1996 CHRYSLER VOYAGER low beam

boxes behind the front wheels and forward of the
rear wheels inboard of the rocker panel weld seam.
TOWINGÐFRONT WHEEL LIFT
Chrysler Corporation recommends that a vehicle be
towed with the front end lifted, whenever possible. A
90 cm (36 in.) length of 4x4 wood beam can be placed
between the wheel lift device and the bottom of the
fascia to prevent damage to vehicle during the lifting
operation. The beam can removed after lifting the
front of the vehicle.
TOWINGÐREAR WHEEL LIFT
If a vehicle cannot be towed with the front wheels
lifted, the rear wheels can be lifted provided the fol-
lowing guide lines are observed.
CAUTION: Do not use steering column lock to
secure steering wheel during towing operation.
²On AWD vehicles, all four wheels must be free to
rotate. Use towing dollies at unlifted end of vehicle.
²Unlock steering column and secure steering
wheel in straight ahead position with a clamp device
designed for towing.
²3-speed automatic transaxle vehicles can be flat
towed at speeds not to exceed 40 km/h (25 mph) for
not more than 25 km (15 miles). The steering column
must be unlocked and gear selector in neutral.
²4-speed electronic automatic transaxle vehicles
can be flat towed at speeds not to exceed 72 km/h (44
mph) for not more than 160 km (100 miles). The
steering column must be unlocked and gear selector
in neutral.
HOISTING RECOMMENDATIONS
Refer to Owner's Manual provided with vehicle for
proper emergency jacking procedures.
WARNING: THE HOISTING AND JACK LIFTING
POINTS PROVIDED ARE FOR A COMPLETE VEHI-
CLE. WHEN THE ENGINE OR REAR SUSPENSION
IS REMOVED FROM A VEHICLE, THE CENTER OF
GRAVITY IS ALTERED MAKING SOME HOISTING
CONDITIONS UNSTABLE. PROPERLY SUPPORT ORSECURE VEHICLE TO HOISTING DEVICE WHEN
THESE CONDITIONS EXIST.
CAUTION: Do not position hoisting device on sus-
pension components or front crossmember, dam-
age to vehicle can result.
TO HOIST OR JACK VEHICLE SEE(Fig. 3).
Vehicles with factory installed ground effects are
equipped with front and rear hoisting pads. These
pads are stamped, ªHoist Pointº.
Fig. 3 HOISTING AND JACKING POINTS
NSLUBRICATION AND MAINTENANCE 0 - 9
SERVICE PROCEDURES (Continued)

NS vehicles can be tied to a flat bed device using
the reinforced loops located under the front and rear
bumpers on the drivers side of the vehicle. There are
also four reinforced elongated holes for T or R-hooks
located on the bottom of the front frame rail torque
boxes behind the front wheels and forward of the
rear wheels inboard of the rocker panel weld seam.
TOWINGÐFRONT WHEEL LIFT
Chrysler International recommends that a vehicle
be towed with the front end lifted, whenever possible.
A 90 cm (36 in.) length of 4x4 wood beam can be
placed between the wheel lift device and the bottom
of the fascia to prevent damage to vehicle during the
lifting operation. The beam can removed after lifting
the front of the vehicle.
TOWINGÐREAR WHEEL LIFT
If a vehicle cannot be towed with the front wheels
lifted, the rear wheels can be lifted provided the fol-
lowing guide lines are observed.
CAUTION: Do not use steering column lock to
secure steering wheel during towing operation.
²On AWD vehicles, all four wheels must be free to
rotate. Use towing dollies at unlifted end of vehicle.
²Unlock steering column and secure steering
wheel in straight ahead position with a clamp device
designed for towing.
²4-speed electronic automatic transaxle vehicles
can be flat towed at speeds not to exceed 72 km/h (44
mph) for not more than 160 km (100 miles). The
steering column must be unlocked and gear selector
in neutral.
TOWINGÐTOW HOOKS
WARNING: Do not use the tow hook to lift the vehi-
cle off the ground.
A tow-hook bolt, located in the rear interior trim
storage compartment (with jack), is provided with
your vehicle. The tow hook is used for towing the
vehicle with all four wheels on the ground only. It
can be attached to the vehicle through an opening in
the lower front fascia. The tow hook must be fully
seated to the attach bracket through the lower front
fascia as shown. If the tow hook is not fully seated to
the attach bracket the vehicle should not be towed.
NOTE: The tow hook bolt protective plug must be
removed from the tow hook bracket prior to bolt
attachment. The tow hook is used ONLY for towing
the vehicle with all four wheels on the ground.
Fig. 2
0 - 6 LUBRICATION AND MAINTENANCENS/GS
SERVICE PROCEDURES (Continued)

CHARGING SYSTEM RESISTANCE TESTS
These tests will show the amount of voltage drop
across the generator output wire from the generator
output (B+) terminal to the battery positive post.
They will also show the amount of voltage drop from
the ground (-) terminal on the generator or case
ground (Fig. 1) to the battery negative post.
A voltmeter with a 0±18 volt DC scale should be
used for these tests. By repositioning the voltmeter
test leads, the point of high resistance (voltage drop)
can easily be found.
PREPARATION
(1) Before starting test, make sure battery is in
good condition and is fully-charged. See Group 8A,
Battery for more information.
(2) Check condition of battery cables at battery.
Clean if necessary.
(3) Start the engine and allow it to reach normal
operating temperature.
(4) Shut engine off.
(5) Connect an engine tachometer.
(6) Fully engage the parking brake.
TEST
(1) Start engine.
(2) Place heater blower in high position.
(3) Turn on headlamps and place in high-beam
position.
(4) Turn rear window defogger on.
(5) Bring engine speed up to 2400 rpm and hold.
(6) Testing (+ positive) circuitry:
(a) Touch the negative lead of voltmeter directly
to battery positivePOST(Fig. 2).
(b) Touch the positive lead of voltmeter to the
B+ output terminal stud on the generator (not the
terminal mounting nut). Voltage should be no
higher than 0.6 volts. If voltage is higher than 0.6
volts, touch test lead to terminal mounting stud
nut and then to the wiring connector. If voltage is
now below 0.6 volts, look for dirty, loose or poor
connection at this point. Also check condition of the
generator output wire-to-battery bullet connector.
Refer to Group 8, Wiring for connector location. A
voltage drop test may be performed at each (-
ground) connection in this circuit to locate the
excessive resistance.
(7) Testing (- ground) circuitry:
(a) Touch the positive lead of voltmeter directly
to battery negativePOST.
(b) Touch the negative lead of voltmeter to the
generator case. Voltage should be no higher than
0.3 volts. If voltage is higher than 0.3 volts, touch
test lead to generator case and then to the engine
block. If voltage is now below 0.3 volts, look for
dirty, loose or poor connection at this point. A volt-
age drop test may be performed at each connectionin this circuit to locate the excessive resistance.
This test can also be performed between the gener-
ator case and the engine. If test voltage is higher
than 0.3 volts, check for corrosion at generator
mounting points or loose generator mounting.
CURRENT OUTPUT TEST
The current output test will determine if the
charging system can deliver its minimum test cur-
rent (amperage) output. Refer to the Specifications
section at the end of this group for minimum test
current (amperage) requirements.
The first part of this test will determine the com-
bined amperage output of both the generator and the
Electronic Voltage Regulator (EVR) circuitry.
PREPARATION
(1) Determine if any Diagnostic Trouble Codes
(DTC) exist. To determine a DTC, refer to On-Board
Diagnostics in this group. For repair, refer to the
appropriate Powertrain Diagnostic Procedures man-
ual.
(2) Before starting test, make sure battery is in
good condition and is fully-charged. See Group 8A,
Battery for more information.
(3) Check condition of battery cables at battery.
Clean if necessary.
(4) Perform the Voltage Drop Test. This will
ensure clean and tight generator/battery electrical
connections.
(5) Be sure the generator drive belt is properly
tensioned. Refer to Group 7, Cooling System for
information.
(6) A volt/amp tester equipped with both a battery
load control (carbon pile rheostat) and an inductive-
type pickup clamp (ammeter probe) will be used for
this test. Refer to operating instructions supplied
with tester. When using a tester equipped with an
inductive-type clamp, removal of wiring at the gener-
ator will not be necessary.
(7) Start the engine and allow it to reach operating
temperature.
(8) Shut engine off.
(9) Turn off all electrical accessories and all vehicle
lighting.
(10) Connect the volt/amp tester leads to the bat-
tery. Be sure the carbon pile rheostat control is in the
OPEN or OFF position before connecting leads. See
Load Test in Group 8A, Battery for more information.
Also refer to the operating instructions supplied with
test equipment.
(11) Connect the inductive clamp (ammeter probe).
Refer to the operating instructions supplied with test
equipment.
(12) If volt/amp tester is not equipped with an
engine tachometer, connect a separate tachometer to
the engine.
8C - 4 CHARGING SYSTEMNS
DIAGNOSIS AND TESTING (Continued)

take advantage of low current switching require-
ments in the vehicle. It is plugged into the Junction
Block at positions 4 (Fig. 1) where all wiring associ-
ated 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 device, remove the lower
steering column cover and knee blocker, refer to
Group 8E, Instrument Panel and Systems.
The combination flasher may be operated in its
hazard warning mode either with or without the igni-
tion circuit being active. However, in order to operate
in the turn signal mode, the ignition circuit must be
completed to the module.
While the combination flasher is idle, there is no
current drawn through the module. The device does
not become active until a signal ground circuit is
supplied to either of the turn signal inputs or the
hazard warning input.
Typical flash rate for the flasher is 90 flashes per
minute.
When a lamp is burnt out for a given side of the
vehicle or a wire is open to a lamp, the flash rate will
increase to 180 flashes per minute when in the turn
signal mode. When in the hazard warning signal
mode the flash rate remains at 90 flashes per
minute.
Turn signal inputs that actuate the flasher are low
current grounds, each drawing a maximum of 300
mA., and are provided to the flasher through the
Junction Block from the multi-function switch that is
mounted to the steering column. The hazard warning
signal input is a low current ground drawing a max-
imum of 600 mA. through the multi-function switch.
COMBINATION FLASHER / DAYTIME RUNNING
LAMPS (DRL) MODULE
The Combination Flasher/DRL is a module provid-
ing turn signal, hazard warning, and daytime run-
ning light 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 positions 3 AND 4 (Fig. 2)
where all wiring associated with its operation is ter-
minated. The Junction Block is adjacent to and left of
the steering column of the vehicle.
To gain access to the device, remove the lower
steering column cover and knee blocker, refer to
Group 8E, Instrument Panel and Gauges.
The combination flasher/DRL may be operated in
its hazard warning mode either with or without the
ignition circuit being active. However, in order to
operate in the turn signal mode or the DRL mode,
the ignition circuit must be completed to the module.
While the combination flasher portion is idle, there
is no current drawn through the module. The devicedoes not become active in the turn signal or hazard
warning modes until a signal ground circuit is sup-
plied to either of the turn signal inputs or the hazard
warning input. With the ignition OFF, there is no
current drawn through the module.
While the ignition is ON, the front turn signal fil-
aments are illuminated steadily thus providing the
DRL function. The DRL function may be inhibited by
applying a signal ground input from either the park
brake circuit or the headlamp relay activation circuit.
Typical flash rate for the flasher is 90 flashes per
minute.
When a lamp is burnt out for a given side of the
vehicle or a wire is open to a lamp, the flash rate will
increase to 180 flashes per minute when in the turn
signal mode. When in the hazard warning signal
mode the flash rate remains at 90 flashes per
minute.
Turn signal inputs that actuate the flasher are low
current grounds, each could draw a maximum of 300
mA., and are provided to the flasher through the
Junction Block from the multi-function switch that is
mounted to the steering column. The hazard warning
signal input is a low current ground that could draw
a maximum of 600 mA. through the multi-function
switch.
DIAGNOSIS AND TESTING
TURN SIGNAL MULTI-FUNCTION SWITCH
To test turn signal, headlamp beam select and opti-
cal horn portion of the multi-function switch:
(1) Remove the multi-function switch, refer to
removal procedures.
(2) Using an ohmmeter check continuity reading
between multi-function switch pins. Refer to (Fig. 3)
for proper pin numbers and Turn Signal Multi-Func-
tion Switch Test chart.
Fig. 2 Junction Block Terminal Pins
8J - 2 TURN SIGNAL AND FLASHERSNS
DESCRIPTION AND OPERATION (Continued)

COMBINATION FLASHER WITH / WITHOUT
DAYTIME RUNNING LAMPS MODULEÐCIRCUIT
DIAGNOSTICS
The battery input (Pin 1), is brought into the Junction
Block through the Electrical Distribution Wiring (EDW)
harness (Fig. 4). It originates under the hood in thePower Distribution Center (PDC) through a 20 ampere
fuse at position 10 (9th position from the upper end) and
labeled HAZARD. This circuit (L09) is the only power
feed to the combination-flasher/DRL.
The ignition input of Pin 6 (refer to Junction Block
Terminal Call-Out and Junction Block Terminal Call-Out
with DRL tables) only senses that the ignition circuit is
ON and does not supply current to the module in a way
that would power the system. This RUN/START circuit is
brought into the junction block to a 10 ampere fuse
labeled TS BU LMP at the bottom right side. The circuit
designation out of the fuse is A22D. This circuit feeds the
combo-flasher and the following systems with Ignition
voltage if the vehicle is so equipped:
²Back-Up Lamps
²Electrochromic Inside Rear view Mirror
²A/C Control Head
²Mini-Trip Computer
²ABS Module
²Front Blower Relay Coil
²Rear Blower Relay Coil
²AWD Solenoids
²Rear Window Defogger (EBL) Relay Coil
The ignition input to the combo-flasher will draw
typically 5 mA of current while active.
For diagnostic test procedures, refer to Combina-
tion Flasher Diagnosis tables.
Fig. 4 Electronic Combination Flasher Circuit
Fig. 3 Turn Signal±Multi-Function Switch Pin
numbers
TURN SIGNAL MULTI-FUNCTION SWITCH
TEST
SWITCH POSITIONCONTINUITY
BETWEEN
LEFT 4 AND 8
RIGHT 3 AND 8
HAZARD 1 AND 8
LO BEAM 9 AND 10
HI BEAM 9 AND 121
NSTURN SIGNAL AND FLASHERS 8J - 3
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)

ning light functions (for Canadian vehicles), 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 positions
three and four (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. For diagnostic information refer to Group 8J,
Turn Signal and Flashers.
On vehicles built for use in the United States, only
position four is used. Vehicles built for use in Canada
utilize both positions three and four.
To gain access to the device, remove the lower
steering column cover and knee blocker. Refer to
Group 8E, Instrument Panel and Gauges.SYSTEM FUNCTION
The combination-flasher/DRL may be operated in
its hazard warning mode either with or without the
ignition circuit being active. However, in order to
operate in the turn signal mode or the DRL mode,
the ignition circuit must be completed to the module.
While the combination-flasher portion is idle, there
is no current drawn through the module. The device
does not become active in the turn signal or hazard
warning modes until a signal ground circuit is sup-
plied to either of the turn signal inputs or the hazard
warning input. With the ignition OFF, there is no
current drawn through the module.
While the ignition is ON, the front turn signal fil-
aments are illuminated steadily thus providing the
DRL function. The DRL function may be inhibited by
applying a signal ground input from either the park
brake circuit or the headlamp relay activation circuit.
DIAGNOSIS AND TESTING
DIAGNOSTIC PROCEDURES
When a vehicle experiences problems with the
headlamp system, verify the condition of the battery
connections, charging system, headlamp bulbs, wire
connectors, relay, high beam dimmer switch and
headlamp switch. Refer to Group 8W, Wiring Dia-
grams, for component locations and circuit informa-
tion.
Fig. 1 Junction Block Terminal PINS
8L - 2 LAMPSNS
GENERAL INFORMATION (Continued)

HEADLAMP DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
HEADLAMPS ARE DIM
WITH ENGINE IDLING OR
IGNITION TURNED OFF1. Loose or corroded battery cables. 1. Clean and secure battery cable clamps
and posts.
2. Loose or worn generator drive belt. 2. Adjust or replace generator drive belt.
3. Charging system output too low. 3. Test and repair charging system. Refer to
Group 8A.
4. Battery has insufficient charge. 4. Test battery state-of -charge. Refer to
Group 8A.
5. Battery is sulfated or shorted. 5. Load test battery. Refer to Group 8A.
6. Poor lighting circuit Z1-ground. 6. Test for voltage drop across Z1-ground
locations. Refer to Group 8W.
7. Low beam headlamp / foglamp fuse
blown.7. Locate cause of blown fuse and repair.
HEADLAMP BULBS BURN
OUT FREQUENTLY1. Charging system output too high. 1. Test and repair charging system. Refer to
Group 8A.
2. Loose or corroded terminals or
splices in circuit.2. Inspect and repair all connectors and
splices. Refer to Group 8W.
HEADLAMPS ARE DIM
WITH ENGINE RUNNING
ABOVE IDLE1. Charging system output too low. 1. Test and repair charging system. Refer to
Group 8A.
2. Poor lighting circuit Z1-ground. 2. Test for voltage drop across Z1-ground
locations. Refer to Group 8W.
3. High resistance in headlamp circuit. 3. Test amperage draw of headlamp circuit.
4. Low beam headlamp / fog lamp
fuse blown.4. Locate cause of blown fuse and repair.
HEADLAMPS FLASH
RANDOMLY1. Poor lighting circuit Z1-ground. 1. Test for voltage drop across Z1-ground
locations, refer to Group 8W.
2. High resistance in headlamp circuit. 2. Test amperage draw of headlamp circuit.
3. Loose or corroded terminals or
splices in circuit.3. Inspect and repair all connectors and
splices. Refer to Group 8W.
HEADLAMPS DO NOT
ILLUMINATE1. No voltage to headlamps. 1. Repair open headlamp circuit. Refer to
Group 8W.
2. No Z1-ground at headlamps. 2. Repair circuit ground. Refer to Group 8W.
3. Faulty headlamp switch. 3. Replace headlamp switch.
4. Faulty headlamp dimmer (multi-
function) switch.4. Replace multi-function switch.
5. Broken connector terminal or wire
splice in headlamp circuit.5. Repair connector terminal or wire splice.
6. Defective or burned out bulb. 6. Replace bulb.
7. Body controller malfunction. 7. Refer to appropriate body controller
diagnostics.
NSLAMPS 8L - 3
DIAGNOSIS AND TESTING (Continued)