.
MASTER CYLINDER
The master cylinder (Fig. 9) consists of the follow-
ing components. The body of the master cylinder isan anodized aluminum casting. It has a machined
bore to accept the master cylinder piston and
threaded ports with seats for the hydraulic brake
line connections. The brake fluid reservoir of the
master cylinder assembly is made of a see through
polypropylene type plastic. A low fluid switch is also
part of the reservoir assembly.
This vehicle uses 3 different master cylinders.
Master cylinder usage depends on what type of brake
system the vehicle is equipped with. If a vehicle is
not equipped with antilock brakes, or is equipped
with antilock brakes without traction control, a con-
ventional compensating port master cylinder is used.
If a vehicle is equipped with antilock brakes with
traction control, a dual center port master cylinder is
used.
The third master cylinder used on this vehicle is
unique to vehicles equipped with four wheel disc
brakes. The master cylinder used for this brake
application has a different bore diameter and stroke
then the master cylinder used for the other available
brake applications.
The master cylinders used on front wheel drive
applications (non four wheel disc brake vehicles)
have a master cylinder piston bore diameter of 23.8
mm. The master cylinder used on the all wheel drive
applications (four wheel disc brake vehicles) have a
master cylinder piston bore diameter of 25.4 mm.
When replacing a master cylinder, be sure to
use the correct master cylinder for the type of
brake system the vehicle is equipped with.
The master cylinder is not a repairable component
and must be replaced if diagnosed to be functioning
improperly
CAUTION: Do not hone the bore of the cylinder as
this will remove the anodized surface from the bore.
The master cylinder primary outlet port supplies
hydraulic pressure to the right front and left rear
Fig. 9 Master Cylinder Assembly
NSBRAKES 5 - 7
DESCRIPTION AND OPERATION (Continued)

REAR DRUM BRAKE WHEEL CYLINDER
With brake drums removed, inspect the wheel cyl-
inder boots for evidence of a brake fluid leak. Visu-
ally check the boots for cuts, tears, or heat cracks. If
any of these conditions exist, the wheel cylinders
should be completely cleaned, inspected and new
parts installed.
If a wheel cylinder is leaking and the brake lining
material is saturated with brake fluid, the brake
shoes must be replaced.
BRAKE HOSE AND BRAKE LINES INSPECTION
Flexible rubber hose is used at both front brakes
and at the rear axle. Inspection of brake hoses
should be performed whenever the brake system is
serviced and every 7,500 miles or 12 months, which-
ever comes first (every engine oil change). Inspect
hydraulic brake hoses for surface cracking, scuffing,
or worn spots. If the fabric casing of the rubber hose
becomes exposed due to cracks or abrasions in the
rubber hose cover, the hose should be replaced imme-
diately. Eventual deterioration of the hose can take
place with possible burst failure. Faulty installation
can cause twisting, resulting in wheel, tire, or chassis
interference.
The steel brake tubing should be inspected period-
ically for evidence of physical damage or contact with
moving or hot components.
The flexible brake tube sections used on this vehi-
cle in the primary and secondary tubes from the
master cylinder to the ABS hydraulic control unit
connections and the chassis brake tubes between the
hydraulic control unit and the proportioning valve
must also be inspected. This flexible tubing must be
inspected for kinks, fraying and its contact with
other components of the vehicle or contact with the
body of the vehicle.
REAR WHEEL HUB AND BEARING ASSEMBLY
The rear hub and bearing assembly is designed for
the life of the vehicle and should require no mainte-
nance. The following procedure may be used for eval-
uation of bearing condition.
With wheel and brake drum removed, rotate
flanged outer ring of hub. Excessive roughness, lat-
eral play or resistance to rotation may indicate dirt
intrusion or bearing failure. If the rear wheel bear-
ings exhibit these conditions during inspection, the
hub and bearing assembly should be replaced.
Damaged bearing seals and resulting excessive
grease loss may also require bearing replacement.
Moderate grease loss from bearing is considered nor-
mal and should not require replacement of the hub
and bearing assembly.
ADJUSTMENTS
STOP LAMP SWITCH
(1) Remove stop lamp switch from its bracket by
rotating it approximately 30É in a counter-clockwise
direction.
(2) Disconnect wiring harness connector from stop
lamp switch.
(3) Hold stop lamp switch firmly in one hand.
Then using other hand, pull outward on the plunger
of the stop lamp switch until it has ratcheted out to
its fully extended position.
(4) Install the stop lamp switch into the bracket
using the following procedure. Depress the brake
pedal as far down as possible. Then while keeping
the brake pedal depressed, install the stop lamp
switch into the bracket by aligning index key on
switch with slot at top of square hole in mounting
bracket. When switch is fully installed in the square
hole of the bracket, rotate switch clockwise approxi-
mately 30É to lock the switch into the bracket.
CAUTION: Do not use excessive force when pulling
back on brake pedal to adjust the stop lamp switch.
If too much force is used, damage to the vacuum
booster, stop lamp switch or striker (Fig. 195) can
result.
(5) Connect the wiring harness connector to the
stop lamp switch.
(6) Gently pull back on brake pedal until the pedal
stops moving. This will cause the switch plunger
(Fig. 195) to ratchet backward to the correct position.
Fig. 195 Stop Light Switch Location In Vehicle
5 - 78 BRAKESNS
CLEANING AND INSPECTION (Continued)

bracket behind the junction block/body control mod-
ule (Fig. 5).
REMOTE RADIO SWITCHES
A remote radio control switch option is available on
LXI models sold in North America with the AM/FM/
cassette/5-band graphic equalizer with CD changer
control feature (RBN sales code), or the AM/FM/CD/
cassette/3-band graphic equalizer (RAZ sales code)
radio receivers. Two rocker-type switches are
mounted on the back (instrument panel side) of the
steering wheel spokes. The switch on the left spoke is
the seek switch and has seek up, seek down, and pre-
set station advance functions. The switch on the
right spoke is the volume control switch and has vol-
ume up, and volume down functions (Fig. 6).
These switches are resistor multiplexed units that
are hard-wired to the Body Control Module (BCM)
through the clockspring. The BCM sends the propermessages on the Chrysler Collision Detection (CCD)
data bus network to the radio receiver. For diagnosis
of the BCM or the CCD data bus, the use of a DRB
scan tool and the proper Diagnostic Procedures man-
ual are recommended. For more information on the
operation of the remote radio switch controls, refer to
the owner's manual in the vehicle glove box.
NAME BRAND SPEAKER RELAY
Relay is located in the junction block. To test relay
refer to the Audio Diagnostic Test Procedures or use
a known good relay.
DIAGNOSIS AND TESTING
ANTENNA
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M - PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
The following four tests are used to diagnose the
antenna with an ohmmeter:
²Test 1- Mast to ground test
²Test 2- Tip-of-mast to tip-of-conductor test
²Test 3- Body ground to battery ground test
²Test 4- Body ground to coaxial shield test.
The ohmmeter test lead connections for each test
are shown in Antenna Tests (Fig. 7).
NOTE: This model has a two-piece antenna coaxial
cable. Tests 2 and 4 must be conducted in two
steps to isolate a coaxial cable problem; from the
coaxial cable connection under the right end of the
instrument panel near the right cowl side panel to
the antenna base, and then from the coaxial cable
connection to the radio chassis connection.
TEST 1
Test 1 determines if the antenna mast is insulated
from the base. Proceed as follows:
(1) Unplug the antenna coaxial cable connector
from the radio chassis and isolate.
(2) Connect one ohmmeter test lead to the tip of
the antenna mast. Connect the other test lead to the
antenna base. Check for continuity.
(3) There should be no continuity. If continuity is
found, replace the faulty or damaged antenna base
and cable assembly.
Fig. 5 Choke Location
Fig. 6 Remote Radio Switch Operational View
NSAUDIO SYSTEMS 8F - 3
DESCRIPTION AND OPERATION (Continued)

TEST 2
Test 2 checks the antenna for an open circuit as
follows:
(1) Unplug the antenna coaxial cable connector
from the radio chassis.
(2) Connect one ohmmeter test lead to the tip of
the antenna mast. Connect the other test lead to the
center pin of the antenna coaxial cable connector.
(3) Continuity should exist (the ohmmeter should
only register a fraction of an ohm). High or infinite
resistance indicates damage to the base and cable
assembly. Replace the faulty base and cable, if
required.
TEST 3
Test 3 checks the condition of the vehicle body
ground connection. This test should be performed
with the battery positive cable removed from the bat-
tery. Disconnect both battery cables, the negative
cable first. Reconnect the battery negative cable and
perform the test as follows:
(1) Connect one ohmmeter test lead to the vehicle
fender. Connect the other test lead to the battery
negative post.
(2) The resistance should be less than (1) ohm.
(3) If the resistance is more than (1) ohm, check
the braided ground strap connected to the engine and
the vehicle body for being loose, corroded, or dam-
aged. Repair the ground strap connection, if required.
TEST 4
Test 4 checks the condition of the ground between
the antenna base and the vehicle body as follows:(1) Connect one ohmmeter test lead to the vehicle
fender. Connect the other test lead to the outer crimp
on the antenna coaxial cable connector.
(2) The resistance should be less then (1) ohm.
(3) If the resistance is more then (1) ohm, clean
and/or tighten the antenna base to fender mounting
hardware.
AUDIO SYSTEM
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M - PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
RADIO
If the vehicle is equipped with remote radio
switches located on the backs of the steering wheel
spokes, and the problem being diagnosed is related to
one of the symptoms listed below, be certain to check
the remote radio switches and circuits as described
in this group, prior to attempting radio diagnosis or
repair.
²Stations changing with no remote radio switch
input
²Radio memory presets not working properly
²Volume changes with no remote radio switch
input
²Remote radio switch buttons taking on other
functions
²CD player skipping tracks
²Remote radio switch inoperative.
For circuit descriptions and diagrams, refer to
Group 8W - Wiring Diagrams.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M - PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
CAUTION: The speaker output of the radio is a
ªfloating groundº system. Do not allow any speaker
lead to short to ground, as damage to the radio
may result.
Fig. 7 Antenna Tests
8F - 4 AUDIO SYSTEMSNS
DIAGNOSIS AND TESTING (Continued)

TURN SIGNAL AND FLASHERS
CONTENTS
page page
GENERAL INFORMATION
COMBINATION FLASHER.................. 1
INTRODUCTION......................... 1
DESCRIPTION AND OPERATION
COMBINATION FLASHER / DAYTIME
RUNNING LAMPS (DRL) MODULE......... 2
COMBINATION FLASHER FUNCTION......... 1DIAGNOSIS AND TESTING
COMBINATION FLASHER WITH / WITHOUT
DAYTIME RUNNING LAMPS MODULEÐ
CIRCUIT DIAGNOSTICS.................. 3
TURN SIGNAL MULTI-FUNCTION SWITCH.... 2
REMOVAL AND INSTALLATION
COMBINATION FLASHER WITH / WITHOUT
DRL MODULE........................ 11
MULTI-FUNCTION SWITCH............... 11
GENERAL INFORMATION
INTRODUCTION
The turn signals are actuated with a lever on the
left side of the steering column just ahead of the
steering wheel. The signals are automatically turned
off by a canceling cam (two lobes molded to the clock-
spring mechanism). The cam comes in contact with
the cancel actuator on the turn signal (multi-func-
tion) switch assembly. Either cam lobe, pushing on
the cancel actuator, returns the switch to the OFF
position.
Lane change signaling is actuated by applying par-
tial turn signal stalk movement toward the direction
desired until the indicator lamps flashes in the
instrument cluster. When the switch stalk is released
the stalk will spring back into the neutral position
turning OFF the turn signal.
With the ignition switch ON and the turn signal
switch stalk actuated left or right, current flows
through the:
²Combination flasher
²Multi-function switch
²Turn indicator lamp
²Front and rear turn signal bulbs.
A chime will sound after the vehicle has traveled a
distance of approximately 0.5 mile with the turn sig-
nal ON.
COMBINATION FLASHER
The Turn Signal/Hazard Warning Flasher is a
module providing the vehicle with turn signal and
hazard warning functions and has been designed
with internal relays to take advantage of low current
switching requirements in the vehicle. It is plugged
into the Junction Block at position 4 (Fig. 1), where
all wiring associated with its operation is terminated.The Junction Block is adjacent to and left of the
steering column of the vehicle.
To gain access to the flasher, remove the lower
steering column cover and knee blocker. Refer to
Group 8E, Instrument Panel and Systems for
removal procedures.
DESCRIPTION AND OPERATION
COMBINATION FLASHER FUNCTION
The Turn Signal/Hazard Warning Flasher is a
module providing turn signal, hazard warning func-
tions and has been designed with internal relays to
Fig. 1 Combination Flasher Location
NSTURN SIGNAL AND FLASHERS 8J - 1