2001 CHRYSLER VOYAGER service

CABIN HEATER VERIFICATION TEST - VER 1 APPLICABILITY
1. WARNING: DO NOT OPERATE THE DCHA IN AN ENCLOSED AREA SUCH AS A
GARAGE THAT DOES NOT HAVE EXHAUST VENTILATION FACILITIES. ALWAYS
VENT THE DCHA's EXHAUST WHEN OPERATING THE DCHA. FAILURE TO FOL-
LOW THESE INSTRUCTIONS MAY RESULT IN PERSONAL INJURY OR DEATH.
2. WARNING: ALLOW THE DCHA ASSEMBLY TO COOL BEFORE PERFORMING A
COMPONENT INSPECTION/REPAIR/REPLACEMENT. FAILURE TO FOLLOW
THESE INSTRUCTIONS MAY RESULT IN PERSONAL INJURY.
3. NOTE: The DCHA Control will store up to three DTCs in its memory.
4. NOTE: If the DCHA Control detects a new fault in the DCHA system, one that is not
already stored in its memory, the DCHA Control will clear the oldest of the three
stored DTCs, and it will store the new fault's DTC.
5. NOTE: If the DCHA control detects a reoccurrence of a stored fault, the DCHA
control will overwrite that fault's DTC with the most recent occurrence.
6. Verify that the vehicle's battery is fully charged.
7. Verify that there is more than 1/8 of a tank of fuel in the vehicle's fuel tank. Add fuel, if
necessary.
8. Verify that all DCHA coolant hoses and fuel lines are securely fastened to their respective
components.
9. Disconnect all jumper wires and reconnect all previously disconnected components and
connectors.
10. If a heater installation/cooling system service was performed, purge the coolant circuit of
air in accordance with the Service Information.
11. Turn the ignition on.
12. Set the Blend Control to the max cool position.
13. Ensure that all accessories are turned off.
14. If a fuel system service requiring fuel to drain out of the DCHA fuel line was performed,
prime the DCHA Dosing Pump in accordance with the Service Information.
15. With the DRBIIIt, record and erase all DTCs from the Diesel Cabin Heater Assist (DCHA)
Control and the Front Control Module (FCM). Cycle the ignition off then on.
16. Start the engine.
17. Allow the engine to idle.
18. Turn the A/C - Heater Control Module's Power switch on.
19. Turn the Blower switch to the high speed position.
20. CAUTION: Do not activate the Diesel Cabin Heater Test with the engine off.
Failure to follow these instructions may result in internal damage to the DCHA
Heater Module.
21. NOTE: Do not disconnect the vehicle's battery or the DCHA's main power supply
while the DCHA is in operation or in run-down mode. Failure to follow these
instructions may result in excess emissions from the DCHA during heater operation.
22. NOTE: While performing the Diesel Cabin Heater Test, inspect the coolant and
fuel connections for leakage.
23. With the DRBIIItin HVAC, Systems Tests, select Diesel Cabin Heater Test and press #1.
24. Set the Blend Control to the max heat position. Allow the Diesel Cabin Heater Test to run
for five minutes. Upon completion of the test, proceed as follows:
25. Set the Blend Control to the max cool position.
26. Press #2 on the DRBIIItkeyboard.
27. Turn the Blower switch off.
28. Turn the A/C - Heater Control Module's Power switch off.
29. Turn the ignition off, wait 5 seconds, then turn the ignition on.
30. Using the DRBIIIt, read the Cabin Heater and Active FCM DTCs.
Are any DTC's present or is the original condition still present?All
Ye s®Repair is not complete, refer to the appropriate symptom.
No®Repair is complete.
991
VERIFICATION TESTS
Verification Tests ÐContinued

MEMORY SYSTEM VERIFICATION TEST - VER 1 APPLICABILITY
1. Reconnect all previously disconnected components and connectors.
2. If any Memory Seat Memory Module Trouble Codes are present, erase at this time.
3. With the Memory Switch on the Driver's Door, program the Driver's Seat #1 Button to a
desired position and Driver #2 Button to a different position.
4. Remove the Ignition Key and close all Doors to allow the Body Control Module to time out,
about 30 seconds.
5. Verify that both Memory positions can be recalled from the RKE transmitter and the
Memory Switch on the Driver's Door.
6. Turn the ignition on, and with the DRBIII, erase all Diagnostic Trouble Codes from ALL
modules. Start the engine and allow it to run for 2 minutes and fully operate the system that
was malfunctioning.
7. Turn the ignition off and wait 5 seconds. Turn the ignition on and using the DRBIII, read
DTC's from ALL modules.
Are any DTC's present or is the original complaint still present?All
Ye s®Repair is not complete, refer to appropriate symptom.
No®Repair is complete.
POWERTRAIN VERIFICATION TEST VER - 1 APPLICABILITY
1. NOTE: If the PCM has been replaced and the correct VIN and mileage have not
been programmed, a DTC will be set in the ABS Module, Airbag Module and the
SKIM.
2. NOTE: If the vehicle is equipped with a Sentry Key Immobilizer System, Secret
Key data must be updated. Refer to the Service Information for the PCM, SKIM and
the Transponder (ignition key) for programming information.
3. Inspect the vehicle to ensure that all components related to the repair are connected
properly.
4. Inspect the engine oil for fuel contamination. Replace the oil and filter as necessary.
5. Attempt to start the engine.
6. If the No Start condition is still present, refer to the symptom list and perform the diagnostic
testing as necessary. refer to and Technical Service Bulletins that may apply.
7. Run the engine for one warm-up cycle to verify operation.
8. With the DRBIIIt, confirm that no DTCs or Secondary Indicators are present and that all
components are functioning properly.
9. If a DTC is present, refer to the appropriate category and select the corresponding symptom.
Are any DTCs present?All
Ye s®Repair is not complete, refer to appropriate symptom.
No®Repair is complete.
992
VERIFICATION TESTS
Verification Tests ÐContinued

ROAD TEST VERIFICATION - VER-2 APPLICABILITY
1. Inspect the vehicle to ensure that all engine components are properly installed and
connected. Reassemble and reconnect components as necessary.
2. If this verification procedure is being performed after a non-DTC test, perform steps 3 and
4.
3. Check to see if the initial symptom still exists. If there are no trouble codes and the symptom
no longer exists, the repair was successful and testing is now complete.
4. If the initial or another symptom exists, the repair is not complete. Check all pertinent
Technical Service Bulletins (TSBs) and return to the Symptom List if necessary.
5. For previously read DTCs that have not been dealt with, return to the Symptom List and
follow the diagnostic path for that DTC; otherwise, continue.
6. If the Engine Control Module (ECM) (diesel only) or Powertrain Control Module (PCM) has
not been changed, perform steps 7 and 8, otherwise, continue with step 9.
7. With the DRB, erase all diagnostic trouble codes (DTCs), then disconnect the DRB.
8. Turn the ignition off for at least 10 seconds.
9. Ensure no DTCs remain by performing steps 10 through 13.
10. Road test the vehicle. For some of the road test, go at least 64 km/h (40 MPH). If this test
is for an A/C Relay Control Circuit, drive the vehicle for at least 5 minutes with the A/C on.
11. At some point, stop the vehicle and turn the engine off for at least 10 seconds, then restart
the engine and continue.
12. Upon completion of the road test, turn the engine off and check for DTCs with the DRB.
13. If the repaired DTC has reset, the repair is not complete. Check for any pertinent Technical
Service Bulletins (TSBs) and return to the Symptom List. If there are no DTCs, the repair was
successful and is now complete.
Are any DTCs or symptoms remaining?All
Ye s®Repair is not complete, refer to appropriate symptom.
No®Repair is complete.
SKIS VERIFICATION APPLICABILITY
1. Reconnect all previously disconnected components and connectors.
2. Obtain the vehicle's unique Personal Identification Number (PIN) assigned to it's original
SKIM. This number can be obtained from the vehicle's invoice or Chrysler's Customer Center
(1-800-992-1997).
3. NOTE: When entering the PIN, care should be taken because the SKIM will only
allow 3 consecutive attempts to enter the correct PIN. If 3 consecutive incorrect
PIN's are entered the SKIM will Lock Out the DRB III for 1 hour.
4. To exit Lock Out mode, the ignition key must remain in the Run position continually for 1
hour. Turn off all accessories and connect a battery charger if necessary.
5. With the DRB III, select Theft Alarm, SKIM and Miscellaneous. Then select desired
procedure and follow the steps that will be displayed.
6. If the SKIM has been replaced, ensure all of the vehicle ignition keys are programmed to the
new SKIM.
7. NOTE: Prior to returning vehicle to the costumer, perform a module scan to be
sure that all DTC's are erased. Erase any DTC's that are found.
8. With the DRB III erase all DTC's. Perform 5 ignition key cycles leaving the key on for at least
90 seconds per cycle.
9. With the DRB III, read the SKIM DTC's.
Are there any SKIM DTC's?All
Ye s®Repair is not complete, refer to appropriate symptom.
No®Repair is complete.
993
VERIFICATION TESTS
Verification Tests ÐContinued

1.0 INTRODUCTION
The procedures contained in this manual include
all the specifications, instructions, and graphics
needed to diagnose Mark 20 Antilock Braking Sys-
tem (ABS) and Mark 20 Antilock Braking System
with Traction Control. The diagnostics in this man-
ual are based on the failure condition or symptom
being present at time of diagnosis.
Please follow the recommendations below when
choosing your diagnostic path.
1. First make sure the DRBIIItis communicating
with the CAB. If the DRBIIItdisplays a ªNo
Responseº condition, you must diagnose that
first.
2. Read DTC's (diagnostic trouble codes) with the
DRBIIIt.
3. If no DTC's are present, identify the customer
complaint.
4. Once the DTC or customer complaint is identi-
fied, locate the matching test in the Table of
Contents and begin to diagnose the symptom.
All component location views are in Section 8.0.
All connector pinouts are in Section 9.0. All sche-
matics are in Section 10.0.
An * placed before the symptom description indi-
cates a concern with no associated DTC.
When repairs are required, refer to the appropri-
ate service manual for the proper removal and
repair procedure.
Diagnostic procedures change every year. New
diagnostic systems may be added; carry over sys-
tems may be enhanced. READ THIS MANUAL
BEFORE TRYING TO DIAGNOSE A VEHICLE
CODE. It is recommended that you review the
entire manual to become familiar with all new and
changed diagnostic procedures.
After using this book, if you have any comments
or recommendations, please fill out the form at the
back of the book and mail it back to us.
1.1 SYSTEM COVERAGE
This diagnostic procedure manual covers the an-
tilock braking system (ABS) and traction control
system found on: 2001 Chrysler Town and Country,
Dodge Caravan and Grand Caravan.
1.2 SIX-STEP TROUBLESHOOTING
PROCEDURE
Diagnosis of the controller antilock brake module
is done in six basic steps:
²verification of complaint
²verification of any related symptoms
²symptom analysis
²problem isolation
²repair of isolated problem
²verification of proper operation
2.0 IDENTIFICATION OF
SYSTEM
Vehicles equipped with the Teves Mark 20 an-
tilock brake system can be identified by the pres-
ence of the controller antilock brake module located
beneath the master cylinder.
3.0 SYSTEM DESCRIPTION AND
FUNCTIONAL OPERATION
3.1 TEVES MARK 20 SYSTEM
DESCRIPTION
The controller antilock brake module is used to
monitor wheel speeds and to modulate (control)
hydraulic pressure in each brake channel. The
modulated hydraulic pressure is used to prevent
wheel lock-up during braking.
The Teves Mark 20 system uses a diagonal split
hydraulic brake system.
In the standard brake mode
the master cylinder primary circuit supplies pressure
to the right front and left rear wheel brakes, and the
secondary master cylinder circuit supplies pressure
to the left front and right rear wheel brakes.
3.2 TRACTION CONTROL SYSTEM (TCS)
DESCRIPTION
The main purpose of traction control is to reduce
wheel slip and maintain traction at the driven
wheels when road surfaces are slippery. The trac-
tion control system reduces wheel slip by braking
the wheel that is losing traction. The system is
designed to operate at speeds below 56 km/h (35
mph).
The Controller Antilock Brake (CAB) monitors
wheel speeds. If, during acceleration, the module
detects front (drive) wheel slip and the brakes are
not applied, the CAB will enter traction control
mode. Traction control works in the following order
when drive wheel slip is detected.
1. Close the (normally open) isolation valves.
2. Start pump/motor and supply volume/pressure
to front hydraulic circuits (pump runs continu-
ously during traction control).
3. Open and close build and decay valves to main-
tain minimum wheel slip and maximum trac-
tion.
1
GENERAL INFORMATION

²three power feeds: valves, pump and microproces-
sor
²brake switch
²traction control switch
The CAB outputs include the following:
²ABS warning indicator actuation
²12 volts power to wheel speed sensors
²eight valves
²ten valves with traction control
²diagnostic communication
²PCI bus communication
²traction control lamp illumination
3.3.3 HYDRAULIC CONTROL UNIT
The hydraulic control unit (HCU) contains the
valve block assembly, two accumulators, and pump/
motor assembly. The HCU is attached to the CAB.
Valve Block Assembly:The valve block assem-
bly contains valves with four inlet valves and four
outlet valves. The inlet valves are spring-loaded in
the open position and the outlet valves are spring
loaded in the closed position. During an antilock
stop, these valves are cycled to maintain the proper
slip ratio for each wheel. If a wheel detects slip, the
inlet valve is closed to prevent and further pressure
increase. Then the outlet valve is opened to release
the pressure to the accumulators until the wheel is
no longer slipping. Once the wheel is no longer
slipping, the outlet valve is closed and the inlet
valve is opened to reapply pressure. If the wheel is
decelerating within its predetermined limits (prop-
er slip ratio), the inlet valve will close to hold the
pressure constant. On vehicles which are equipped
with a traction control system, there are two addi-
tional valves that isolate the master cylinder and
rear wheels. During a traction control event the
brakes are applied to reduce wheel slippage.
Pump Motor Assembly:The pump motor as-
sembly provides the extra amount of fluid needed
during antilock braking. The pump is supplied fluid
that is released to the accumulators when the outlet
valve is opened during an antilock stop. The pump
is also used to drain the accumulator circuits after
the antilock stop is complete. The pump is operated
by an integral electric motor. This DC-type motor is
controlled by the CAB. The CAB may turn on the
pump motor when an antilock stop is detected. The
pump continues to run during the antilock stop and
is turned off after the stop is complete. Under some
conditions, the pump motor will run to drain the
accumulators during the next drive off. The CAB
monitors the pump motor operation internally.
Accumulators:The accumulators provide tem-
porary fluid storage during an antilock stop and are
drained by the pump motor.
3.3.4 SWITCHES/SENSORS
Master Cylinder:The master cylinder is a stan-
dard tandem compensating port design for ABS and
non ABS systems. Traction control vehicles use a
dual center port master cylinder. For proper trac-
tion control operation the standard master cylinder
must not be used.
A fluid level switch is located in the master
cylinder fluid reservoir. The switch closes when a
low fluid level is detected. The fluid level switch
turns on the brake warning indicator by grounding
the indicator circuit. This switch does not disable
the ABS system.
Wheel Speed Sensors and Tone Wheels:One
active wheel speed sensor (WSS) is located at each
wheel and sends a small signal to the control
module (CAB). This signal is generated when a
toothed sensor ring (tone wheel) passes by a station-
ary wheel speed sensor. The CAB converts the
signals into digital signals for each wheel.
Because of internal circuitry, correct wheel speed
sensor function cannot be determined by a continu-
ity or resistance check through the sensor.
The front wheel speed sensor is attached to a boss
in the steering knuckle. The tone wheel is an
integral part of the front axle shaft. The rear speed
sensor is mounted though the bearing cover and the
rear tone wheel is an integral part of the rear
bearing hub. The wheel speed sensor air gap is not
adjustable. Refer to the service manual for wheel
speed sensor air gap and resistance specifications.
The four wheel speed sensors are serviced indi-
vidually. The front tone wheels are serviced as an
assembly with the outer constant velocity (C.V.)
joint housing. The rear tone wheels are serviced as
an assembly.
Correct antilock system operation is dependent
on tone wheel speed signals from the wheel speed
sensors. The vehicle's wheels and tires should all be
the same size and type to generate accurate signals.
In addition, the tires should be inflated to the
recommended pressure for optimum system opera-
tion. Variation in wheel and tire size or significant
variations in inflation pressure can produce inaccu-
rate wheel speed signals; however, the system will
continue to function when using the mini-spare.
3.3.5 SYSTEM INITIALIZATION
System initialization starts when the key is
turned to ªrunº. At this point, the CAB performs a
complete self-check of all electrical components in
the antilock systems.
Between 8-17 km/h (5-10 mph), a dynamic test is
performed. This will momentarily cycle the inlet
and outlet valves, check wheel speed sensor cir-
cuitry, and run the pump motor at 25 km/h (15
mph). The CAB will try to test the pump motor. If
3
GENERAL INFORMATION

4.0 DISCLAIMERS, SAFETY,
WARNINGS
4.1 DISCLAIMERS
All information, illustrations, and specifications
contained in this manual are based on the latest
information available at the time of publication.
The right is reserved to make changes at any time
without notice.
4.2 SAFETY
4.2.1 TECHNICIAN SAFETY INFORMATION
WARNING: ENGINES PRODUCE CARBON
MONOXIDE THAT IS ODORLESS, CAUSES
SLOWER REACTION TIME, AND CAN LEAD
TO SERIOUS INJURY. WHEN THE ENGINE IS
OPERATING, KEEP SERVICE AREAS WELL
VENTILATED OR ATTACH THE VEHICLE
EXHAUST SYSTEM TO THE SHOP EXHAUST
REMOVAL SYSTEM.
Set the parking brake and block the wheels before
testing or repairing the vehicle. It is especially
important to block the wheels on front-wheel drive
vehicles; the parking brake does not hold the drive
wheels.
When servicing a vehicle, always wear eye pro-
tection, and remove any metal jewelry such as
rings, watchbands or bracelets that might make an
inadvertent electrical contact.
When diagnosing a chassis problem, it is impor-
tant to follow approved procedures where applica-
ble. These procedures can be found in the service
manual. Following these procedures is very impor-
tant to the safety of individuals performing diag-
nostic tests.
4.2.2 VEHICLE PREPARATION FOR
TESTING
Make sure the vehicle being tested has a fully
charged battery. If is does not, false diagnostic codes
or error messages may occur.
4.2.3 SERVICING SUB-ASSEMBLIES
Some components of the chassis system are in-
tended to be serviced as an assembly only. Attempt-
ing to remove or repair certain system sub-
components may result in personal injury and/or
improper system operation. Only those components
with approved repair and installation procedures in
the service manual should be serviced.
4.2.4 DRBIIITSAFETY INFORMATION
WARNING: EXCEEDING THE LIMITS OF THE
DRB MULTIMETER IS DANGEROUS. IT CAN
EXPOSE YOU TO SERIOUS OR POSSIBLY
FATAL INJURY. CAREFULLY READ AND
UNDERSTAND THE CAUTIONS AND THE
SPECIFICATION LIMITS.
²Follow the vehicle manufacturer 's service speci-
fications at all times.
²Do not use the DRBIIItif it has been damaged.
²Do not use the test leads if the insulation is
damaged or if metal is exposed.
²To avoid electrical shock, do not touch the test
leads, tips, or the circuit being tested.
²Choose the proper range and functions for the
measurement. Do not try voltage or current mea-
surements that may exceed the rated capacity.
²Do not exceed the limits shown in the table below:
FUNCTION INPUT LIMIT
Volts 0 - 500 peak volts AC
0 - 500 volts DC
Ohms (resistance)* 0 -1.12 megohms
Frequency Measured
Frequency Generated0-10kHz
Temperature -58 - 1100ÉF
-50 - 600ÉC
* Ohms cannot be measured if voltage is present.
Ohms can be measured only in a non-powered
circuit.
²Voltage between any terminal and ground must
not exceed 500v DC or 500v peak AC.
²Use caution when measuring voltage above 25v
DC or 25v AC.
²Use the low current shunt to measure circuits up
to 10A. Use the high current clamp to measure
circuits exceeding 10A.
²When testing for the presence of voltage or cur-
rent, make sure the meter is functioning cor-
rectly. Take a reading of a known voltage or
current before accepting a zero reading.
²When measuring current, connect the meter in
series with the load.
²Disconnect the live test lead before disconnecting
the common test lead.
²When using the meter function, keep the
DRBIIItaway from spark plug or coil wires to
avoid measuring error from outside interference.
5
GENERAL INFORMATION

4.3 WARNINGS
4.3.1 VEHICLE DAMAGE WARNINGS
Before disconnecting any control module, make
sure the ignition is ``off ''. Failure to do so could
damage the module.
When testing voltage or continuity at any control
module, use the terminal side (not the wire end) of
the connector. Do not probe a wire through the
insulation, this will damage it and eventually cause
it to fail because of corrosion.
Be careful when performing electrical tests so as
to prevent accidental shorting of terminals. Such
mistakes can damage fuses or components. Also, a
second code could be set, making diagnosis of the
original problem more difficult.
4.3.2 ROAD TESTING A COMPLAINT
VEHICLE
Some complaints will require a test drive as part
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic
code or symptom condition.
WARNING: BEFORE ROAD TESTING A
VEHICLE, BE SURE THAT ALL
COMPONENTS ARE REASSEMBLED.
DURING THE TEST DRIVE, DO NOT TRY TO
READ THE DRB SCREEN WHILE IN MOTION.
DO NOT HANG THE DRBIIITFROM THE
REAR VIEW MIRROR OR OPERATE IT
YOURSELF. HAVE AN ASSISTANT
AVAILABLE TO OPERATE THE DRBIIIT.
4.4 DIAGNOSIS
1. Your diagnostic test procedure must begin with a
thorough visual inspection of the ABS system for
damaged components or disconnected connec-
tors. The brake lamps must be operational, and
if they are not, repair them prior to continuing.
2. Connect the DRBIIItto the data link connector,
which is located under the dash to the left of the
steering column. If the DRBIIItdoes not power
up, check the power and ground supplies to the
connector.
3. Turn the ignition on. Select ªAntilock Brakesº. If
the DRBIIItdisplays ªNo Responseº condition
you must diagnose that first.
4. Read and record all ABS diagnostic trouble
codes. If the ªCAB Power Feed Circuitº diagnos-
tic trouble code is present, it must be repaired
prior to addressing any other DTC's. If any
additional DTC's are present, proceed to theappropriate test by locating the matching test in
the Table of Contents and begin to diagnose the
symptom.
5. If there are no diagnostic trouble codes present,
identify the customer complaint. Select ªInputs/
Outputsº and read the brake switch input as you
press and release the brake pedal. If the display
does not match the state of the pedal, perform
the proper test by locating the matching test in
the Table of Contents and begin to diagnose the
symptom. If a problem exists with the yellow
ªABSº warning indicator or the red ªBrakeº
indicator exists, refer to the proper tests by
locating the matching test in the Table of Con-
tents and begin to diagnose the symptom. Read
the traction control switch input as you press
and release the switch. If the display does not
match the state of the indicator perform the
proper test by locating the matching test in the
Table of Contents and begin to diagnose the
symptom.
6. If no other problems are found, it will be neces-
sary to road test the vehicle. Perform several
antilock stops from above 50 Km/h (30 mph) and
then repeat step 4. If any diagnostic trouble
codes are present, proceed to the appropriate test.
7. The following conditions should be considered
ªNORMALº operation, and no repairs should be
attempted to correct them.
± Brake pedal feedback during an ABS stop
(clicking, vibrating).
± Clicking, groaning or buzzing at 25 Km/h (15
mph) or 40 Km/h (24 mph) (drive off self test).
± Groaning noise during an ABS stop.
± Slight brake pedal drop and pop noise when
ignition is initially turned on.
± Brake pedal ratcheting down at the end of an
ABS stop.
8. If the complaint is ABS ªcyclingº at the end of a
stop at low speeds, it may be caused by a
marginal wheel speed sensor signal. The sensor
air gap, tone wheel condition, and/or brakes
hanging up are possible causes of this condition.
9. After a road test in which no problems were
found, refer to any Technical Service Bulletins
that may apply.
5.0 REQUIRED TOOLS AND
EQUIPMENT
DRBIIIt(diagnostic read-out box)
jumper wires
ohmmeter
voltmeter
test light
6
GENERAL INFORMATION

Symptom:
BUS SYSTEM COMMUNICATION FAILURE
When Monitored and Set Condition:
BUS SYSTEM COMMUNICATION FAILURE
When Monitored: Ignition ON, every 7 ms.
Set Condition: When the CAB does not receive a message from the instrument cluster for
10 seconds.
POSSIBLE CAUSES
CHECK COMMUNICATION TO MIC
CAB-- INTERNAL FAULT
TEST ACTION APPLICABILITY
1 Turn the ignition on.
With the DRBIIIt, attempt to communicate with the MIC
Was the DRB able to I/D or communicate with the MIC?All
Ye s®Go To 2
No®Refer to the Communication category and perform the symptom
Bus +/- Signals Open from the Controller Anti-Lock Brake.
Perform ABS VERIFICATION TEST - VER 1.
2 With the DRB, erase DTC's.
Turn the ignition on and wait approximately 1 minute.
With the DRB, read DTC's.
Did this DTC reappear?All
Ye s®Replace the Controller Anti-Lock Brake in accordance with the
Service Information.
Perform ABS VERIFICATION TEST - VER 1.
No®Test Complete.
10
BRAKES (CAB)