2002 CHRYSLER CARAVAN wiring

HORN SYSTEM TEST
CONDITION POSSIBLE CAUSE CORRECTION
HORN SOUNDS CONTINUOUSLY.
NOTE: IMMEDIATELY UNPLUG HORN
RELAY IN THE IPM.(1) FAULTY HORN RELAY. (1) REFER TO HORN RELAY TEST.
(2) HORN CONTROL
CIRCUIT TO RELAY
SHORTED TO GROUND.(2) CHECK TERMINAL 85 IN IPM
FOR CONTINUITY TO GROUND. IF
CONTINUITY TO GROUND
INDICATES:
(A) STEERING WHEEL HORN
SWITCH/LEAD SHORTED TO
GROUND.
(B) WIRING HARNESS SHORTED
TO GROUND. FIND THE SHORT
AND REPAIR AS NECESSARY.
(3) PINCHED HORN
SWITCH WIRE UNDER
DRIVER AIRBAG MODULE.(3) REPLACE DRIVER AIRBAG
MODULE TRIM COVER.
(4) FAULTY HORN SWITCH. (4) REPLACE DRIVER AIRBAG
MODULE TRIM COVER.
(5) FAULTY CLOCKSPRING. (5) REPLACE CLOCKSPRING.
(6) FAULTY FRONT
CONTROL MODULE.(6) REFER TO ELECTRONIC
CONTROL MODULES/FRONT
CONTROL MODULE.
HORN SOUND INTERMITTENTLY AS
THE STEERING WHEEL IS TURNED.(1) HORN RELAY
CONTROL CIRCUIT X3 IS
SHORTED TO GROUND
INSIDE STEERING
COLUMN OR WHEEL.(1) REMOVE DRIVER AIRBAG
MODULE AND/OR WHEEL. CHECK
FOR RUBBING OR LOOSE
WIRE/CONNECTOR, REPAIR AS
NECESSARY.
(2) PINCHED HORN
SWITCH WIRE UNDER
DRIVER AIRBAG MODULE.(2) REPLACE DRIVER AIRBAG
MODULE TRIM COVER.
(3) FAULTY HORN SWITCH. (3) REPLACE DRIVER AIRBAG
MODULE TRIM COVER.
(4) FAULTY CLOCKSPRING. (4) REPLACE CLOCKSPRING.
HORN DOES NOT SOUND (1) CHECK FUSE 8 IN
INTELLIGENT POWER
MODULE.(1) REPLACE FUSE IF BLOWN
REPAIR AS NECESSARY.
(2) NO VOLTAGE AT HORN
RELAY TERMINALS 30 &
86, AND FUSE IS OK.(2) NO VOLTAGE, REPAIR THE
CIRCUIT AS NECESSARY.
(3) OPEN CIRCUIT FROM
TERMINAL 85 OF THE
HORN RELAY TO HORN
SWITCH, X3 CIRCUIT.(3) REPAIR CIRCUIT AS
NECESSARY.
(4) FAULTY OR DAMAGED
HORN.(4) VOLTAGE AT HORN WHEN
HORN SWITCH IS PRESSED,
REPLACE HORN.
8H - 2 HORNRS
HORN SYSTEM (Continued)
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CONDITION POSSIBLE CAUSE CORRECTION
(5) FAULTY HORN SWITCH. (5) REPLACE DRIVER AIRBAG
MODULE TRIM COVER.
(6) FAULTY CLOCKSPRING. (6) REPLACE CLOCKSPRING.
(7) FAULTY FRONT
CONTROL MODULE.(7) REFER TO ELECTRONIC
CONTROL MODULES/FRONT
CONTROL MODULE.
FUSE BLOWS WHEN HORN SOUNDS (1) SHORT CIRCUIT IN
HORN OR HORN WIRING.(1) REMOVE HORN RELAY, CHECK
FOR SHORTED HORN OR HORN
WIRING. DISCONNECT HORN WIRE
HARNESS TO ISOLATE SHORT
AND REPAIR AS NECESSARY.
(2) FAULTY CLOCKSPRING. (2) REPLACE CLOCKSPRING.
FUSE BLOWS WITHOUT BLOWING
HORN(1) SHORT CIRCUIT. (1) REMOVE RELAY, INSTALL NEW
FUSE, IF FUSE DOES NOT BLOW
REPLACE HORN RELAY. IF FUSE
BLOWS WITH RELAY REMOVED,
CHECK FOR SHORT TO GROUND
WITH OHMMETER ON CIRCUIT
BETWEEN TERMINALS 30 & 86
AND THE FUSE TERMINAL. REPAIR
AS NECESSARY.
(2) FAULTY CLOCKSPRING. (2) REPLACE CLOCKSPRING.
HORN
DIAGNOSIS AND TESTING - HORN
HORN
(1) Disconnect wire connector at horn.
(2) Using a voltmeter, connect one lead to ground
terminal and the other lead to the positive wire ter-
minal (Fig. 1).
(3) Depress the horn switch, battery voltage
should be present.
(4) If no voltage, refer toHORNS WILL NOT
SOUND. If voltage is OK, go to step Step 5.
(5) Using ohmmeter, test ground wire for continu-
ity to ground.
(6) If no ground repair as necessary.
(7) If wires test OK and horn does not sound,
replace horn.
HORNS SOUND CONTINUOUSLY
CAUTION: Continuous sounding of horns may
cause relay to fail.The horn switch (membrane) sometimes can be the
cause without the switch being depressed.
(1) Remove the horn relay from the intelligent
power module.
(2) Using a continuity tester, test continuity from
the X3 cavity of the horn relay to ground. Refer to
the appropriate wiring information. The wiring infor-
mation includes wiring diagrams, proper wire and
connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
(a) If continuity is detected, proceed to step Step
3.
(b) If NO continuity, replace the horn relay.
(3) Remove the airbag trim cover from the steering
wheel and disengage horn connector.
(4) Install horn relay into Integrated Power Mod-
ule (IPM).
(a) If horn does not sound, replace airbag trim
cover.
(b) If horn sounds, repair grounded X3 circuit
from IPM to clockspring in the steering column.
HORNS WILL NOT SOUND
Check horn fuse#8intheIPM. If fuse is blown,
check for a shorted switch in the airbag module. and
refer to FUSE BLOWN section. If fuse is OK, refer to
FUSE OK section.
RSHORN8H-3
HORN SYSTEM (Continued)
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HORN RELAY
DIAGNOSIS AND TESTING - HORN RELAY
(1) Remove horn relay.
(2) Using ohmmeter, test between relay connector
terminals 85 to 86 for 70 to 75 ohms resistance. If
resistance not OK, replace relay.
(3) Test for continuity between ground and termi-
nal 85 of horn relay.
(a) When the horn switch is not depressed, no
continuity should be present.
(b) Continuity to ground when horn switch is
depressed.
(c) If continuity is not correct repair horn
switch or wiring as necessary.
(4) Using voltmeter, test voltage at:
(a) Terminals 30 and 86 of the horn relay to
body ground.
(b) If NO voltage check fuse 8 of the intelligent
power module.
(c) If incorrect voltage, repair as necessary.
(5) Insert a jumper wire between terminal 30 and
87 of the intelligent power module.
(a) If horn sounds replace relay.(b) If the horn does not sound, install horn relay
and refer to Horn Test.REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove cover from the intelligent power mod-
ule.
(3) Remove relay from intelligent power module.
INSTALLATION
(1) Push relay into intelligent power module.
(2) Install cover.
(3) Reconnect battery negative cable.
HORN SWITCH
DESCRIPTION
The horn switch is molded into the airbag trim
cover. The horn switch can not be serviced separately.
For service procedures, refer to ELECTRICAL /
RESTRAINTS.
RSHORN8H-5
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OPERATION
The camshaft position sensor provides cylinder
identification to the Powertrain Control Module
(PCM) (Fig. 1). The sensor generates pulses as
groups of notches on the camshaft sprocket pass
underneath it (Fig. 2). The PCM keeps track of
crankshaft rotation and identifies each cylinder by
the pulses generated by the notches on the camshaft
sprocket. Four crankshaft pulses follow each group of
camshaft pulses.
When the PCM receives 2 cam pulses followed by
the long flat spot on the camshaft sprocket, it knows
that the crankshaft timing marks for cylinder 1 are
next (on driveplate). When the PCM receives one
camshaft pulse after the long flat spot on the
sprocket, cylinder number 2 crankshaft timing marks
are next. After 3 camshaft pulses, the PCM knows
cylinder 4 crankshaft timing marks follow. One cam-
shaft pulse after the 3 pulses indicates cylinder 5.
The 2 camshaft pulses after cylinder 5 signals cylin-
der 6 (Fig. 2). The PCM can synchronize on cylinders
1or4.
When metal aligns with the sensor, voltage goes
low (less than 0.3 volts). When a notch aligns with
the sensor, voltage switches high (5.0 volts). As a
group of notches pass under the sensor, the voltage
switches from low (metal) to high (notch) then back
to low. The number of notches determine the amount
of pulses. If available, an oscilloscope can display the
square wave patterns of each timing event.
Top Dead Center (TDC) does not occur when
notches on the camshaft sprocket pass below the cyl-
inder. TDC occurs after the camshaft pulse (or
pulses) and after the 4 crankshaft pulses associatedwith the particular cylinder. The arrows and cylinder
call outs on (Fig. 2) represent which cylinder the flat
spot and notches identify, they do not indicate TDC
position.
REMOVAL
REMOVAL - 2.4L
The camshaft position sensor is mounted to the
rear of the cylinder head.
(1) Remove the negative battery cable.
(2) Disconnect electrical connectors from the cam-
shaft position sensor (Fig. 3).
(3) Remove camshaft position sensor mounting
screws. Remove sensor.
(4) Loosen screw attaching target magnet to rear
of camshaft and remove magnet (Fig. 4).
REMOVAL - 3.3/3.8L
(1) Disconnect the negative battery cable.
(2) Remove the air box cover and inlet tube (Fig.
5).
(3) Disconnect camshaft position sensor electrical
connector from the wiring harness connector (Fig. 6).
(4) Remove bolt holding sensor.
(5) Rotate sensor away from block.
Fig. 1 Camshaft Position Sensor
1 - ELECTRICAL CONNECTOR
2 - O-RING
3 - PAPER SPACER
Fig. 2 Camshaft Sprocket
1 - CAMSHAFT SPROCKET
2 - CYL #6
3 - CYL #5
4 - CYL #4
5 - CYL #3
6 - CYL #2
7 - CYL #1
8I - 4 IGNITION CONTROLRS
CAMSHAFT POSITION SENSOR (Continued)
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(6) Pull sensor up out of the chain case cover.Do
not pull on the sensor wiring.There is an O-ring
on the body of the sensor. The O-ring may make
removal difficult. A light tap to top of sensor prior to
removal may reduce force needed for removal.
Fig. 3 EGR/CAM SENSOR 2.4L
Fig. 4 Target Magnet Removal/Installation
1 - TARGET MAGNET
2 - MOUNTING BOLT
3 - REAR OF CYLINDER HEAD
Fig. 5 AIR BOX COVER
Fig. 6 CAMSHAFT POSITION SENSOR
RSIGNITION CONTROL8I-5
CAMSHAFT POSITION SENSOR (Continued)
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NOTE: Always check the functionality of the cluster
by running the self test prior to troubleshooting.
INSTRUMENT CLUSTER DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
INSTRUMENT CLUSTER
INOPERATIVE. NO
RESPONSE FROM
INSTRUMENT CLUSTER.NO PCI BUS MESSAGES
FROM THE BCM.USE A DRB IIITSCAN TOOL TO CHECK THE BCM.
IF OK, LOOK FOR ANOTHER POSSIBLE CAUSE
FOR CLUSTER FAILURE. IF NOT OK, REFER TO
THE PROPER BODY DIAGNOSTIC PROCEDURES
MANUAL.
SPREAD TERMINAL(S)
ON WIRING HARNESS
CLUSTER CONNECTOR.REMOVE CLUSTER FROM INSTRUMENT PANEL
AND CHECK WIRING HARNESS CONNECTOR FOR
SPREAD TERMINAL. IF OK, LOOK FOR ANOTHER
POSSIBLE CAUSE FOR THE CLUSTER FAILURE. IF
NOT OK, REPAIR CONNECTOR.
BCM IS NOT RECEIVING
PROPER INPUT FROM
THE IGNITION SWITCH.1. USE A DRB IIITSCAN TOOL TO VERIFY IGNITION
SWITCH STATUS INTO THE BCM. IF NOT OK, GO
TO STEP (2). IF OK, LOOK AT ANOTHER POSSIBLE
CAUSE OF FAILURE.
2. CHECK IGNITION SWITCH FUNCTION AND
WIRING.
INTERNAL CLUSTER
FAILURE.REPLACE CLUSTER.
WAKE UP CIRCUIT
FAULTY.VERIFY CONTINUITY OF WAKE UP CIRCUIT FROM
BCM TO MIC. CIRCUIT SHALL BE LOW WHENEVER
BCM IS AWAKE.
POWER OR GROUND
MISSING.IF NO RESPONSE FROM THE MIC, CHECK FOR
POWER AND GROUND AT THE MIC CONNECTOR.
REFER TO WIRING DIAGRAMS FOR CONNECTOR
CALL OUTS.
RSINSTRUMENT CLUSTER8J-3
INSTRUMENT CLUSTER (Continued)
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SPEEDOMETER DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
NO POINTER
MOVEMENT.1. INTERNAL CLUSTER
FAILURE.1.A. PERFORM CLUSTER SELF-DIAGNOSTIC TEST
AND CHECK FOR FAULT CODES.
²IF SPEEDOMETER POINTER MOVES TO
CALIBRATION POINTS DURING TEST LOOK FOR
ANOTHER POSSIBLE CAUSE OF FAILURE.
²IF THE POINTER DOESN'T MOVE DURING TEST,
CHECK FOR POWER AND GROUND TO THE MIC. IF
POWER AND GROUND ARE PRESENT GO TO STEP
1.B.
1.B. REPLACE CLUSTER. GO TO STEP 1.C.
1.C. CONNECT CLUSTER INTO INSTRUMENT
PANEL WIRING HARNESS. PLACE IT BACK INTO
THE PROPER POSITION IN THE INSTRUMENT
PANEL. PUT IN THE TOP FOUR MOUNTING
SCREWS AND SECURE THE CLUSTER TO THE
INSTRUMENT PANEL.
2. NO SPEED PCI BUS
MESSAGE OR ZERO
MPH PCI SPEED BUS
MESSAGE.2.A. CHECK THE PCM (CODE 10) USING A DRB IIIT
SCAN TOOL. IF OK, GO TO STEP 2.B. IF NOT OK,
REFER TO THE PROPER POWERTRAIN
DIAGNOSTIC PROCEDURES MANUAL TO REPAIR
THE PCM.
2.B. CHECK THE SPEED SIGNAL INPUT INTO THE
PCM. THE SPEED SIGNAL ORIGINATES FROM ONE
OF THE FOLLOWING SOURCES:
²A DISTANCE SENSOR FOR VEHICLES WITH 3
SPEED AUTOMATIC TRANSMISSION. CHECK
CONTINUITY FROM DISTANCE SENSOR TO PCM. IF
OK, REPLACE DISTANCE SENSOR. IF NOT OK,
REPAIR WIRING.
²THE TCM FOR VEHICLES WITH THE 4 SPEED
ELECTRONIC TRANSMISSIONS. CHECK
CONTINUITY FROM TCM TO PCM. IF OK, USE A
DRB IIITSCAN TOOL TO CHECK TCM. REFER TO
THE PROPER TRANSMISSION DIAGNOSTIC
PROCEDURES MANUAL TO REPAIR THE TCM. IF
NOT OK, REPAIR WIRING.
8J - 4 INSTRUMENT CLUSTERRS
INSTRUMENT CLUSTER (Continued)
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CONDITION POSSIBLE CAUSES CORRECTION
ERRATIC POINTER
MOVEMENT.1. ERRATIC MESSAGE
FROM ANOTHER
MODULE.1.A. CHECK THE BCM USING A DRB IIITSCAN TOOL
IF OK, GO TO STEP 1.B. IF NOT OK, REFER TO THE
PROPER BODY DIAGNOSTIC PROCEDURES
MANUAL TO REPAIR THE BCM.
1.B. CHECK THE PCM USING A DRB IIITSCAN
TOOL. IF OK, GO TO STEP 1.C. IF NOT OK, REFER
TO THE PROPER POWERTRAIN DIAGNOSTIC
PROCEDURES MANUAL TO REPAIR THE PCM.
1.C. CHECK THE SPEED SIGNAL INPUT INTO THE
PCM. THE SPEED SIGNAL ORIGINATES FROM ONE
OF THE FOLLOWING SOURCES:
²A DISTANCE SENSOR FOR VEHICLES WITH 3
SPEED AUTOMATIC TRANSMISSION. CHECK
CONTINUITY FROM DISTANCE SENSOR TO PCM. IF
OK, REPLACE DISTANCE SENSOR. IF NOT OK,
REPAIR WIRING.
²THE TCM FOR VEHICLES WITH THE 4 SPEED
ELECTRONIC TRANSMISSIONS. CHECK
CONTINUITY FROM TCM TO PCM. IF OK, USE A
DRB IIITSCAN TOOL TO CHECK TCM. REFER TO
THE PROPER TRANSMISSION DIAGNOSTIC
PROCEDURES MANUAL TO REPAIR THE TCM. IF
NOT OK, REPAIR WIRING.
2. INTERNAL CLUSTER
FAILURE.2.A. PERFORM CLUSTER SELF-DIAGNOSTIC TEST
AND CHECK FOR FAULT CODES.
²IF THE POINTER MOVES DURING TEST BUT
STILL APPEARS ERRATIC, THEN GO TO STEP 2.B.
2.B. REPLACE CLUSTER ASSEMBLY.
RSINSTRUMENT CLUSTER8J-5
INSTRUMENT CLUSTER (Continued)
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