2001 CHRYSLER VOYAGER air condition

TYPICAL ADAPTIVE MEMORY FUEL CELLS
Open
ThrottleOpen
ThrottleOpen
ThrottleOpen
ThrottleOpen
ThrottleOpen
Throttle Idle Decel
Vacuum 20 17 13 9 5 0
Above 1,984
rpm1 3 5 7 9 11 13 Drive 15
Below 1,984
rpm02 4 6 8 1012
Neutral14
MAP volt =0 1.4 2.0 2.6 3.3 3.9
Fuel Correction Diagnostics
There are two fuel correction diagnostic routines:
²Fuel System Rich
²Fuel System Lean
A DTC is set and the MIL is illuminated if the
PCM detects either of these conditions.
PROGRAMMABLE COMMUNICATIONS
INTERFACE (PCI) BUS
DESCRIPTION
The Programmable Communication Interface Mul-
tiplex system (PCI Bus) consist of a single wire. The
Body Control Module (BCM) acts as a splice to con-
nect each module and the Data Link Connector
(DLC) together. Each module is wired in parallel to
the data bus through its PCI chip set and uses its
ground as the bus reference. The wiring is a mini-
mum 20 gage wire.
OPERATION
Various modules exchange information through a
communications port called the PCI Bus. The Power-
train Control Module (PCM) transmits the Malfunc-
tion Indicator Lamp (Check Engine) On/Off signaland engine RPM on the PCI Bus. The PCM receives
the Air Conditioning select input, transaxle gear
position inputs over the PCI Bus. The PCM also
receives the air conditioning evaporator temperature
signal from the PCI Bus.
The following components access or send informa-
tion on the PCI Bus.
²Instrument Panel
²Body Control Module
²Air Bag System Diagnostic Module
²Full ATC Display Head
²ABS Module
²Transmission Control Module
²Powertrain Control Module
²Overhead Travel Module
SYSTEM DIAGNOSIS
OPERATION
The PCM can test many of its own input and out-
put circuits. If the PCM senses a fault in a major
system, the PCM stores a Diagnostic Trouble Code
(DTC) in memory.
For DTC information see On-Board Diagnostics.
14 - 20 FUEL INJECTIONRS
FUEL INJECTION (Continued)

FUEL INJECTOR
DESCRIPTION
The injectors are positioned in the intake manifold
with the nozzle ends directly above the intake valve
port (Fig. 6).
OPERATION
The fuel injectors are electrical solenoids (Fig. 7).
The injector contains a pintle that closes off an ori-
fice at the nozzle end. When electric current is sup-
plied to the injector, the armature and needle move a
short distance against a spring, allowing fuel to flow
out the orifice. Because the fuel is under high pres-
sure, a fine spray is developed in the shape of a hol-
low cone or two streams. The spraying action
atomizes the fuel, adding it to the air entering the
combustion chamber. Fuel injectors are not inter-
changeable between engines.
The PCM provides battery voltage to each injector
through the ASD relay. Injector operation is con-
trolled by a ground path provided for each injector by
the PCM. Injector on-time (pulse-width) is variable,
and is determined by the PCM processing all the
data previously discussed to obtain the optimum
injector pulse width for each operating condition. The
pulse width is controlled by the duration of the
ground path provided.
Fuel injectors are fired one crankshaft revolution
before TDC compression. When cylinder #4 is at TDC
compression the injector for cylinder #1 will be ener-
gized.
REMOVAL - 2.4L
The fuel rail must be removed first (Fig. 8). Refer
to Fuel Rail Removal in this section.
Fig. 6 Fuel Injector Location Typical
1 - FUEL RAIL
2 - INTAKE MANIFOLD
3 - FUEL INJECTORS
Fig. 7 FUEL INJECTOR TYPICAL
1 - FUEL INJECTOR
2 - NOZZLE
3 - TOP (FUEL ENTRY)
Fig. 8 FUEL RAIL AND INJECTORS 2.4L
1 - Fuel Injectors
2 - Fuel Rail
RSFUEL INJECTION14-25

FUEL PUMP RELAY
DESCRIPTION
The fuel pump relay is located in the PDC. The
inside top of the PDC cover has a label showing relay
and fuse location.
OPERATION
The fuel pump relay supplies battery voltage to the
fuel pump. A buss bar in the Power Distribution Cen-
ter (PDC) supplies voltage to the solenoid side and
contact side of the relay. The fuel pump relay power
circuit contains a fuse between the buss bar in the
PDC and the relay. The fuse also protects the power
circuit for the Automatic Shutdown (ASD) relay. The
fuse is located in the PDC. Refer to the Wiring Dia-
grams for circuit information.
The PCM controls the fuel pump relay by switch-
ing the ground path for the solenoid side of the relay
on and off. The PCM turns the ground path off when
the ignition switch is in the Off position. When the
ignition switch is in the On position, the PCM ener-
gizes the fuel pump. If the crankshaft position sensor
does not detect engine rotation, the PCM de-ener-
gizes the relay after approximately one second.
IDLE AIR CONTROL MOTOR
DESCRIPTION
The idle air control motor is mounted on the throt-
tle body. The PCM operates the idle air control motor
(Fig. 11) or (Fig. 12).
OPERATION
The PCM adjusts engine idle speed through the
idle air control motor to compensate for engine load,
coolant temperature or barometric pressure changes.
The throttle body has an air bypass passage that
provides air for the engine during closed throttle idle.
The idle air control motor pintle protrudes into the
air bypass passage and regulates air flow through it.
The PCM adjusts engine idle speed by moving the
IAC motor pintle in and out of the bypass passage.
The adjustments are based on inputs the PCM
receives. The inputs are from the throttle position
sensor, crankshaft position sensor, coolant tempera-
ture sensor, MAP sensor, vehicle speed sensor and
various switch operations (brake, park/neutral, air
conditioning).
When engine rpm is above idle speed, the IAC is
used for the following functions:
²Off-idle dashpot
²Deceleration air flow control
²A/C compressor load control (also opens the pas-
sage slightly before the compressor is engaged sothat the engine rpm does not dip down when the
compressor engages)
Target Idle
Target idle is determined by the following inputs:
²Gear position
²ECT Sensor
²Battery voltage
²Ambient/Battery Temperature Sensor
²VSS
Fig. 11 TPS/IAC 2.4L
1 - IAC MOTOR
2 - TP SENSOR
3 - IAT SENSOR
Fig. 12 TPS/IAC 3.3/3.8L
1 - IDLE AIR CONTROL VALVE
2 - TP SENSOR
RSFUEL INJECTION14-27

PCM to vary the battery charging rate. System volt-
age will be higher at colder temperatures and is
gradually reduced at warmer temperatures.
The battery temperature information is also used
for OBD II diagnostics. Certain faults and OBD II
monitors are either enabled or disabled depending
upon the battery temperature sensor input (example:
disable purge, enable LDP). Most OBD II monitors
are disabled below 20ÉF.
MAP SENSOR
DESCRIPTION
The MAP sensor (Fig. 15) or (Fig. 16) mounts to
the intake manifold. The sensor is connects electri-
cally to the PCM.
OPERATION
The MAP serves as a PCM input, using a silicon
based sensing unit, to provide data on the manifold
vacuum that draws the air/fuel mixture into the com-
bustion chamber. The PCM requires this information
to determine injector pulse width and spark advance.
When MAP equals Barometric pressure, the pulse
width will be at maximum.
Also like the cam and crank sensors, a 5 volt ref-
erence is supplied from the PCM and returns a volt-
age signal to the PCM that reflects manifold
pressure. The zero pressure reading is 0.5V and full
scale is 4.5V. For a pressure swing of0Ð15psithe
voltage changes 4.0V. The sensor is supplied a regu-
lated 4.8 to 5.1 volts to operate the sensor. Like the
cam and crank sensors ground is provided through
the sensor return circuit.
The MAP sensor input is the number one contributor
to pulse width. The most important function of the MAP
sensor is to determine barometric pressure. The PCM
needs to know if the vehicle is at sea level or is it in
Denver at 5000 feet above sea level, because the air
density changes with altitude. It will also help to correct
for varying weather conditions. If a hurricane was com-
ing through the pressure would be very, very low or
there could be a real fair weather, high pressure area.
This is important because as air pressure changes the
barometric pressure changes. Barometric pressure and
altitude have a direct inverse correlation, as altitude
goes up barometric goes down. The first thing that hap-
pens as the key is rolled on, before reaching the crank
position, the PCM powers up, comes around and looks
at the MAP voltage, and based upon the voltage it sees,
it knows the current barometric pressure relative to
altitude. Once the engine starts, the PCM looks at the
voltage again, continuously every 12 milliseconds, and
compares the current voltage to what it was at key on.
The difference between current and what it was at key
on is manifold vacuum.
During key On (engine not running) the sensor
reads (updates) barometric pressure. A normal range
can be obtained by monitoring known good sensor in
you work area.
As the altitude increases the air becomes thinner
(less oxygen). If a vehicle is started and driven to a
very different altitude than where it was at key On
the barometric pressure needs to be updated. Any
time the PCM sees Wide Open throttle, based upon
TPS angle and RPM it will update barometric pres-
sure in the MAP memory cell. With periodic updates,
the PCM can make its calculations more effectively.
Fig. 15 MAP SENSOR - 2.4L
1 - MAP SENSOR
Fig. 16 MAP SENSOR - 3.3/3.8L
1 - MAP SENSOR
RSFUEL INJECTION14-29
INLET AIR TEMPERATURE SENSOR (Continued)

OPERATION
Filtered air from the air cleaner enters the intake
manifold through the throttle body. The throttle body
contains an air control passage controlled by an Idle
Air Control (IAC) motor. The air control passage is
used to supply air for idle conditions. A throttle valve
(plate) is used to supply air for above idle conditions.
Certain sensors are attached to the throttle body.
The accelerator pedal cable, speed control cable and
transmission control cable (when equipped) are con-
nected to the throttle body linkage arm.
A (factory adjusted) set screw is used to mechani-
cally limit the position of the throttle body throttle
plate.Never attempt to adjust the engine idle
speed using this screw.All idle speed functions are
controlled by the PCM.
REMOVAL
(1) Disconnect negative cable from battery cable.
(2) Remove air inlet to throttle body hose clamp.
(3) Remove throttle and the speed control (if
equipped) cables from lever and bracket.
(4) Disconnect electrical connectors from the idle
air control motor and throttle position sensor (TPS)
(Fig. 23) or (Fig. 24).
(5) Remove throttle body to intake manifold
attaching bolts.
(6) Remove throttle body and gasket.
INSTALLATION
(1) Install a new gasket.
(2) Install throttle body.
(3) Tighten throttle body mounting bolts. The 2.4L
to 28.2 N´m (250650 in. lbs.) torque, The 3.3/3.8L to
11.6 N´m (105620 in. lbs.) torque.
(4) Connect electrical connectors to the idle air
control motor and throttle position sensor (TPS) (Fig.
23) or (Fig. 24).
(5) Install air inlet to throttle body hose clamp and
tighten.
(6) Connect negative cable to battery cable.
THROTTLE CONTROL CABLE
REMOVAL
(1) Working from the engine compartment, hold
the throttle body throttle lever in the wide open posi-
tion.
(2) Remove the throttle cable from the throttle
body cam.
(3) From inside the vehicle, hold up the pedal and
remove the cable retainer and throttle cable from the
upper end of the pedal shaft.
(4) Remove retainer clip from throttle cable and
grommet at dash panel.(5) From the engine compartment, pull the throttle
cable out of the dash panel grommet. The grommet
should remain in the dash panel.
(6) Remove the throttle cable from throttle bracket
by carefully compressing both retaining ears simulta-
neously. Then gently pull the throttle cable from
throttle bracket.
INSTALLATION
(1) From the engine compartment, push the hous-
ing end fitting into the dash panel grommet.
(2) Install the cable housing (throttle body end)
into the cable mounting bracket on the engine.
(3) From inside the vehicle, hold up the pedal and
install throttle cable and cable retainer in the upper
end of the pedal shaft.
(4) At the dash panel, install the cable retainer
clip between the end of the throttle cable fitting and
grommet
(5) From the engine compartment, rotate the
throttle lever wide open and install the throttle
cable.
THROTTLE POSITION SENSOR
DESCRIPTION
The throttle position sensor mounts to the side of
the throttle body (Fig. 25) or (Fig. 26).The sensor
connects to the throttle blade shaft. The TPS is a
variable resistor that provides the Powertrain Con-
trol Module (PCM) with an input signal (voltage).
Fig. 25 Throttle Position SensorÐ2.4L Engine
1 - IAC MOTOR
2 - TP SENSOR
3 - IAT SENSOR
14 - 34 FUEL INJECTIONRS
THROTTLE BODY (Continued)

OPERATION
The signal represents throttle blade position. As
the position of the throttle blade changes, the resis-
tance of the TPS changes.
The PCM supplies approximately 5 volts to the
TPS. The TPS output voltage (input signal to the
powertrain control module) represents throttle blade
position. The TPS output voltage to the PCM varies
from approximately 0.6 volt at minimum throttle
opening (idle) to a maximum of 4.5 volts at wide open
throttle.
Along with inputs from other sensors, the PCM
uses the TPS input to determine current engine oper-
ating conditions. The PCM also adjusts fuel injectorpulse width and ignition timing based on these
inputs.
REMOVAL
(1) Disconnect the negative battery cable.
(2) Remove the electrical connector from the Inlet
Air Temperature sensor.
(3) Remove the air cleaner box lid. Remove hose
from throttle body.
(4) Disconnect the electrical connector at TPS.
(5) Disconnect the electrical connector at IAC.
(6) Remove the throttle and speed control cables
from throttle body.
(7) Remove 3 mounting bolts from throttle body.
(8) Remove throttle body.
(9) Disconnect the purge vacuum line from the
throttle body.
(10) Remove TPS from throttle body.
INSTALLATION
(1) Install TPS to throttle body.
(2) Disconnect the purge vacuum line from the
throttle body.
(3) Install throttle body.
(4) Install 3 mounting bolts from throttle body.
Tighten bolts.
(5) Install the throttle and speed control cables to
throttle body.
(6) Connect the electrical connector at TPS.
(7) Connect the electrical connector at IAC.
(8) Install the air cleaner box lid. Install hose to
throttle body.
(9) Install the electrical connector to the Inlet Air
Temperature sensor.
(10) Connect the negative battery cable.
Fig. 26 Throttle Position SensorÐ3.3/3.8L Engine
1 - IDLE AIR CONTROL VALVE
2 - TP SENSOR
RSFUEL INJECTION14-35
THROTTLE POSITION SENSOR (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
8. Internal power steering gear
noise.8. Replace power steering gear.
9. Damaged front suspension
crossmember.9. Replace front suspension
crossmember.
10. Stabilizer bar link ball joints
worn.10. Replace stabilizer bar link.
POPPING NOISE 1. Worn outer tie rod. 1. Replace outer tie rod.
CHIRP OR SQUEAL
(POWER STEERING
PUMP)1. Loose power steering pump drive
belt.1. Check and adjust power steering
pump drive belt to specifications or
replace automatic tensioner where
applicable. Replace belt if worn or
glazed.
WHINE, GROWL, MOAN
OR GROAN (POWER
STEERING PUMP)**1. Low fluid level. 1. Fill power steering fluid reservoir to
proper level and check for leaks (make
sure all air is bled from the system
fluid).
2. Power steering hose touching
vehicle body or frame.2. Adjust hose to proper position by
loosening, repositioning, and tightening
fitting to specified torque. Do not bend
tubing. Replace hose if damaged.
3. Extreme wear of power steering
pump internal components.3. Replace power steering pump and
flush system as necessary.
SUCKING AIR SOUND 1. Loose clamp on power steering
fluid return hose.1. Tighten or replace hose clamp.
2. Missing O-Ring on power steering
hose connection.2. Inspect connection and replace
O-Ring as required.
3. Low power steering fluid level. 3. Fill power steering fluid reservoir to
proper level and check for leaks.
4. Air leak between power steering
fluid reservoir and power steering
pump.4. Replace power steering pump (with
reservoir).
SQUEAK OR RUBBING
SOUND1. Steering column shroud rubbing. 1. Realign shrouds as necessary.
2. Steering column shaft rubbing. 2. Move or realign item rubbing shaft.
3. Clockspring noisy. 3. Remove clockspring. Reinstall wheel.
If noise is gone, replace clockspring.
4. Steering gear internally noisy. 4. Replace steering gear.
SCRUBBING OR
KNOCKING NOISE.1. Incorrect tire or wheel size. 1. Replace incorrect size tire or wheel
with size used as original equipment.
2. Interference between steering
gear and other vehicle components.2. Check for bent or misaligned
components and correct as necessary.
3. Steering gear internal stops worn
excessively allowing tires to be
steered excessively far.3. Replace steering gear.
19 - 4 STEERINGRS
STEERING (Continued)

NOTE: * There is some noise in all power steering
systems. One of the most common is a hissing
sound evident when turning the steering wheel
when at a standstill or when parking and the steer-
ing wheel is at the end of its travel. Hiss is a very
high frequency noise similar to that experienced
while slowly closing a water tap. The noise is
present in every valve and results when high veloc-ity fluid passes valve orifice edges. There is no
relationship between this noise and the perfor-
mance of the steering system.
NOTE: ** Power steering pump growl results from
the development of high pressure fluid flow. Nor-
mally this noise level should not be high enough to
be objectionable.
STEERING WHEEL FEEL
CONDITION POSSIBLE CAUSES CORRECTION
STEERING WHEEL/
COLUMN CLICKING,
CLUNKING OR RATTLING.1. Loose steering coupling pinch
bolt.1. Replace pinch bolt and torque to
specifications.
2. Steering column bearings. 2. Replace steering column.
STEERING WHEEL HAS
FORE AND AFT
LOOSENESS.1. Steering wheel retaining nut not
properly tightened and torqued.1. Tighten the steering wheel retaining nut
to its specified torque.
2. Steering column lower bearing
spring retainer slipped on steering
column shaft.2. Replace steering column.
3. Loose steering column to
instrument panel fasteners.3. Tighten fasteners to specified torque.
STEERING WHEEL OR
DASH VIBRATES DURING
LOW SPEED OR
STANDSTILL STEERING
MANEUVERS.1. Air in the fluid of the power
steering system.1. Bleed air from system following the
power steering pump initial operation
service procedure.*
2. Tires not properly inflated. 2. Inflate tires to the specified pressure.
3. Excessive engine vibration. 3. Ensure that the engine is running
properly.
4. Loose tie rod end jam nut. 4. Tighten the inner to outer tie rod jam nut
to the specified torque.
5.Overcharged air conditioning
system.5.Check air conditioning pump head
pressure and correct as necessary.
STEERING CATCHES,
STICKS IN CERTAIN
POSITIONS OR IS
DIFFICULT TO TURN.1. Low power steering fluid level. 1. Fill power steering fluid reservoir to
specified level and check for leaks.
2. Tires not inflated to specified
pressure.2. Inflate tires to the specified pressure.
3. Lack of lubrication in front lower
control arm ball joints.3. Lubricate ball joints if ball joints are not a
lubricated-for-life type ball joint. If ball joint
is a lubricated-for-life ball joint, replace ball
joint.
4. Worn or binding lower control arm
ball joint.4. Replace lower control arm ball joint.
RSSTEERING19-5
STEERING (Continued)