2001 CHRYSLER VOYAGER air condition

(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC SCAN
TOOL CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P0461 Fuel Level Unit No Changeover
TimeNo level of fuel level sender detected.
P0462 Fuel Level Sending Unit Volts Too
LowFuel level sensor input below acceptable voltage.
P0463 Fuel Level Sending Unit Volts Too
HighFuel level sensor input above acceptable voltage.
P0500 (M) No Vehicle Speed Sensor Signal No vehicle speed sensor signal detected during road load
conditions.
P0505 (M) Idle Air Control Motor Circuits Replace
P0508 Idle Air Control Motor Circuit Low Idle Air Control Motor Circuit input below acceptable current
P0509 Idle Air Control Motor Circuit High Idle Air Control Motor Circuit input above acceptable current
P0522 Oil Pressure Sens Low Oil pressure sensor input below acceptable voltage.
P0523 Oil Pressure Sens High Oil pressure sensor input above acceptable voltage.
P0551 (M) Power Steering Switch Failure Incorrect input state detected for the power steering switch
circuit. PL: High pressure seen at high speed.
P0600 (M) PCM Failure SPI Communications No communication detected between co-processors in the
control module.
P0601 (M) Internal Controller Failure Internal control module fault condition (check sum) detected.
P0604 Internal Trans Controller Transmission control module RAM self test fault detected.
-Aisin transmission.
P0605 Internal Trans Controller Transmission control module ROM self test fault detected
-Aisin transmission.
P0622 (G) Generator Field Not Switching
ProperlyAn open or shorted condition detected in the generator field
control circuit.
P0645 A/C Clutch Relay Circuit An open or shorted condition detected in the A/C clutch relay
control circuit.
P0700 (M) EATX Controller DTC Present This SBEC III or JTEC DTC indicates that the EATX or Aisin
controller has an active fault and has illuminated the MIL via
a CCD (EATX) or SCI (Aisin) message. The specific fault
must be acquired from the EATX via CCD or from the Aisin
via ISO-9141.
P0703 (M) Brake Switch Stuck Pressed or
ReleasedIncorrect input state detected in the brake switch circuit.
(Changed from P1595).
P0711 Trans Temp Sensor, No Temp Rise
After StartRelationship between the transmission temperature and
overdrive operation and/or TCC operation indicates a failure
of the Transmission Temperature Sensor. OBD II Rationality.
P0712 Trans Temp Sensor Voltage Too Low Transmission fluid temperature sensor input below
acceptable voltage.
P0713 Trans Temp Sensor Voltage Too
HighTransmission fluid temperature sensor input above
acceptable voltage.
P0720 Low Output SPD Sensor RPM,
Above 15 MPHThe relationship between the Output Shaft Speed Sensor
and vehicle speed is not within acceptable limits.
8E - 14 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)

(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC SCAN
TOOL CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P0740 (M) Torq Con Clu, No RPM Drop at
LockupRelationship between engine and vehicle speeds indicated
failure of torque convertor clutch lock-up system (TCC/PTU
sol).
P0743 Torque Converter Clutch Solenoid/
Trans Relay CircuitsAn open or shorted condition detected in the torque
converter clutch (part throttle unlock) solenoid control circuit.
Shift solenoid C electrical fault - Aisin transmission
P0748 Governor Pressur Sol Control/Trans
Relay CircuitsAn open or shorted condition detected in the Governor
Pressure Solenoid circuit or Trans Relay Circuit in JTEC RE
transmissions.
P0751 O/D Switch Pressed (Lo) More Than
5 MinutesOverdrive override switch input is in a prolonged depressed
state.
P0753 Trans 3-4 Shift Sol/Trans Relay
CircuitsAn open or shorted condition detected in the overdrive
solenoid control circuit or Trans Relay Circuit in JTEC RE
transmissions.
P0756 AW4 Shift Sol B (2-3) Functional
FailureShift solenoid B (2-3) functional fault - Aisin transmission
P0783 3-4 Shift Sol, No RPM Drop at
LockupThe overdrive solenoid is unable to engage the gear change
from 3rd gear to the overdrive gear.
P0801 Reverse Gear Lockout Circuit Open
or ShortAn open or shorted condition detected in the transmission
reverse gear lock-out solenoid control circuit.
P01192 Inlet Air Temp. Circuit Low Inlet Air Temp. sensor input below acceptable voltage
P01193 Inlet Air Temp. Circuit High Inlet Air Temp. sensor input above acceptable voltage.
P1195 (M) 1/1 O2 Sensor Slow During Catalyst
MonitorA slow switching oxygen sensor has been detected in bank
1/1 during catalyst monitor test. (was P0133)
P1196 (M) 2/1 O2 Sensor Slow During Catalyst
MonitorA slow switching oxygen sensor has been detected in bank
2/1 during catalyst monitor test. (was P0153)
P1197 1/2 O2 Sensor Slow During Catalyst
MonitorA slow switching oxygen sensor has been detected in bank
1/2 during catalyst monitor test. (was P0139)
P1198 Radiator Temperature Sensor Volts
Too HighRadiator coolant temperature sensor input above the
maximum acceptable voltage.
P1199 Radiator Temperature Sensor Volts
Too LowRadiator coolant temperature sensor input below the
minimum acceptable voltage.
P1281 Engine is Cold Too Long Engine coolant temperature remains below normal operating
temperatures during vehicle travel (Thermostat).
P1282 Fuel Pump Relay Control Circuit An open or shorted condition detected in the fuel pump relay
control circuit.
P1288 Intake Manifold Short Runner
Solenoid CircuitAn open or shorted condition detected in the short runner
tuning valve circuit.
P1289 Manifold Tune Valve Solenoid Circuit An open or shorted condition detected in the manifold tuning
valve solenoid control circuit.
P1290 CNG Fuel System Pressure Too
HighCompressed natural gas system pressure above normal
operating range.
P1291 No Temp Rise Seen From Intake
HeatersEnergizing Heated Air Intake does not change intake air
temperature sensor an acceptable amount.
RSELECTRONIC CONTROL MODULES8E-15
POWERTRAIN CONTROL MODULE (Continued)

(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC SCAN
TOOL CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P1292 CNG Pressure Sensor Voltage Too
HighCompressed natural gas pressure sensor reading above
acceptable voltage.
P1293 CNG Pressure Sensor Voltage Too
LowCompressed natural gas pressure sensor reading below
acceptable voltage.
P1294 (M) Target Idle Not Reached Target RPM not achieved during drive idle condition.
Possible vacuum leak or IAC (AIS) lost steps.
P1295 No 5 Volts to TP Sensor Loss of a 5 volt feed to the Throttle Position Sensor has
been detected.
P1296 No 5 Volts to MAP Sensor Loss of a 5 volt feed to the MAP Sensor has been detected.
P1297 (M) No Change in MAP From Start To
RunNo difference is recognized between the MAP reading at
engine idle and the stored barometric pressure reading.
P1298 Lean Operation at Wide Open
ThrottleA prolonged lean condition is detected during Wide Open
Throttle.
P1299 (M) Vacuum Leak Found (IAC Fully
Seated)MAP Sensor signal does not correlate to Throttle Position
Sensor signal. Possible vacuum leak.
P1388 Auto Shutdown Relay Control Circuit An open or shorted condition detected in the ASD or CNG
shutoff relay control ckt.
P1389 No ASD Relay Output Voltage At
PCMNo Z1 or Z2 voltage sensed when the auto shutdown relay
is energized.
P1390 (M) Timing Belt Skipped 1 Tooth or More Relationship between Cam and Crank signals not correct.
P1391 (M) Intermittent Loss of CMP or CKP Loss of the Cam Position Sensor or Crank Position sensor
has occurred. For PL 2.0L
P1398 (M) Mis-Fire Adaptive Numerator at Limit PCM is unable to learn the Crank Sensor's signal in
preparation for Misfire Diagnostics. Probable defective Crank
Sensor.
P1399 Wait To Start Lamp Cicuit An open or shorted condition detected in the Wait to Start
Lamp circuit.
P1403 No 5 Volts to EGR Sensor Loss of 5v feed to the EGR position sensor.
P1476 Too Little Secondary Air Insufficient flow of secondary air injection detected during
aspirator test.(was P0411)
P1477 Too Much Secondary Air Excessive flow of secondary air injection detected during
aspirator test (was P0411).
P1478 (M) Battery Temp Sensor Volts Out of
LimitInternal temperature sensor input voltage out of an
acceptable range.
P1479 Transmission Fan Relay Circuit An open or shorted condition detected in the transmission
fan relay circuit.
P1480 PCV Solenoid Circuit An open or shorted condition detected in the PCV solenoid
circuit.
P1482 Catalyst Temperature Sensor Circuit
Shorted LowCatalyst temperature sensor circuit shorted low.
P1483 Catalyst Temperature Sensor Circuit
Shorted High.Catalyst temperature sensor circuit shorted high.
P1484 Catalytic Converter Overheat
DetectedA catalyst overheat condition has been detected by the
catalyst temperature sensor.
8E - 16 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)

(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC SCAN
TOOL CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P1485 Air Injection Solenoid Circuit An open or shorted condition detected in the air assist
solenoid circuit.
P1486 (M) Evap Leak Monitor Pinched Hose
FoundLDP has detected a pinched hose in the evaporative hose
system.
P1487 Hi Speed Rad Fan CTRL Relay
CircuitAn open or shorted condition detected in the control circuit
of the #2 high speed radiator fan control relay.
P1488 Auxiliary 5 Volt Supply Output Too
LowAuxiliary 5 volt sensor feed is sensed to be below an
acceptable limit.
P1489 (M) High Speed Fan CTRL Relay Circuit An open or shorted condition detected in the control circuit
of the high speed radiator fan control relay.
P1490 (M) Low Speed Fan CTRL Relay Circuit An open or shorted condition detected in control circuit of
the low speed radiator fan control relay.
P1491 Rad Fan Control Relay Circuit An open or shorted condition detected in the radiator fan
control relay control circuit. This includes PWM solid state
relays.
P1492 (M,G) Ambient/Batt Temp Sen Volts Too
HighExternal temperature sensor input above acceptable voltage.
P1493 (M,G) Ambient/Batt Temp Sen Volts Too
LowExternal temperature sensor input below acceptable voltage.
P1494 (M) Leak Detection Pump Sw or
Mechanical FaultIncorrect input state detected for the Leak Detection Pump
(LDP) pressure switch.
P1495 (M) Leak Detection Pump Solenoid
CircuitAn open or shorted condition detected in the Leak Detection
Pump (LDP) solenoid circuit.
P1496 (M) 5 Volt Supply, Output Too Low 5 volt sensor feed is sensed to be below an acceptable limit.
( < 4v for 4 sec ).
P1498 High Speed Rad Fan Ground CTRL
Rly CircuitAn open or shorted condition detected in the control circuit
of the #3 high speed radiator fan control relay.
P1594 (G) Charging System Voltage Too High Battery voltage sense input above target charging voltage
during engine operation.
P1595 Speed Control Solenoid Circuits An open or shorted condition detected in either of the speed
control vacuum or vent solenoid control circuits.
P1596 Speed Control Switch Always High Speed control switch input above maximum acceptable
voltage.
P1597 Speed Control Switch Always Low Speed control switch input below minimum acceptable
voltage.
P1598 A/C Pressure Sensor Volts Too High A/C pressure sensor input above maximum acceptable
voltage.
P1599 A/C Pressure Sensor Volts Too Low A/C pressure sensor input below minimum acceptable
voltage.
P1602 PCM not Programmed
P1680 Clutch Released Switch Circuit
P1681 No I/P Cluster CCD/J1850
Messages ReceivedNo CCD/J1850 messages received from the cluster control
module.
RSELECTRONIC CONTROL MODULES8E-17
POWERTRAIN CONTROL MODULE (Continued)

OPERATION - SENSOR RETURN - PCM INPUT
The sensor return circuit provides a low electrical
noise ground reference for all of the systems sensors.
The sensor return circuit connects to internal ground
circuits within the Powertrain Control Module
(PCM).
OPERATION - SCI RECEIVE - PCM INPUT
SCI Receive is the serial data communication
receive circuit for the DRB scan tool. The Powertrain
Control Module (PCM) receives data from the DRB
through the SCI Receive circuit.
OPERATION - IGNITION SENSE - PCM INPUT
The ignition sense input informs the Powertrain
Control Module (PCM) that the ignition switch is in
the crank or run position.
OPERATION - PCM GROUND
Ground is provided through multiple pins of the
PCM connector. Depending on the vehicle there may
be as many as three different ground pins. There are
power grounds and sensor grounds.
The power grounds are used to control the ground
side of any relay, solenoid, ignition coil or injector.
The signal ground is used for any input that uses
sensor return for ground, and the ground side of any
internal processing component.
The SBEC III case is shielded to prevent RFI and
EMI. The PCM case is grounded and must be firmly
attached to a good, clean body ground.
Internally all grounds are connected together, how-
ever there is noise suppression on the sensor ground.
For EMI and RFI protection the case is also
grounded separately from the ground pins.
OPERATION - 8-VOLT SUPPLY - PCM OUTPUT
The PCM supplies 8 volts to the crankshaft posi-
tion sensor, camshaft position sensor.
OPERATION - 5 VOLT SUPPLY - PCM OUTPUT
The PCM supplies 5 volts to the following sensors:
²A/C pressure transducer
²Engine coolant temperature sensor
²Manifold absolute pressure sensor
²Throttle position sensor
²Linear EGR solenoid
OPERATION - MODES OF OPERATION
As input signals to the PCM change, the PCM
adjusts its response to output devices. For example,
the PCM must calculate a different injector pulse
width and ignition timing for idle than it does for
Wide Open Throttle (WOT). There are several differ-
ent modes of operation that determine how the PCM
responds to the various input signals.There are two different areas of operation, OPEN
LOOP and CLOSED LOOP.
During OPEN LOOP modes the PCM receives
input signals and responds according to preset PCM
programming. Inputs from the upstream and down-
stream heated oxygen sensors are not monitored dur-
ing OPEN LOOP modes, except for heated oxygen
sensor diagnostics (they are checked for shorted con-
ditions at all times).
During CLOSED LOOP modes the PCM monitors
the inputs from the upstream and downstream
heated oxygen sensors. The upstream heated oxygen
sensor input tells the PCM if the calculated injector
pulse width resulted in the ideal air-fuel ratio of 14.7
to one. By monitoring the exhaust oxygen content
through the upstream heated oxygen sensor, the
PCM can fine tune injector pulse width. Fine tuning
injector pulse width allows the PCM to achieve opti-
mum fuel economy combined with low emissions.
For the PCM to enter CLOSED LOOP operation,
the following must occur:
(1) Engine coolant temperature must be over 35ÉF.
²If the coolant is over 35É the PCM will wait 44
seconds.
²If the coolant is over 50ÉF the PCM will wait 38
seconds.
²If the coolant is over 167ÉF the PCM will wait
11 seconds.
(2) For other temperatures the PCM will interpo-
late the correct waiting time.
(3) O2 sensor must read either greater than 0.745
volts or less than 0.1 volt.
(4) The multi-port fuel injection systems has the
following modes of operation:
²Ignition switch ON (Zero RPM)
²Engine start-up
²Engine warm-up
²Cruise
²Idle
²Acceleration
²Deceleration
²Wide Open Throttle
²Ignition switch OFF
(5) The engine start-up (crank), engine warm-up,
deceleration with fuel shutoff and wide open throttle
modes are OPEN LOOP modes. Under most operat-
ing conditions, the acceleration, deceleration (with
A/C on), idle and cruise modes,with the engine at
operating temperatureare CLOSED LOOP modes.IGNITION SWITCH ON (ZERO RPM) MODE
When the ignition switch activates the fuel injec-
tion system, the following actions occur:
²The PCM monitors the engine coolant tempera-
ture sensor and throttle position sensor input. The
RSELECTRONIC CONTROL MODULES8E-19
POWERTRAIN CONTROL MODULE (Continued)

²Fuel system monitor
²EGR monitor
²Purge system monitor
²All inputs monitored for proper voltage range.
²All monitored components (refer to the Emission
section for On-Board Diagnostics).
The PCM compares the upstream and downstream
heated oxygen sensor inputs to measure catalytic
convertor efficiency. If the catalyst efficiency drops
below the minimum acceptable percentage, the PCM
stores a diagnostic trouble code in memory.
During certain idle conditions, the PCM may enter
a variable idle speed strategy. During variable idle
speed strategy the PCM adjusts engine speed based
on the following inputs.
²A/C sense
²Battery voltage
²Battery temperature
²Engine coolant temperature
²Engine run time
²Inlet/Intake air temperature
²Vehicle mileage
ACCELERATION MODE
This is a CLOSED LOOP mode. The PCM recog-
nizes an abrupt increase in Throttle Position sensor
output voltage or MAP sensor output voltage as a
demand for increased engine output and vehicle
acceleration. The PCM increases injector pulse width
in response to increased fuel demand.
DECELERATION MODE
This is a CLOSED LOOP mode. During decelera-
tion the following inputs are received by the PCM:
²A/C sense
²Battery voltage
²Inlet/Intake air temperature
²Engine coolant temperature
²Crankshaft position (engine speed)
²Exhaust gas oxygen content (upstream heated
oxygen sensor)
²Knock sensor
²Manifold absolute pressure
²Throttle position
²IAC motor control changes in response to MAP
sensor feedback
The PCM may receive a closed throttle input from
the Throttle Position Sensor (TPS) when it senses an
abrupt decrease in manifold pressure. This indicates
a hard deceleration. In response, the PCM may
momentarily turn off the injectors. This helps
improve fuel economy, emissions and engine braking.
WIDE-OPEN-THROTTLE MODE
This is an OPEN LOOP mode. During wide-open-
throttle operation, the following inputs are used by
the PCM:
²Inlet/Intake air temperature
²Engine coolant temperature
²Engine speed
²Knock sensor
²Manifold absolute pressure
²Throttle position
When the PCM senses a wide-open-throttle condi-
tion through the Throttle Position Sensor (TPS) it de-
energizes the A/C compressor clutch relay. This
disables the air conditioning system.
The PCM does not monitor the heated oxygen sen-
sor inputs during wide-open-throttle operation except
for downstream heated oxygen sensor and both
shorted diagnostics. The PCM adjusts injector pulse
width to supply a predetermined amount of addi-
tional fuel.
IGNITION SWITCH OFF MODE
When the operator turns the ignition switch to the
OFF position, the following occurs:
²All outputs are turned off, unless 02 Heater
Monitor test is being run. Refer to the Emission sec-
tion for On-Board Diagnostics.
²No inputs are monitored except for the heated
oxygen sensors. The PCM monitors the heating ele-
ments in the oxygen sensors and then shuts down.
STANDARD PROCEDURES - OBTAINING
DIAGNOSTIC TROUBLE CODES
BULB CHECK
Each time the ignition key is turned to the ON
position, the malfunction indicator (check engine)
lamp on the instrument panel should illuminate for
approximately 2 seconds then go out. This is done for
a bulb check. When the key is in the power on, but
engine off position, the MIL will remain illuminated
for regulatory purposes.
OBTAINING DTC'S USING DRB SCAN TOOL
(1) Connect the DRB scan tool to the data link
(diagnostic) connector. This connector is located in
the passenger compartment; at the lower edge of
instrument panel; near the steering column.
(2) Turn the ignition switch on and access the
ªRead Faultº screen.
(3) Record all the DTC's and ªfreeze frameº infor-
mation shown on the DRB scan tool.
RSELECTRONIC CONTROL MODULES8E-21
POWERTRAIN CONTROL MODULE (Continued)

BATTERY SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
THE BATTERY SEEMS
WEAK OR DEAD WHEN
ATTEMPTING TO START
THE ENGINE.1. The battery has an
incorrect size or rating for
this vehicle.1. Refer to Battery Specifications for the proper
size and rating. Replace an incorrect battery, as
required.
2. The battery is physically
damaged.2. Inspect the battery for loose terminal posts or a
cracked and leaking case. Replace the damaged
battery, as required.
3. The battery terminal
connections are loose or
corroded.3. Refer to Battery Cable for the proper cable
diagnosis and testing procedures. Clean and
tighten the battery terminal connections, as
required.
4. The battery is discharged. 4. Determine the battery state-of-charge. Refer to
Standard Procedures for the proper test
procedures. Charge the faulty battery, as
required.
5. The electrical system
ignition-off draw is excessive.5. Refer to Standard Procedures for the proper
test procedures. Repair the faulty electrical
system, as required.
6. The battery is faulty. 6. Determine the battery cranking capacity. Refer
to Standard Procedures for the test procedures.
Replace the faulty battery, as required.
7. The starting system is
faulty.7. Determine if the starting system is performing
to specifications. Refer to Starting System for the
proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
8. The charging system is
faulty.8. Determine if the charging system is performing
to specifications. Refer to Charging System for
the proper charging system diagnosis and testing
procedures. Repair the faulty charging system, as
required.
RSBATTERY SYSTEM8F-3
BATTERY SYSTEM (Continued)

BATTERY SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
THE BATTERY STATE OF
CHARGE CANNOT BE
MAINTAINED.1. The battery has an
incorrect size or rating for
this vehicle.1. Refer to Battery Specifications for the proper
specifications. Replace an incorrect battery, as
required.
2. The battery terminal
connections are loose or
corroded.2. Refer to Battery Cable for the proper cable
diagnosis and testing procedures. Clean and
tighten the battery terminal connections, as
required.
3. The generator drive belt is
slipping.3. Refer to Cooling System for the proper
accessory drive belt diagnosis and testing
procedures. Replace or adjust the faulty
generator drive belt, as required.
4. The electrical system
ignition-off draw is excessive.4. Refer to Standard Procedures for the proper
test procedures. Repair the faulty electrical
system, as required.
5. The battery is faulty. 5. Determine the battery cranking capacity. Refer
to Standard Procedures for the proper test
procedures. Replace the faulty battery, as
required.
6. The starting system is
faulty.6. Determine if the starting system is performing
to specifications. Refer to Starting System for the
proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
7. The charging system is
faulty.7. Determine if the charging system is performing
to specifications. Refer to Charging System for
the proper charging system diagnosis and testing
procedures. Repair the faulty charging system, as
required.
8. Electrical loads exceed the
output of the charging
system.8. Inspect the vehicle for aftermarket electrical
equipment which might cause excessive electrical
loads.
9. Slow driving or prolonged
idling with high-amperage
draw systems in use.9. Advise the vehicle operator, as required.
THE BATTERY WILL NOT
ACCEPT A CHARGE.1. The battery is faulty. 1. Refer to Standard Procedures for the proper
battery charging procedures. Charge or replace
the faulty battery, as required.
ABNORMAL BATTERY DISCHARGING
Any of the following conditions can result in abnor-
mal battery discharging:
²Corroded or loose battery posts and terminal
clamps.
²A loose or worn generator drive belt.
²Electrical loads that exceed the output of the
charging system. This can be due to equipment
installed after manufacture, or repeated short trip
use.²Slow driving speeds (heavy traffic conditions) or
prolonged idling, with high-amperage draw systems
in use.
²A faulty circuit or component causing excessive
ignition-off draw.
²A faulty or incorrect charging system compo-
nent. Refer to Charging System for the proper charg-
ing system diagnosis and testing procedures.
8F - 4 BATTERY SYSTEMRS
BATTERY SYSTEM (Continued)