2002 CHRYSLER VOYAGER radio

Any diagnosis of the Audio system should
begin with the use of the DRB IIItdiagnostic
tool. For information on the use of the DRB
IIIt, refer to the appropriate Diagnostic Service
Manual.
Refer to the appropriate wiring information. The
wiring information 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 connectors, splices and grounds.
CAUTION: The speaker output of the radio is a
ªfloating groundº system. Do not allow any speaker
lead to short to ground, as damage to the radio
may result.
(1) If all speakers are inoperative, check the radio
fuses in the junction block. If OK, go to Step 2. If not
OK, repair the shorted circuit or component as
required and replace the faulty fuse.
(2) Turn the ignition switch to the ON position.
Turn the radio receiver ON. Adjust the balance and
fader control controls to check the performance of
each individual speaker. Note the speaker locations
that are not performing correctly. Go to Step 3.
(3) Turn the radio receiver OFF. Turn the ignition
OFF. Disconnect and isolate the battery negative
cable. Remove the radio receiver.
(4) Check both the speaker feed (+) circuit and
return (-) circuit cavities for the inoperative speaker
at the radio receiver wire harness connector for con-
tinuity to ground. There should be no continuity. If
OK, go to Step 5. If not OK, repair the shorted
speaker feed (+) and/or return (-) circuits(s) to the
speaker as required.
(5) Disconnect wire harness connector at the inop-
erative speaker. Check for continuity between the
speaker feed (+) circuit cavities of the radio receiver
wire harness connector. Repeat the check between
the speaker return (-) circuit cavities of the radio
receiver wire harness connector and the speaker wire
harness connector. In each case, there should be con-
tinuity. If OK, replace the faulty speaker. If not OK,
repair the open speaker feed (+) and/or return (-) cir-
cuits(s) as required.
REMOVAL
D-PILLAR SPEAKER
(1)Disconnect and isolate the battery negative cable.
(2) Remove rear header trim (right side speaker).
(3) Remove jack cover (left side speaker).
(4) Remove liftgate scuff plate.
(5) Remove upper seat belt bolt. (Refer to 8 -
ELECTRICAL/RESTRAINTS/SEAT BELT OUT-
BOARD FRONT - REMOVAL).(6) Partially remove quarter trim panel to access
the D-pillar speaker.
(7) Slide the speaker from the retainer (Fig. 12).
(8) Disconnect the wire harness connector from the
speaker.
FRONT DOOR SPEAKER
(1)Disconnect and isolate the battery negative cable.
(2)Remove the front door trim panel. (Refer to 23 -
BODY/DOOR - FRONT/TRIM PANEL - REMOVAL).
(3) Remove the speaker mounting screws (Fig. 13).
(4) Disconnect wire harness connector and remove
speaker from door.
Fig. 12 D-PILLAR SPEAKER
1 - SPEAKER
2 - RETAINER
3 - TRIM PANEL
Fig. 13 DOOR SPEAKER
1 - SPEAKER
2 - WIRE HARNESS CONNECTOR
RSAUDIO8A-13
SPEAKER (Continued)
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(5) Obtain ignition keys to be programmed from
customer (8 keys maximum).
(6) Using the DRB III, erase all ignition keys by
selecting MISCELLANEOUS and ERASE ALL CUR-
RENT IGN. KEYS.
(7) Program all ignition keys.
Learned Key In Ignition - Ignition key transponder
ID is currently programmed in SKIM memory.
ADJUSTABLE PEDAL MODULE
DIAGNOSIS AND TESTING - ADJUSTABLE
PEDAL MODULE
Refer to Appropriate Diagnostic Information.
REMOVAL
(1) Remove adjustable pedal assembly from vehi-
cle. (Refer to 5 - BRAKES/HYDRAULIC/MECHANI-
CAL/PEDAL - REMOVAL)
(2) Disconnect 2 wiring connectors from module
(Fig. 1).
(3) Remove cable from routing clips on module
(Fig. 1).
(4) Remove module mounting screws.
(5) Remove module.
INSTALLATION
(1) Install module on pedal assembly and install
mounting screws.
(2) Place cable in routing clips on module (Fig. 1).
(3) Connect 2 wiring connectors to module (Fig. 1).(4) Install adjustable pedal assembly. (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/PEDAL -
INSTALLATION)
BODY CONTROL MODULE
DESCRIPTION
The Body Control Module (BCM) is located in the
passenger compartment, attached to the bulkhead
underneath the left side of the instrument panel.
The BCM utilizes integrated circuitry and informa-
tion carried on the Programmable Communications
Interface (PCI) data bus network along with many
hard wired inputs to monitor many sensor and
switch inputs throughout the vehicle. In response to
those inputs, the internal circuitry and programming
of the BCM allow it to control and integrate many
electronic functions and features of the vehicle
through both hard wired outputs and the transmis-
sion of electronic message outputs to other electronic
modules in the vehicle over the PCI data bus.
OPERATION
The Body Control Module (BCM) supplies vehicle
occupants with visual and audible information and
controls various vehicle functions. To provide and
receive information, the BCM is interfaced to the
vehicle's serial bus communications network, referred
to as the Programmable Communications Interface
(PCI) bus.
This network consists of the;
²Powertrain Control Module (PCM)
²Transmission Control Module (TCM)
²Mechanical Instrument Cluster (MIC)
²Occupant Restraint Controller (ORC)
²Compass/Mini-Trip Computer (CMTC)
²Electronic Vehicle Information Center (EVIC)
²Controller Antilock Brake (CAB)
²HVAC Control Module
²Sliding Door Control Modules (driver and pas-
senger side doors)
²Power Liftgate Module (PLG)
²Audio system equipped with RAZ, RBU, RBK,
and RBB radios.
²Side Impact Airbag Control Module (SIACM)
²Memory Seat Module (MSM)
²Sentry Key Immobilizer Module (SKIM)
The BCM is operational when battery power is
supplied to the module.
The BCM provides the following features:
²Power Door Locks
²Automatic Door Locks
²Battery Protection - The BCM will automatically
turn off all exterior lamps after 3 minutes, and all
Fig. 1 Adjustable Pedal Module
1 - CABLE
2 - ADJUSTABLE PEDAL MODULE
3 - WIRING CONNECTORS
4 - ADJUSTABLE PEDAL ASSEMBLY
RSELECTRONIC CONTROL MODULES8E-3
ELECTRONIC CONTROL MODULES (Continued)
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interior lamps after 15 minutes after the ignition is
turned off, if they are not turned off by the driver.
²Chime Driver
²Compass/Mini-Trip support.
²Interior Lighting (Courtesy/Reading Lamps)
²BCM Diagnostic Reporting
²Electronic Liftgate Release (with Power Door
Locks)
²Exterior Lighting
²Headlamp Time Delay (with/without Automatic
Headlamps)
²Illuminated Entry
²Fade to Off Interior Lamps - This feature dims
the interior lighting (courtesy lamps) gradually if theBCM does not receive any new inputs that would
cause the interior lamps to remain on.
²Pulse Width Modulated Instrument Panel Dim-
ming
²Door Lock Inhibit - This feature disables the
door lock functions if the key is in the ignition and
either front door is ajar. Pressing the Remote Keyless
Entry (RKE) lock/unlock button under these condi-
tions result in normal lock/unlock activation.
The BCM has the ability to LEARN additional fea-
tures in the vehicle, provided the appropriate switch
input and PCI data bus messages are received. Refer
to the LEARNED FEATURES table.
LEARNED FEATURES
FEATURE LEARNING KEY
CENTRAL LOCKING (WITH VTSS ONLY) DRIVER/PASSENGER KEY CYLINDER SWITCH
PRESENT
AUTOMATIC HEADLAMPS PCI MESSAGE FROM OVERHEAD OR HEADLAMP
SWITCH POSITION (AUTO)
REMOTE KEYLESS ENTRY RKE MESSAGE RECEIVED FROM MODULE
FRONT FOG LAMPS HEADLAMP SWITCH POSITION (PARK W/FRONT
FOG LAMPS)
POWER SLIDING DOOR PCI IFR RECEIVED FROM MODULE
THE BCM HAS FOUR SWITCH INPUTS FOR THE POWER SLIDING DOOR FEATURE; LOCATED IN THE
OVERHEAD CONSOLE ARE THE LEFT AND RIGHT SIDE SLIDING DOOR SWITCHES TO ACTIVATE EITHER
OR BOTH SLIDING DOORS UNDER THE PROPER CONDITIONS. ALSO ARE B-PILLAR SWITCHES LOCATED
ON THE LEFT AND RIGHT B-PILLAR POSTS.
POWER LIFTGATE PCI IFR RECEIVED FROM MODULE
THE BCM HAS ONE LIFTGATE INPUT LOCATED IN THE OVERHEAD CONSOLE.
POWER LOCKOUT SWITCH INPUT
THE BCM HAS ONE LOCKOUT SWITCH INPUT THAT WHEN ENABLED WILL DISABLE THE B-PILLAR
SLIDING DOOR SWITCHES FROM ACTIVATING EITHER SLIDING DOOR WHEN DEPRESSED.
PCI AUDIO SYSTEM PCI MESSAGE RECEIVED FROM MODULE
NOTE: SWAPPING OUT A HIGHLINE RADIO FOR A NON-PCI BUS RADIO (RAS) WILL RESULT IN IMPROPER
HARDWIRE COMMUNICATION BETWEEN THE BCM AND THE NEW RAS RADIO. THE LCD DISPLAY WILL
NOT ILLUMINATE PROPERLY DUE TO THE BCM LEARNING THAT A PCI RADIO EXISTS. HOWEVER, THE
BCM CAN RE-INITIALIZE LEARNED FEATURES VIA THE USE OF THE DRB IIITSCAN TOOL.
REMOTE RADIO CONTROLS REMOTE RADIO SWITCHES PRESENT
VEHICLE THEFT SECURITY DRIVER/PASSENGER DOOR CYLINDER LOCK
SWITCH
MEMORY SEAT AND MIRRORS MEMORY SEAT SWITCH PRESENT AND OR PCI
MESSAGE RECEIVED FROM MEMORY MODULE
ABS W/TRACTION CONTROL PCI MESSAGE RECEIVED FROM CAB
SENTRY KEY IMMOBILIZER SYSTEM PCI MESSAGE RECEIVED FROM SKIM OR VTSS
PRESENT
ADJUSTABLE PEDAL MODULE PCI MESSAGE RECEIVED FROM ADJUSTABLE
PEDAL MODULE (APM)
8E - 4 ELECTRONIC CONTROL MODULESRS
BODY CONTROL MODULE (Continued)
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²Back-Up switch
²Brake Fluid Level
²B+ Connection Detection
²Engine Crank Signal (Diesel Engine Vehicles)
²Horn Input
²Ignition Switch Start Only
²Ignition Switch Run and Start Only
²Stop Lamp Sense
²Washer Fluid Level
²Windshield Wiper Park
DIAGNOSIS AND TESTING - FRONT CONTROL
MODULE
The Front Control Module (FCM) is a printed cir-
cuit board based module with a on-board micro-pro-
cessor. The FCM interfaces with other electronic
modules in the vehicle via the Programmable Com-
munications Interface (PCI) data bus. In order to
obtain conclusive testing the PCI data bus and all of
the electronic modules that provide inputs to, or
receive outputs from the FCM must be checked. All
PCI communication faults must be resolved prior to
further diagnosing any front control module related
issues.
The FCM was designed to be diagnosed with an
appropriate diagnostic scan tool, such as the DRB
IIIt. The most reliable, efficient, and accurate means
to diagnose the front control module requires the use
of a DRB IIItscan tool and the proper Body Diag-
nostic Procedures manual.
Before any testing of the FCM is attempted, the
battery should be fully charged and all wire harness
and ground connections inspected around the affected
areas on the vehicle.
REMOVAL
(1) Disconnect the positive and negative battery
cables from the battery.
(2) Remove the battery from the vehicle. Refer to
the procedure in Battery Systems.
(3) Using a long flat-bladed screwdriver, gently
twist the Integrated Power Module (IPM) retaining
clip outboard to free the IPM from its mounting
bracket (Fig. 6). Rotate IPM upward to access the
Front Control Module (FCM) retaining screws.
(4) Remove the front control module retaining
screws.
(5) Using both hands, pull the FCM straight from
the IPM assembly to disconnect the 49-way electrical
connector (Fig. 7) and remove the front control mod-
ule from the vehicle.
INSTALLATION
NOTE: Front Control Module must be programmed
to the correct radio EQ curve using the DRB IIIT.This will ensure that the audio system is operating
correctly.
(1) Install the Front Control Module (FCM) in the
Integrated Power Module (IPM) assembly by pushing
the 49-way electrical connector straight in.
(2) Install the FCM retaining screws. Torque the
screws to 1 N´m (7 in. lbs).
(3) Rotate the IPM assembly downward to secure
in mounting bracket.
Fig. 6 REMOVING INTELLIGENT POWER MODULE
Fig. 7 FRONT CONTROL MODULE
1 - FRONT CONTROL MODULE
8E - 8 ELECTRONIC CONTROL MODULESRS
FRONT CONTROL MODULE (Continued)
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(4) Install the battery in the vehicle. Refer to the
procedure in Battery Systems.
(5) Connect the positive and negative battery
cables.
(6) Using the DRB IIIt, under ªFRONT CON-
TROL MODULEº then ªMISCº program the EQ
curve of the radio into the Front Control Module.
Refer to the appropriate diagnostic manual.
NOTE: If the vehicle is not equipped with Name
Brand Speakers (Infinity, etc.) or Headlamp Washers
the DRB IIITmust be used to Disable the appropri-
ate relays in the Intelligent Power Module Assembly.
HEATED SEAT MODULE
DESCRIPTION
Vehicles equipped with heated seats utilize two
heated seat modules. The heated seat modules (Fig.
8) are located under the front seats, where they are
secured to the seat cushion pans. The left heated
seat module controls the left heated seat, and the
right controls the right. Each heated seat module has
three connector receptacles that allows the module to
be connected to all of the required inputs and out-
puts through the seat wire harness.The heated seat module is an electronic micropro-
cessor controlled device designed and programmed to
use inputs from the ignition switch, heated seat
switch and the heated seat sensor to operate and
control the heated seat elements in the front seat
and the two heated seat indicator lamp Light-Emit-
ting Diodes (LEDs) in the heated seat switch.
The heated seat module cannot be repaired. If the
heated seat module is damaged or faulty, the entire
module must be replaced.
OPERATION
The heated seat module operates on fused battery
current received from the ignition switch and inte-
grated power module. The module is grounded at all
times through the seat wire harness. Inputs to the
module include a resistor multiplexed heated seat
switch request circuit for the heated seat switch and
the heated seat sensor inputs from the seat cushions
of each front seat. In response to those inputs the
heated seat module controls battery current feeds to
the heated seat elements, and controls the ground for
the heated seat switch indicator lamps.
When a heated seat switch request signal is
received by the heated seat module, the module ener-
gizes the proper indicator lamp (Low or High) in the
switch by grounding the indicator lamp circuit to
indicate that the heated seat system is operating. At
the same time, the heated seat module energizes the
selected heated seat sensor circuit and the sensor
provides the module with an input indicating the
surface temperature of the selected seat cushion.
The Low heat set point is about 38É C (100.4É F),
and the High heat set point is about 42É C (107.6É F).
If the seat cushion surface temperature input is
below the temperature set point for the selected tem-
perature setting, the heated seat module energizes
an N-channel Field Effect Transistor (N-FET) within
the module which energizes the heated seat elements
in the selected seat cushion and back. When the sen-
sor input to the module indicates the correct temper-
ature set point has been achieved, the module
de-energizes the N-FET which de-energizes the
heated seat elements. The heated seat module will
continue to cycle the N-FET as needed to maintain
the selected temperature set point.
DIAGNOSIS AND TESTING - HEATED SEAT
MODULE
If a heated seat fails to heat and one or both of the
indicator lamps on a heated seat switch flash, refer
toDiagnosis and Testing Heated Seat Systemin
Heated Seats for the location of flashing LED heated
seat system diagnosis and testing procedures. If a
heated seat heats but one or both indicator lamps on
the heated seat switch fail to operate, test the heated
Fig. 8 RS/RG Heated Seat Modules
1 - HEATED SEAT MODULE
2 - C1 CONNECTOR
3 - C3 CONNECTOR
4 - C1 CONNECTOR
RSELECTRONIC CONTROL MODULES8E-9
FRONT CONTROL MODULE (Continued)
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(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.
(4) To erase DTC's, use the ªErase Trouble Codeº
data screen on the DRB scan tool.Do not erase any
DTC's until problems have been investigated
and repairs have been performed.
OBTAINING DTC'S USING IGNITION KEY
(1) Cycle the ignition key On - Off - On - Off - On
within 5 seconds.
(2) The Odometer will show the P-code for the
DTC code number. Refer to the Emission section for
the DTC chart for a detailed explanation of the DTC
codes.
(3) If no DTC's are present, the cluster will display
one of two texts: ªP1684º and ªdoneº or only ªdoneº.
²P1684 is only a status and indicates that the
PCM memory has been cleared within the last 50
ignition cycles and does not indicate a problem.
²done indicates that NO DTCs are present and
the procedure is complete.
REMOVAL
(1) Disconnect the negative battery cable.
(2) Remove the battery shield, refer to the Battery
section for more information.
(3) Remove the 2 upper PCM bracket bolts (Fig.
12).(4) Remove the 2 PCM connectors.
(5) Remove the headlamp, refer to the Lamps sec-
tion for more information.
(6) Remove the lower PCM mounting bolt (Fig. 13).
(7) Remove PCM.
INSTALLATION
(1) Install the PCM.
(2) Install the lower PCM mounting bolt. Tighten
bolt.
(3) Install the 2 upper PCM bracket bolts. Tighten
bolt.
(4) Install the headlamp, refer to the Lamps sec-
tion for more information.
(5) Install the 2 PCM connectors.
(6) Install the battery shield, refer to the Battery
section for more information.
(7) Connect the negative battery cable.
SENTRY KEY IMMOBILIZER
MODULE
DESCRIPTION
The Sentry Key Immobilizer Module (SKIM) con-
tains a Radio Frequency (RF) transceiver and a
microprocessor. The SKIM retains in memory the ID
numbers of any Sentry Key that is programmed to it.
The maximum number of keys that may be pro-
grammed to each module is eight (8). The SKIM also
communicates over the PCI bus with the Powertrain
Control Module (PCM), the Body Control Module
Fig. 12 PCM
1 - Attaching Bolts
Fig. 13 PCM LOWER BOLT
8E - 26 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)
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these sensor inputs to adjust fuel quantity and fuel
injector timing.
Limp-In Mode
If there is a fault detected with the accelerator
pedal position sensor, the ECM will set the engine
speed at 1100 RPM.
Overspeed Detection Mode
If the ECM detects engine RPM that exceeds 5200
RPM, the ECM will set a DTC in memory and illu-
minate the MIL until the DTC is cleared.
After-Run Mode
The ECM transfers RAM information to ROM and
performs an Input/Output state check.
MONITORED CIRCUITS
The ECM is able to monitor and identify most
driveability related trouble conditions. Some circuits
are directly monitored through ECM feedback cir-
cuitry. In addition, the ECM monitors the voltage
state of some circuits and compares those states with
expected values. Other systems are monitored indi-
rectly when the ECM conducts a rationality test to
identify problems. Although most subsytems of the
engine control module are either directly or indirectly
monitored, there may be occasions when diagnostic
trouble codes are not immediately identified. For a
trouble code to set, a specific set of conditions must
occur and unless these conditions occur, a DTC will
not set.
DIAGNOSTIC TROUBLE CODES
Each diagnostic trouble code (DTC) is diagnosed by
following a specific procedure. The diagnostic test
procedure contains step-by-step instruction for deter-
mining the cause of the DTC as well as no trouble
code problems. Refer to the appropriate Diesel Pow-
ertrain Diagnostic Manual for more information.
HARD CODE
A DTC that comes back within one cycle of the
ignition key is a hard code. This means that the
problem is current every time the ECM/SKIM checks
that circuit or function. Procedures in this manual
verify if the DTC is a hard code at the beginning of
each test. When the fault is not a hard code, an
intermittent test must be performed. NOTE: If the
DRBIIItdisplays faults for multiple components (i.e.
ECT, VSS, IAT sensors) identify and check the
shared circuits for possible problems before continu-
ing (i.e. sensor grounds or 5-volt supply circuits).
Refer to the appropriate schematic to identify shared
circuits. Refer to the appropriate Diesel Powertrain
Diagnostic Manual for more information.INTERMITTENT CODE
A DTC that is not current every time the ECM/
SKIM checks the circuit or function is an intermit-
tent code. Most intermittent DTCs are caused by
wiring or connector problems. Problems that come
and go like this are the most difficult to diagnose;
they must be looked for under specific conditions that
cause them.NOTE: Electromagnetic (radio)
interference can cause an intermittent system
malfunction.This interference can interrupt com-
munication between the ignition key transponder and
the SKIM. The following checks may assist you in
identifying a possible intermittent problem:
²Visually inspect the related wire harness connec-
tors. Look for broken, bent, pushed out or corroded
terminals.
²Visually inspect the related wire harness. Look
for chafed, pierced or partially broken wire.
²Refer to hotlines or technical service bulletins
that may apply. Refer to the appropriate Diesel Pow-
ertrain Diagnostic Manual for more information.
ECM DIAGNOSTIC TROUBLE CODES
IMPORTANT NOTE: Before replacing the ECM for
a failed driver, control circuit or ground circuit, be
sure to check the related component/circuit integrity
for failures not detected due to a double fault in the
circuit. Most ECM driver/control circuit failures are
caused by internal failures to components (i.e. relays
and solenoids) and shorted circuits (i.e. sensor pull-
ups, drivers and ground circuits). These faults are
difficult to detect when a double fault has occurred
and only one DTC has set. If the DRBIIItdisplays
faults for multiple components (i.e.VSS, ECT, Batt
Temp, etc.) identify and check the shared circuits for
possible problems before continuing (i.e. sensor
grounds or 5-volt supply circuits). Refer to the appro-
priate wiring diagrams to identify shared circuits.
Refer to the appropriate Diesel Powertrain Diagnos-
tic Manual for more information.
STANDARD PROCEDURE - PCM/ECM/SKIM
PROGRAMMING - DIESEL
NOTE: Before replacing the PCM/ECM for a failed
driver, control circuit or ground circuit, be sure to
check the related component/circuit integrity for
failures not detected due to a double fault in the cir-
cuit. Most PCM/ECM driver/control circuit failures
are caused by internal component failures (i.e. relay
and solenoids) and shorted circuits (i.e. pull-ups,
drivers and switched circuits). These failures are
difficult to detect when a double fault has occurred
and only one DTC has set.
8Ea - 2 ELECTRONIC CONTROL MODULESRG
ENGINE CONTROL MODULE (Continued)
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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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