2002 CHRYSLER CARAVAN change time

(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
P0106 (M) Barometric Pressure Out of Range MAP sensor input voltage out of an acceptable range
detected during reading of barometric pressure at key-on.
P0107 (M) Map Sensor Voltage Too Low MAP sensor input below minimum acceptable voltage.
P0108 (M) Map Sensor Voltage Too High MAP sensor input above maximum acceptable voltage.
P0110 Intake Air Temp Sensor Stuck A rationality error has been detected for the intake air temp.
sensor.
P0111 (M) Intake Air Temp Sensor Performance Intake Air change less than 3É C in 200 Miles
P0112 (M) Intake Air Temp Sensor Voltage Low Intake air (charge) temperature sensor input below the
minimum acceptable voltage.
P0113 (M) Intake Air Temp Sensor Voltage High Intake air (charge) temperature sensor input above the
maximum acceptable voltage.
P0116 Engine Coolant Temp Performance A rationality error has been detected in the coolant temp
sensor.
P0117 (M) ECT Sensor Voltage Too Low Engine coolant temperature sensor input below the minimum
acceptable voltage.
P0118 (M) ECT Sensor Voltage Too High Engine coolant temperature sensor input above the
maximum acceptable voltage.
P0121 (M) TPS Voltage Does Not Agree With
MAPTPS signal does not correlate to MAP sensor signal.
P0122 (M) Throttle Position Sensor Voltage Low Throttle position sensor input below the acceptable voltage
range.
P0123 (M) Throttle Position Sensor Voltage High Throttle position sensor input above the maximum
acceptable voltage.
P0125 (M) Engine Coolant Temp Not Reached Time to enter Closed Loop Operation (Fuel Control) is
excessive.
P0128 Thermostat Rationality A rationality error has been detected for the thermostat
P0129 Barometic Pressure Out-of-Range low MAP sensor input voltage out of an acceptable range
detected during reading of barometric pressure.
P0130 1/1 O2 Sensor Heater Relay Circuit An open or shorted condition detected in the ASD or CNG
shutoff relay control ckt.
P0131 (M) 1/1 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal
operating range.
P0132 (M) 1/1 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal
operating range.
P0133 (M) 1/1 O2 Sensor Slow Response Oxygen sensor response slower than minimum required
switching frequency.
P0134 (M) 1/1 O2 Sensor Stays at Center Neither rich or lean condition is detected from the oxygen
sensor input.
P0135 (M) 1/1 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0136 1/2 O2 Sensor Heater Relay Circuit An open or shorted condition detected in the ASD or CNG
shutoff relay control ckt.
P0137 (M) 1/2 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal
operating range.
8E - 14 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)
ProCarManuals.com

(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
P0330 Knock Sensor #2 Circuit Knock sensor (#2) signal above or below minimum
acceptable threshold voltage at particular engine speeds.
P0335 Crankshaft Position Sensor Circuit A rationality error has been detected for loss of crankshaft
position sensor.
P0339 Crankshaft Position Sensor Circuit
IntermittentA rationality error has been detected for intermittent loss of
crankshaft position sensor.
P0340 (M) Camshaft Position Sensor Circuit A rationality error has been detected for loss of camshaft
position sensor.
P0344 Camshaft Position Sensor Circuit
IntermittentA rationality error has been detected for intermittent loss of
camshaft position sensor.
P0350 Ignition Coil Draws Too Much Current A coil (1-5) is drawing too much current.
P0351 (M) Ignition Coil Primary # 1 Circuit Peak primary circuit current not achieved with maximum
dwell time.
P0352 (M) Ignition Coil Primary # 2 Circuit Peak primary circuit current not achieved with maximum
dwell time.
P0353 (M) Ignition Coil Primary # 3 Circuit Peak primary circuit current not achieved with maximum
dwell time.
P0354 (M) Ignition Coil Primary# 4 Circuit Peak primary circuit current not achieved with maximum
dwell time (High Impedance).
P0355 (M) Ignition Coil Primary # 5 Circuit Peak primary circuit current not achieved with maximum
dwell time (High Impedance).
P0356 (M) Ignition Coil Primary # 6 Circuit Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0357 Ignition Coil Primary # 7 Circuit Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0358 Ignition Coil Primary # 8 Circuit Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0400 Diesel EGR System Failure
P0401 (M) EGR System Failure Required change in air/fuel ration not detected during
diagnostic test.
P0403 (M) EGR Solenoid Circuit An open or shorted condition detected in the EGR solenoid
control circuit.
P0404 (M) EGR Position Sensor Rationality EGR position sensor signal does not correlate to EGR duty
cycle.
P0405 (M) EGR Position Sensor Volts Too Low EGR position sensor input below the acceptable voltage
range.
P0406 (M) EGR Position Sensor Volts Too High EGR position sensor input above the acceptable voltage
range.
P0412 Secondary Air Solenoid Circuit An open or shorted condition detected in the secondary air
(air switching/aspirator) solenoid control circuit.
P0420 (M) 1/1 Catalytic Converter Efficiency Catalyst 1/1 efficiency below required level.
P0432 (M) 1/2 Catalytic Converter Efficiency Catalyst 2/1 efficiency below required level.
P0440 General EVAP System Failure General system failure.
RSELECTRONIC CONTROL MODULES8E-17
POWERTRAIN CONTROL MODULE (Continued)
ProCarManuals.com

(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
P0441 (M) Evap Purge Flow Monitor Insufficient or excessive vapor flow detected during
evaporative emission system operation.
P0442 (M) Evap Leak Monitor 0.040 Leak
DetectedA 0.040 leak has been detected in the evaporative system.
P0443 (M) Evap Purge Solenoid Circuit An open or shorted condition detected in the EVAP purge
solenoid control circuit.
P0452 NVLD Pressure Switch Stuck Closed NVLD pressure switch stuck closed.
P0453 NVLD Pressure Switch Stuck Open NVLD pressure switch stuck open.
P0455 (M) Evap Leak Monitor Large Leak
DetectedA large leak has been detected in the evaporative system.
P0456 (M) Evap Leak Monitor 0.020 Leak
DetectedA 0.020 leak has been detected in the evaporative system.
P0460 Fuel Level Unit No Change Over Miles No movement of fuel level sender detected.
P0461 Fuel Level Unit No Changeover Time No level of fuel level sender detected.
P0462 Fuel Level Sending Unit Volts Too Low Fuel level sensor input below acceptable voltage.
P0463 Fuel Level Sending Unit Volts Too
HighFuel level sensor input above acceptable voltage.
P0480 Low Speed Fan Relay Control Circuit An open or shorted condition detected in the low speed rad.
fan relay control circuit.
P0481 High Speed Fan Relay Control Circuit An open or shorted condition detected in the high speed rad.
fan relay control circuit.
P0498 NVLD Canister Vent Valve Solenoid
Circuit LowA shorted low condition detected in NVLD solenoid circuit.
P0499 NVLD Canister Vent Valve Solenoid
Circuit HighA shorted high condition detected in NVLD solenoid circuit.
P0500 (M) No Vehicle Speed Sensor Signal No vehicle speed sensor signal detected during road load
conditions.
P0501 Vehicle Speed Sensor #1 Performance A rationality error has been detected for no vehicle speed
sensor signal detected during road load conditions.
P0505 (M) Idle Air Control Motor Circuits Replace idle air control motor.
P0508 (M) Idle Air Control Motor Circuit Low Idle Air Control Motor Circuit input below acceptable current
P0509 (M) Idle Air Control Motor Circuit High Idle Air Control Motor Circuit input above acceptable current
P0511 Idle Air Control Valve Solenoid Circuit An open or shorted condition detected in the IAC control
circuit.
P0513 Invalid SKIM Key The engine controller has received an invalid key from the
Smart Key Immobilizer Module.
P0516 Battery Temperature Sensor Low Battery Temp. sensor input below minimum acceptable
voltage.
P0517 Battery Temperature Sensor High Battery Temp. sensor input above maximum acceptable
voltage.
P0519 Idle Speed Performance A rationality error has been detected for target RPM not met
during drive idle condition. Possible Vacuum leak or IAC lost
steps.
8E - 18 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)
ProCarManuals.com

(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
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 High External temperature sensor input above acceptable voltage.
P1493 (M,G) Ambient/Batt Temp Sen Volts Too Low External 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 Circuit An 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 (M) PCM not Programmed PCM not programmed (generic controller fault).
P1603 PCM Internal Dual Port Ram
CommunicationDual port RAM communication link error.
P1604 PCM Internal Dual Port Ram
Read/Write Integrity FailureDual port RAM read/write error.
P1607 PCM internal Shutdown Timer
RationalityA rationality error has been detected for the shutdown timer.
P1680 Clutch Released Switch Circuit
P1681 No I/P Cluster CCD/J1850 Messages
ReceivedNo CCD/J1850 messages received from the cluster control
module.
P1682 (G) Charging System Voltage Too Low Battery voltage sense input below target charging voltage
during engine operation and no significant change in voltage
detected during active test of generator output circuit.
RSELECTRONIC CONTROL MODULES8E-23
POWERTRAIN CONTROL MODULE (Continued)
ProCarManuals.com

CLUTCH VOLUME INDEX (CVI)
An important function of the TCM is to monitor
Clutch Volume Index (CVI). CVIs represent the vol-
ume of fluid needed to compress a clutch pack.
The TCM monitors gear ratio changes by monitor-
ing the Input and Output Speed Sensors. The Input,
or Turbine Speed Sensor sends an electrical signal to
the TCM that represents input shaft rpm. The Out-
put Speed Sensor provides the TCM with output
shaft speed information.
By comparing the two inputs, the TCM can deter-
mine transaxle gear ratio. This is important to the
CVI calculation because the TCM determines CVIs
by monitoring how long it takes for a gear change to
occur (Fig. 15).
Gear ratios can be determined by using the DRB
Scan Tool and reading the Input/Output Speed Sen-
sor values in the ªMonitorsº display. Gear ratio can
be obtained by dividing the Input Speed Sensor value
by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000
rpm and the output shaft is rotating at 500 rpm,
then the TCM can determine that the gear ratio is
2:1. In direct drive (3rd gear), the gear ratio changes
to 1:1. The gear ratio changes as clutches are applied
and released. By monitoring the length of time it
takes for the gear ratio to change following a shift
request, the TCM can determine the volume of fluid
used to apply or release a friction element.
The volume of transmission fluid needed to apply
the friction elements are continuously updated for
adaptive controls. As friction material wears, the vol-
ume of fluid need to apply the element increases.
Certain mechanical problems within the clutch
assemblies (broken return springs, out of position
snap rings, excessive clutch pack clearance, improper
assembly, etc.) can cause inadequate or out-of-rangeclutch volumes. Also, defective Input/Output Speed
Sensors and wiring can cause these conditions. The
following chart identifies the appropriate clutch vol-
umes and when they are monitored/updated:
CLUTCH VOLUMES
ClutchWhen Updated
Proper Clutch
Volume
Shift Sequence Oil Temperature Throttle Angle
L/R2-1 or 3-1 coast
downshift>70É <5É 35to83
2/4 1-2 shift
> 110É5 - 54É20 to 77
OD 2-3 shift 48 to 150
UD 4-3 or 4-2 shift > 5É 24 to 70
Fig. 15 Example of CVI Calculation
1 - OUTPUT SPEED SENSOR
2 - OUTPUT SHAFT
3 - CLUTCH PACK
4 - SEPARATOR PLATE
5 - FRICTION DISCS
6 - INPUT SHAFT
7 - INPUT SPEED SENSOR
8 - PISTON AND SEAL
RSELECTRONIC CONTROL MODULES8E-29
TRANSMISSION CONTROL MODULE (Continued)
ProCarManuals.com

ELECTRONIC CONTROL MODULES
TABLE OF CONTENTS
page page
ENGINE CONTROL MODULE
DESCRIPTION..........................1
OPERATION............................1
STANDARD PROCEDURE - PCM/ECM/SKIM
PROGRAMMING - DIESEL...............2REMOVAL.............................4
INSTALLATION..........................4
ENGINE CONTROL MODULE
DESCRIPTION
The ECM is located in the left front corner of the
engine compartment attached to the radiator support
(Fig. 1).
OPERATION
The ECM has been programmed to monitor differ-
ent circuits of the diesel fuel injection system. Thismonitoring is called on-board diagnostics. Certain cri-
teria must be met for a diagnostic trouble code to be
entered into the ECM memory. The criteria may be a
range of: engine rpm, engine temperature, time or
other input signals to the ECM. If all of the criteria
for monitoring a system or circuit are met, and a
problem is sensed, then a DTC will be stored in the
ECM memory. It is possible that a DTC for a moni-
tored circuit may not be entered into the ECM mem-
ory, even though a malfunction has occurred. This
may happen when the monitoring criteria have not
been met. The ECM compares input signal voltages
from each input device with specifications (the estab-
lished high and low limits of the input range) that
are programmed into it for that device. If the input
voltage is not within the specifications and other
trouble code criteria are met, a DTC will be stored in
the ECM memory.
ECM OPERATING MODES
As input signals to the ECM change, the ECM
adjusts its response to the output devices. For exam-
ple, the ECM must calculate a different fuel quantity
and fuel timing for engine idle condition than it
would for a wide open throttle condition. There are
several different modes of operation that determine
how the ECM responds to the various input signals.
Ignition Switch On (Engine Off)
When the ignition is turned on, the ECM activates
the glow plug relay for a time period that is deter-
mined by engine coolant temperature, atmospheric
temperature and battery voltage.
Engine Start-Up Mode
The ECM uses the engine temperature sensor and
the crankshaft position sensor (engine speed) inputs
to determine fuel injection quantity.
Normal Driving Modes
Engine idle, warm-up, acceleration, deceleration
and wide open throttle modes are controlled based on
all of the sensor inputs to the ECM. The ECM uses
Fig. 1 ENGINE CONTROL MODULE LOCATION-
TYPICAL
1 - BATTERY
2 - IPM (INTEGRATED POWER MODULE)
3 - ECM (ENGINE CONTROL MODULE)
4 - RETAINING BOLT
5 - RADIATOR SUPPORT
6 - CLUTCH CABLE BRACKET (LHD)
7 - CLUTCH CABLE BRACKET RETAINING BOLT (LHD)
RGELECTRONIC CONTROL MODULES8Ea-1
ProCarManuals.com

electrolyte can be caused by an overcharging condi-
tion. Be certain to diagnose the charging system after
replenishing the water in the battery for a low elec-
trolyte condition and before returning the vehicle to
service. Refer toCharging Systemfor additional
information.
The battery Group Size number, the Cold Cranking
Amperage (CCA) rating, and the Reserve Capacity
(RC) rating or Ampere-Hours (AH) rating can be
found on the original equipment battery label. Be
certain that a replacement battery has the correct
Group Size number, as well as CCA, and RC or AH
ratings that equal or exceed the original equipment
specification for the vehicle being serviced. Refer to
Battery Specificationsin this group for the loca-
tion of the proper factory-installed battery specifica-
tions.
OPERATION
The battery is designed to store electrical energy in
a chemical form. When an electrical load is applied to
the terminals of the battery, an electrochemical reac-
tion occurs. This reaction causes the battery to dis-
charge electrical current from its terminals. As the
battery discharges, a gradual chemical change takes
place within each cell. The sulfuric acid in the elec-
trolyte combines with the plate materials, causing
both plates to slowly change to lead sulfate. At the
same time, oxygen from the positive plate material
combines with hydrogen from the sulfuric acid, caus-
ing the electrolyte to become mainly water. The
chemical changes within the battery are caused by
the movement of excess or free electrons between the
positive and negative plate groups. This movement of
electrons produces a flow of electrical current
through the load device attached to the battery ter-
minals.
As the plate materials become more similar chem-
ically, and the electrolyte becomes less acid, the volt-
age potential of each cell is reduced. However, by
charging the battery with a voltage higher than that
of the battery itself, the battery discharging process
is reversed. Charging the battery gradually changes
the sulfated lead plates back into sponge lead and
lead dioxide, and the water back into sulfuric acid.
This action restores the difference in the electron
charges deposited on the plates, and the voltage
potential of the battery cells. For a battery to remain
useful, it must be able to produce high-amperage cur-
rent over an extended period. A battery must also be
able to accept a charge, so that its voltage potential
may be restored.
The battery is vented to release excess hydrogen
gas that is created when the battery is being charged
or discharged. However, even with these vents,
hydrogen gas can collect in or around the battery. Ifhydrogen gas is exposed to flame or sparks, it may
ignite. If the electrolyte level is low, the battery may
arc internally and explode. If the battery is equipped
with removable cell caps, add distilled water when-
ever the electrolyte level is below the top of the
plates. If the battery cell caps cannot be removed, the
battery must be replaced if the electrolyte level
becomes low.
DIAGNOSIS AND TESTING - BATTERY
The battery must be completely charged and the
terminals should be properly cleaned and inspected
before diagnostic procedures are performed. Refer to
Battery System Cleaning for the proper cleaning pro-
cedures, and Battery System Inspection for the
proper battery inspection procedures. Refer to Stan-
dard Procedures for the proper battery charging pro-
cedures.
MICRO 420 ELECTRICAL SYSTEM TESTER
The Micro420 automotive battery tester is designed
to help the dealership technicians diagnose the cause
of a defective battery. Follow the instruction manual
supplied with the tester to properly diagnose a vehi-
cle. If the instruction manual is not available refer to
the standard procedure in this section, which
includes the directions for using the Micro420 electri-
cal system tester.
WARNING: IF THE BATTERY SHOWS SIGNS OF
FREEZING, LEAKING OR LOOSE POSTS, DO NOT
TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
MAY ARC INTERNALLY AND EXPLODE. PERSONAL
INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
AND AROUND THE BATTERY. DO NOT SMOKE,
USE FLAME, OR CREATE SPARKS NEAR THE BAT-
TERY. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC
ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID
CONTACT WITH THE SKIN, EYES, OR CLOTHING.
IN THE EVENT OF CONTACT, FLUSH WITH WATER
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
OF THE REACH OF CHILDREN.
A battery that will not accept a charge is faulty,
and must be replaced. Further testing is not
required. A fully-charged battery must be load tested
to determine its cranking capacity. A battery that is
fully-charged, but does not pass the load test, is
faulty and must be replaced.
RSBATTERY SYSTEM8F-9
BATTERY (Continued)
ProCarManuals.com

tive plates to prevent them from contacting or short-
ing against one another. These dissimilar metal
plates are submerged in a sulfuric acid and water
solution called an electrolyte.
Some factory-installed batteries have a built-in test
indicator (hydrometer). The color visible in the sight
glass of the indicator will reveal the battery condi-
tion. For more information on the use of the built-in
test indicator, refer toStandard ProceduresThe
chemical composition of the metal coated plates
within the low-maintenance battery reduces battery
gassing and water loss, at normal charge and dis-
charge rates. Therefore, the battery should not
require additional water in normal service. If the
electrolyte level in this battery does become low, dis-
tilled water must be added. However, rapid loss of
electrolyte can be caused by an overcharging condi-
tion. Be certain to diagnose the charging system after
replenishing the water in the battery for a low elec-
trolyte condition and before returning the vehicle to
service. Refer toCharging Systemfor additional
information.
The battery Group Size number, the Cold Cranking
Amperage (CCA) rating, and the Reserve Capacity
(RC) rating or Ampere-Hours (AH) rating can be
found on the original equipment battery label. Be
certain that a replacement battery has the correct
Group Size number, as well as CCA, and RC or AH
ratings that equal or exceed the original equipment
specification for the vehicle being serviced. Refer to
Battery Specificationsin this group for the loca-
tion of the proper factory-installed battery specifica-
tions.
OPERATION
The battery is designed to store electrical energy in
a chemical form. When an electrical load is applied to
the terminals of the battery, an electrochemical reac-
tion occurs. This reaction causes the battery to dis-
charge electrical current from its terminals. As the
battery discharges, a gradual chemical change takes
place within each cell. The sulfuric acid in the elec-
trolyte combines with the plate materials, causing
both plates to slowly change to lead sulfate. At the
same time, oxygen from the positive plate material
combines with hydrogen from the sulfuric acid, caus-
ing the electrolyte to become mainly water. The
chemical changes within the battery are caused by
the movement of excess or free electrons between the
positive and negative plate groups. This movement of
electrons produces a flow of electrical current
through the load device attached to the battery ter-
minals.
As the plate materials become more similar chem-
ically, and the electrolyte becomes less acid, the volt-
age potential of each cell is reduced. However, bycharging the battery with a voltage higher than that
of the battery itself, the battery discharging process
is reversed. Charging the battery gradually changes
the sulfated lead plates back into sponge lead and
lead dioxide, and the water back into sulfuric acid.
This action restores the difference in the electron
charges deposited on the plates, and the voltage
potential of the battery cells. For a battery to remain
useful, it must be able to produce high-amperage cur-
rent over an extended period. A battery must also be
able to accept a charge, so that its voltage potential
may be restored.
The battery is vented to release excess hydrogen
gas that is created when the battery is being charged
or discharged. However, even with these vents,
hydrogen gas can collect in or around the battery. If
hydrogen gas is exposed to flame or sparks, it may
ignite. If the electrolyte level is low, the battery may
arc internally and explode. If the battery is equipped
with removable cell caps, add distilled water when-
ever the electrolyte level is below the top of the
plates. If the battery cell caps cannot be removed, the
battery must be replaced if the electrolyte level
becomes low.
DIAGNOSIS AND TESTING - BATTERY
The battery must be completely charged and the
terminals should be properly cleaned and inspected
before diagnostic procedures are performed. Refer to
Battery System Cleaning for the proper cleaning pro-
cedures, and Battery System Inspection for the
proper battery inspection procedures. Refer to Stan-
dard Procedures for the proper battery charging pro-
cedures.
MICRO 420 ELECTRICAL SYSTEM TESTER
The Micro420 automotive battery tester is designed
to help the dealership technicians diagnose the cause
of a defective battery. Follow the instruction manual
supplied with the tester to properly diagnose a vehi-
cle. If the instruction manual is not available refer to
the standard procedure in this section, which
includes the directions for using the Micro420 electri-
cal system tester.
WARNING: IF THE BATTERY SHOWS SIGNS OF
FREEZING, LEAKING OR LOOSE POSTS, DO NOT
TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
MAY ARC INTERNALLY AND EXPLODE. PERSONAL
INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
AND AROUND THE BATTERY. DO NOT SMOKE,
USE FLAME, OR CREATE SPARKS NEAR THE BAT-
TERY. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT.
RGBATTERY SYSTEM8Fa-9
BATTERY (Continued)
ProCarManuals.com