2002 CHRYSLER CARAVAN wiring

CONVENTIONAL BATTERY CHARGING TIME TABLE
Charging
Amperage5 Amps10
Amps20 Amps
Open Circuit
VoltageHours Charging @ 21É C (70É
F)
12.25 to 12.49 6 hours 3 hours 1.5
hours
12.00 to 12.24 10 hours 5 hours 2.5
hours
10.00 to 11.99 14 hours 7 hours 3.5
hours
Below 10.00 18 hours 9 hours 4.5
hours
STANDARD PROCEDURE - OPEN-CIRCUIT
VOLTAGE TEST
A battery open-circuit voltage (no load) test will
show the approximate state-of-charge of a battery.
This test can be used if no other battery tester is
available.
Before proceeding with this test, completely charge
the battery. Refer to Standard Procedures for the
proper battery charging procedures.
(1) Before measuring the open-circuit voltage, the
surface charge must be removed from the battery.
Turn on the headlamps for fifteen seconds, then
allow up to five minutes for the battery voltage to
stabilize.
(2) Disconnect and isolate both battery cables, neg-
ative cable first.
(3) Using a voltmeter connected to the battery
posts (see the instructions provided by the manufac-
turer of the voltmeter), measure the open-circuit volt-
age (Fig. 9).
See the Open-Circuit Voltage Table. This voltage
reading will indicate the battery state-of-charge, but
will not reveal its cranking capacity. If a battery has
an open-circuit voltage reading of 12.4 volts orgreater, it may be load tested to reveal its cranking
capacity. Refer to Standard Procedures for the proper
battery load test procedures.
OPEN CIRCUIT VOLTAGE TABLE
Open Circuit Voltage Charge Percentage
11.7 volts or less 0%
12.0 volts 25%
12.2 volts 50%
12.45 volts 75%
12.65 volts or more 100%
STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST
The term Ignition-Off Draw (IOD) identifies a nor-
mal condition where power is being drained from the
battery with the ignition switch in the Off position. A
normal vehicle electrical system will draw from five
to thirty-five milliamperes (0.015 to 0.025 ampere)
with the ignition switch in the Off position, and all
non-ignition controlled circuits in proper working
order. Up to twenty-five milliamperes are needed to
enable the memory functions for the Powertrain Con-
trol Module (PCM), digital clock, electronically tuned
radio, and other modules which may vary with the
vehicle equipment.
A vehicle that has not been operated for approxi-
mately twenty-one days, may discharge the battery
to an inadequate level. When a vehicle will not be
used for twenty-one days or more (stored), remove
the IOD fuse from the Integrated Power Module
(IPM). This will reduce battery discharging.
Excessive IOD can be caused by:
²Electrical items left on.
²Faulty or improperly adjusted switches.
²Faulty or shorted electronic modules and compo-
nents.
²An internally shorted generator.
²Intermittent shorts in the wiring.
If the IOD is over twenty-five milliamperes, the
problem must be found and corrected before replac-
ing a battery. In most cases, the battery can be
charged and returned to service after the excessive
IOD condition has been corrected.
(1) Verify that all electrical accessories are off.
Turn off all lamps, remove the ignition key, and close
all doors. If the vehicle is equipped with an illumi-
nated entry system or an electronically tuned radio,
allow the electronic timer function of these systems
to automatically shut off (time out). This may take
up to three minutes.
(2) Disconnect the battery negative cable.
(3) Set an electronic digital multi-meter to its
highest amperage scale. Connect the multi-meter
Fig. 9 Testing Open-Circuit Voltage - Typical
RSBATTERY SYSTEM8F-13
BATTERY (Continued)
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between the disconnected battery negative cable ter-
minal clamp and the battery negative terminal post.
Make sure that the doors remain closed so that the
illuminated entry system is not activated. The multi-
meter amperage reading may remain high for up to
three minutes, or may not give any reading at all
while set in the highest amperage scale, depending
upon the electrical equipment in the vehicle. The
multi-meter leads must be securely clamped to the
battery negative cable terminal clamp and the bat-
tery negative terminal post. If continuity between the
battery negative terminal post and the negative cable
terminal clamp is lost during any part of the IOD
test, the electronic timer function will be activated
and all of the tests will have to be repeated.
(4) After about three minutes, the high-amperage
IOD reading on the multi-meter should become very
low or nonexistent, depending upon the electrical
equipment in the vehicle. If the amperage reading
remains high, remove and replace each fuse or circuit
breaker in the Integrated Power Module (IPM), one
at a time until the amperage reading becomes very
low, or nonexistent. Refer to the appropriate wiring
information in this service manual for complete Inte-
grated Power Module fuse, circuit breaker, and cir-
cuit identification. This will isolate each circuit and
identify the circuit that is the source of the high-am-
perage IOD. If the amperage reading remains high
after removing and replacing each fuse and circuit
breaker, disconnect the wire harness from the gener-
ator. If the amperage reading now becomes very low
or nonexistent, refer to Charging System for the
proper charging system diagnosis and testing proce-
dures. After the high-amperage IOD has been cor-
rected, switch the multi-meter to progressively lower
amperage scales and, if necessary, repeat the fuse
and circuit breaker remove-and-replace process to
identify and correct all sources of excessive IOD. It is
now safe to select the lowest milliampere scale of the
multi-meter to check the low-amperage IOD.
CAUTION: Do not open any doors, or turn on any
electrical accessories with the lowest milliampere
scale selected, or the multi-meter may be damaged.
(5) Allow twenty minutes for the IOD to stabilize
and observe the multi-meter reading. The low-amper-
age IOD should not exceed twenty-five milliamperes
(0.025 ampere). If the current draw exceeds twenty-
five milliamperes, isolate each circuit using the fuse
and circuit breaker remove-and-replace process in
Step 4. The multi-meter reading will drop to within
the acceptable limit when the source of the excessive
current draw is disconnected. Repair this circuit as
required; whether a wiring short, incorrect switch
adjustment, or a component failure is at fault.STANDARD PROCEDURE - CHECKING BATTERY
ELECTROLYTE LEVEL
The following procedure can be used to check the
electrolyte level in a low-maintenance lead-acid bat-
tery.
(1) Unscrew and remove the battery cell caps with
a flat-bladed screw driver (Fig. 10).
WARNING: NEVER PUT YOUR FACE NEAR A GAS-
SING, HOT OR SWELLED BATTERY. SERIOUS PER-
SONAL INJURY MAY RESULT.
(2) Wearing safety glasses, look through the bat-
tery cell cap holes to determine the level of the elec-
trolyte in the battery. The electrolyte should be above
the hooks inside the battery cells (Fig. 11).
(3)Add only distilled wateruntil the electrolyte
is above the hooks inside the battery cells (Fig. 11).
REMOVAL - BATTERY
WARNING: A SUITABLE PAIR OF HEAVY DUTY
RUBBER GLOVES AND SAFETY GLASSES SHOULD
BE WORN WHEN REMOVING OR SERVICING A
BATTERY.
Fig. 10 BATTERY CELL CAP REMOVAL/
INSTALLATION - LOW-MAINTENANCE BATTERY
ONLY
1 - BATTERY CELL CAP
2 - BATTERY CASE
8F - 14 BATTERY SYSTEMRS
BATTERY (Continued)
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(1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off.
(2) Remove the nut with washer that secures the
battery hold down bracket to the battery tray and
support unit.
(3) Remove the battery hold down bracket from
the battery tray and support unit.
INSTALLATION
(1) Install the battery hold down bracket in the
battery tray and support unit.
(2) Install the nut with washer that secures the
battery hold down bracket to the battery tray and
support unit. Torque to 20 N´m (180 in. lbs.).
BATTERY CABLES
DESCRIPTION
The battery cables are large gauge, stranded cop-
per wires sheathed within a heavy plastic or syn-
thetic rubber insulating jacket. The wire used in the
battery cables combines excellent flexibility and reli-
ability with high electrical current carrying capacity.
Refer toWiring Diagramsin the index of this ser-
vice manual for the location of the proper battery
cable wire gauge information.
A clamping type female battery terminal made of
stamped metal is attached to one end of the battery
cable wire. A square headed pinch-bolt and hex nut
are installed at the open end of the female battery
terminal clamp. Large eyelet type terminals are
crimped onto the opposite end of the battery cable
wire and then solder-dipped. The battery positive
cable wires have a red insulating jacket to provide
visual identification and feature a larger female bat-
tery terminal clamp to allow connection to the larger
battery positive terminal post. The battery negative
cable wires have a black insulating jacket and a
smaller female battery terminal clamp.
The battery cables cannot be repaired and, if dam-
aged or faulty they must be replaced. Both the bat-
tery positive and negative cables are available for
service replacement only as a unit with the battery
wire harness, which may include portions of the wir-
ing circuits for the generator and other components
on some models. Refer toWiring Diagramsin the
index of this service manual for the location of more
information on the various wiring circuits included in
the battery wire harness for the vehicle being ser-
viced.
OPERATION
The battery cables connect the battery terminal
posts to the vehicle electrical system. These cables
also provide a path back to the battery for electricalcurrent generated by the charging system for restor-
ing the voltage potential of the battery. The female
battery terminal clamps on the ends of the battery
cable wires provide a strong and reliable connection
of the battery cable to the battery terminal posts.
The terminal pinch bolts allow the female terminal
clamps to be tightened around the male terminal
posts on the top of the battery. The eyelet terminals
secured to the opposite ends of the battery cable
wires from the female battery terminal clamps pro-
vide secure and reliable connection of the battery
cables to the vehicle electrical system.
The battery positive cable terminal clamp is
attached to the ends of two wires. One wire has an
eyelet terminal that connects the battery positive
cable to the B(+) terminal stud of the Integrated
Power Module (IPM), and the other wire has an eye-
let terminal that connects the battery positive cable
to the B(+) terminal stud of the engine starter motor
solenoid. The battery negative cable terminal clamp
is also attached to the ends of two wires. One wire
has an eyelet terminal that connects the battery neg-
ative cable to the vehicle powertrain through a stud
on the left side of the engine cylinder block. The
other wire has an eyelet terminal that connects the
battery negative cable to the vehicle body through a
ground screw on the left front fender inner shield,
near the battery.
DIAGNOSIS AND TESTING - BATTERY CABLE
A voltage drop test will determine if there is exces-
sive resistance in the battery cable terminal connec-
tions or the battery cable. If excessive resistance is
found in the battery cable connections, the connec-
tion point should be disassembled, cleaned of all cor-
rosion or foreign material, then reassembled.
Following reassembly, check the voltage drop for the
battery cable connection and the battery cable again
to confirm repair.
When performing the voltage drop test, it is impor-
tant to remember that the voltage drop is giving an
indication of the resistance between the two points at
which the voltmeter probes are attached.EXAM-
PLE:When testing the resistance of the battery pos-
itive cable, touch the voltmeter leads to the battery
positive cable terminal clamp and to the battery pos-
itive cable eyelet terminal at the starter solenoid
B(+) terminal stud. If you probe the battery positive
terminal post and the battery positive cable eyelet
terminal at the starter solenoid B(+) terminal stud,
you are reading the combined voltage drop in the
battery positive cable terminal clamp-to-terminal
post connection and the battery positive cable.
8F - 16 BATTERY SYSTEMRS
BATTERY HOLDDOWN (Continued)
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(4) Connect the voltmeter to measure between the
battery negative cable terminal clamp and a good
clean ground on the engine block (Fig. 16). Rotate
and hold the ignition switch in the Start position.
Observe the voltmeter. If the reading is above 0.2
volt, clean and tighten the battery negative cable
eyelet terminal connection to the engine block.
Repeat the test. If the reading is still above 0.2 volt,
replace the faulty battery negative cable.
REMOVAL
The battery cables on this model may include por-
tions of wiring circuits for the generator and other
components on the vehicle. If battery cable replace-
ment is required, it will be necessary to extract the
cables out of the engine wire harness assembly. Use
care not to damage the other wires and circuits
which are also packaged into the engine wire harness
assembly.
(1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off.
(2) Disconnect and isolate the negative battery
cable terminal.
(3) Remove the battery thermowrap (if equipped)
from the battery tray.
(4) Remove the tape from the engine wire harness
assembly, to access the desired battery cable.
(5) One at a time, trace and disconnect the battery
cable retaining fasteners and routing clips until the
desired cable is free from the vehicle.
(6) Feed the battery cable out of the vehicle.
INSTALLATION
(1) Position the battery cable in the vehicle.(2) One at a time, trace and install the battery
cable retaining fasteners and routing clips until the
desired cable is properly installed in the engine wire
harness assembly.
(3) Install the tape on the engine wire harness
assembly.
(4) Install the battery thermowrap (if equipped) on
the battery tray.
(5) Connect the negative battery cable terminal.
BATTERY TRAY
DESCRIPTION
The battery is mounted in a molded plastic battery
tray and support unit located in the left front corner
of the engine compartment. The battery tray and
support unit is secured with two nuts, one is located
directly under the battery and the other is located on
the right side of the tray which also serves as a cool-
ant bottle neck retaining bolt. An additional bolt is
located directly under the battery.
The battery tray and support unit also includes a
engine vacuum reservoir, located in the rear of the
unit (Fig. 17). And a drainage hose, located in the
front of the unit (Fig. 17).
Fig. 16 TEST GROUND CIRCUIT RESISTANCE -
TYPICAL
1 - VOLTMETER
2 - BATTERY
3 - ENGINE GROUND
Fig. 17 RS BATTERY TRAY
1 - ENGINE VACUUM RESERVOIR
2 - BATTERY TRAY ASSEMBLY
3 - DRAINAGE HOSE
8F - 18 BATTERY SYSTEMRS
BATTERY CABLES (Continued)
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CHARGING
TABLE OF CONTENTS
page page
CHARGING
DESCRIPTION - CHARGING SYSTEM.......21
OPERATION - CHARGING SYSTEM.........21
DIAGNOSIS AND TESTING - ON-BOARD
DIAGNOSTIC SYSTEM.................22
SPECIFICATIONS
GENERATOR........................23
TORQUE............................23
SPECIAL TOOLS.......................23
BATTERY TEMPERATURE SENSOR
DESCRIPTION.........................24
OPERATION...........................24
REMOVAL.............................24
GENERATOR
DESCRIPTION.........................24
OPERATION...........................24REMOVAL
REMOVAL - 2.4L......................24
REMOVAL - 3.3/3.8L...................24
INSTALLATION
INSTALLATION - 2.4L..................25
INSTALLATION - 3.3/3.8L................25
GENERATOR DECOUPLER PULLEY
DESCRIPTION.........................25
OPERATION...........................26
DIAGNOSIS AND TESTING - GENERATOR
DECOUPLER PULLEY..................26
REMOVAL.............................26
INSTALLATION.........................26
VOLTAGE REGULATOR
DESCRIPTION.........................27
OPERATION...........................27
CHARGING
DESCRIPTION - CHARGING SYSTEM
The charging system consists of:
²Generator
²Decoupler Pulley (If equipped)
²Electronic Voltage Regulator (EVR) circuitry
within the Powertrain Control Module (PCM)
²Ignition switch (refer to the Ignition System sec-
tion for information)
²Battery (refer to the Battery section for informa-
tion)
²Inlet Air Temperature (calculated battery tem-
perature)
²Voltmeter (refer to the Instrument Cluster sec-
tion for information if equipped)
²Wiring harness and connections (refer to the
Wiring section for information)
²Accessory drive belt (refer to the Cooling section
for more information)
OPERATION - CHARGING SYSTEM
The charging system is turned on and off with the
ignition switch. The system is on when the engine is
running and the ASD relay is energized. The ASD
relay is energized when the PCM grounds the ASD
control circuit. This voltage is connected through the
PCM or IPM (intelligent power module) (if equipped)
and supplied to one of the generator field terminals
(Gen. Source +) at the back of the generator.The generator is driven by the engine through a
serpentine belt and pulley or decoupler pulley
arrangement.
The amount of DC current produced by the gener-
ator is controlled by the EVR (field control) circuitry
contained within the PCM. This circuitry is con-
nected in series with the second rotor field terminal
and ground.
An Inlet air temperature sensor is used to calcu-
late the temperature near the battery. This tempera-
ture data, along with data from monitored line
voltage (battery voltage sense circuit), is used by the
PCM to vary the battery charging rate. This is done
by cycling the ground path to control the strength of
the rotor magnetic field. The PCM then compensates
and regulates generator current output accordingly
to maintain system voltage at the targeted system
voltage based on battery temperature.
All vehicles are equipped with On-Board Diagnos-
tics (OBD). All OBD-sensed systems, including EVR
(field control) circuitry, are monitored by the PCM.
Each monitored circuit is assigned a Diagnostic Trou-
ble Code (DTC). The PCM will store a DTC in elec-
tronic memory for certain failures it detects and
illuminate the (MIL) lamp. Refer to On-Board Diag-
nostics in the Electronic Control Modules(Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/POWERTRAIN CONTROL MODULE -
DESCRIPTION) section for more DTC information.
RSCHARGING8F-21
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BATTERY TEMPERATURE
SENSOR
DESCRIPTION
The PCM incorporates a Battery Temperature Sen-
sor (BTS) on its circuit board.
OPERATION
The PCM uses the temperature of the battery area
to control the charge system voltage. This tempera-
ture, along with data from monitored line voltage, is
used by the PCM to vary the battery charging rate.
The system voltage is higher at cold temperatures
and is gradually reduced as temperature around the
battery increases.
The ambient temperature sensor is used to control
the battery voltage based upon ambient temperature
(approximation of battery temperature). The PCM
maintains the optimal output of the generator by
monitoring battery voltage and controlling it to a
range of 13.5 - 14.7 volts based on battery tempera-
ture.
The battery temperature sensor is also used for
OBD II diagnostics. Certain faults and OBD II mon-
itors are either enabled or disabled depending upon
the battery temperature sensor input (example: dis-
able purge and EGR, enable LDP). Most OBD II
monitors are disabled below 20ÉF.
REMOVAL
The battery temperature sensor is not serviced sep-
arately. If replacement is necessary, the PCM must
be replaced.
GENERATOR
DESCRIPTION
The generator is belt-driven by the engine. It is
serviced only as a complete assembly. The generator
produces DC voltage at the B+ terminal. If the gen-
erator is failed, the generator assembly subcompo-
nents (generator and decoupler pulley) must be
inspected for individual failure and replaced accord-
ingly.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur-
rent into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The Y type stator winding connections deliver the
induced AC current to 3 positive and 3 negative
diodes for rectification. From the diodes, rectified DCcurrent is delivered to the vehicles electrical system
through the generator, battery, and ground terminals.
Excessive or abnormal noise emitting from the gen-
erator may be caused by:
²Worn, loose or defective bearings
²Loose or defective drive pulley (2.4L) or decou-
pler (3.3/3.8L)
²Incorrect, worn, damaged or misadjusted drive
belt
²Loose mounting bolts
²Misaligned drive pulley
²Defective stator or diode
²Damaged internal fins
REMOVAL
REMOVAL - 2.4L
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable.
(3) Disconnect the Inlet Air Temperature sensor.
(4) Remove the Air Box, refer to the Engine/Air
Cleaner for more information.
(5) Remove the EVAP Purge solenoid from its
bracket and reposition.
(6) Disconnect the push-in field wire connector
from back of generator.
(7) Remove nut holding B+ wire terminal to back
of generator.
(8) Separate B+ terminal from generator.
(9) Remove accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(10) Remove the generator.
REMOVAL - 3.3/3.8L
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable.
(3) Disconnect the push-in field wire connector
from back of generator.
(4) Remove nut holding B+ wire terminal to back
of generator.
(5) Separate B+ terminal from generator.
(6) Raise vehicle and support.
(7) Remove the right front lower splash shield.
(8) Remove accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(9) Remove the lower oil dip stick tube bolt (Fig.
2).
(10) Remove wiring harness from the oil dip stick
tube
(11) Remove the 3 mounting bolts.
(12) Lower vehicle.
(13) Remove oil dip stick tube from vehicle.
(14) Roll and remove the generator from vehicle
(Fig. 3).
8F - 24 CHARGINGRS
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INSTALLATION
INSTALLATION - 2.4L
(1) Install the generator.
(2) Install the accessory drive belt, refer to the
Cooling System section for proper procedures.
(3) Connect B+ terminal to generator.
(4) Install nut holding B+ wire terminal to back of
generator.
(5) Connect the push-in field wire connector to
back of generator.
(6) Install the EVAP Purge solenoid to its bracket.
(7) Install the Air Box, refer to the Engine/Air
Cleaner for more information.
(8) Connect the Inlet Air Temperature sensor.
(9) Connect battery negative cable.
INSTALLATION - 3.3/3.8L
(1) Roll and place generator in position on vehicle
(Fig. 3).
(2) Install upper bolts to hold generator in place.
(3) Lubricate the o-ring. Install oil dip stick tube.
(4) Install the upper oil dip stick tube bolt.
(5) Place B+ terminal in position on generator.
(6) Install nut to hold B+ wire terminal to back of
generator.
(7) Connect the push-in field wire connector into
back of generator.
(8) Raise vehicle and support.
(9) Install the lower mounting bolt and tighten.
(10) Install the lower oil dip stick tube bolt and
tighten (Fig. 2).
(11) Install accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(12) Install the right front lower splash shield.
(13) Lower vehicle.
(14) Install wiring harness to the oil dip stick tube
(15) Connect battery negative cable.
(16) Verify generator output rate.
GENERATOR DECOUPLER
PULLEY
DESCRIPTION
The Generator Decoupler is a one way clutch (Fig.
4). It is attached to the generator and replaces the
standard pulley. It is a non-serviceable item and is to
be replaced as an assembly. It is a dry operation (no
grease or lubricants). The operation of it is not tem-
perature sensitive and has a low sensitivity to elec-
trical load.
Fig. 2 DIP STICK LOWER BOLT
Fig. 3 GENERATOR 3.3/3.8L
RSCHARGING8F-25
GENERATOR (Continued)
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STARTING
TABLE OF CONTENTS
page page
STARTING
DESCRIPTION.........................28
OPERATION...........................28
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - STARTING
SYSTEM TEST.......................28
DIAGNOSIS AND TESTING - CONTROL
CIRCUIT TEST........................31
DIAGNOSIS AND TESTING - FEED CIRCUIT
RESISTANCE TEST....................33
DIAGNOSIS AND TESTING - FEED CIRCUIT
TEST...............................33SPECIFICATIONS
STARTER ...........................34
Torques.............................34
STARTER MOTOR
REMOVAL
REMOVAL - 2.4L......................35
REMOVAL - 3.3/3.8L...................36
INSTALLATION
INSTALLATION - 2.4L..................36
INSTALLATION - 3.3/3.8L................36
STARTING
DESCRIPTION
The starting system has (Fig. 1):
²Ignition switch
²Starter relay
²Transmission Range Sensor or Park/Neutral
Switch
²Wiring harness
²Battery
²Starter motor with an integral solenoid
²Powertrain Control Module (PCM)
OPERATION
These components form two separate circuits. A
high amperage circuit that feeds the starter motor up
to 300+ amps, and a control circuit that operates on
less than 20 amps.
The PCM controls a double start over-ride safety
that does not allow the starter to be engaged if the
engine is already running.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - STARTING
SYSTEM TEST
For circuit descriptions and diagrams, refer to the
Wiring Diagrams.WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO THE PASSIVE RESTRAINT SYS-
TEMS BEFORE ATTEMPTING STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
INSPECTION
Before removing any unit from the starting system
for repair or diagnosis, perform the following inspec-
tions:
²Battery- Visually inspect the battery for indi-
cations of physical damage and loose or corroded
cable connections. Determine the state-of-charge and
cranking capacity of the battery. Charge or replace
the battery, if required. Refer to the Battery section
for more information.
²Ignition Switch- Visually inspect the ignition
switch for indications of physical damage and loose
or corroded wire harness connections.
²Transmission Range Sensor- Visually inspect
the transmission range sensor for indications of phys-
ical damage and loose or corroded wire harness con-
nections.
²Starter Relay- Visually inspect the starter
relay for indications of physical damage and loose or
corroded wire harness connections.
8F - 28 STARTINGRS
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