2002 CHRYSLER VOYAGER rear light

INSTALLATION - PROPORTIONING VALVE
(HEIGHT SENSING)
(1) Install the end of the actuator rod through the
axle bracket grommet and slide the proportioning
valve bracket under the rear track bar body bracket
(Fig. 92).
(2) Install the proportioning valve attaching bolts
(Fig. 92). Tighten the attaching bolts to a torque of
54 N´m (40 ft. lbs.).
(3) Install the four chassis brake lines into the
inlet and outlet ports of the proportioning valve (Fig.
92). Tighten all tube nuts to a torque of 17 N´m (145
in. lbs.).
CAUTION: The height sensing proportioning valve
is not adjustable. No attempt should be made to
adjust it.
(4) Bleed the brake system thoroughly to ensure
that all air has been expelled from the hydraulic sys-
tem. (Refer to 5 - BRAKES - BASE - STANDARD
PROCEDURE).
(5) Lower the vehicle to the ground.
(6) Road test the vehicle to verify proper operation
of the brake system.
ROTOR
DIAGNOSIS AND TESTING - BRAKE ROTOR
Any servicing of the rotor requires extreme care to
maintain the rotor within service tolerances to
ensure proper brake action.
Excessive runout or wobble in a rotor can increase
pedal travel due to piston knock-back. This increases
guide pin sleeve wear due to the tendency of the cal-
iper to follow the rotor wobble.
When diagnosing a brake noise or pulsation, the
machined disc braking surface should be checked and
inspected.
BRAKING SURFACE INSPECTION
Light braking surface scoring and wear is accept-
able. If heavy scoring or warping is evident, the rotor
must be refaced or replaced. (Refer to 5 - BRAKES/
HYDRAULIC/MECHANICAL/ROTORS - STAN-
DARD PROCEDURE).
Excessive wear and scoring of the rotor can cause
improper lining contact on the rotor's braking sur-
face. If the ridges on the rotor are not removed before
new brake shoes are installed, improper wear of the
shoes will result.
If a vehicle has not been driven for a period of time,
the rotor's braking surface will rust in the areas not
covered by the brake shoes at that time. Once the
vehicle is driven, noise and chatter from the disc
brakes can result when the brakes are applied.
Some discoloration or wear of the rotor surface is
normal and does not require resurfacing when lin-
ings are replaced. If cracks or burned spots are evi-
dent, the rotor must be replaced.
ROTOR MINIMUM THICKNESS
Measure rotor thickness at the center of the brake
shoe contact surface. Replace the rotor if it is worn
below minimum thickness or if machining the rotor
will cause its thickness to fall below specifications.
CAUTION: Do not machine the rotor if it will cause
the rotor to fall below minimum thickness.
Minimum thickness specifications are cast on the
rotor's unmachined surface (Fig. 93). Limits can also
be found in this section's specification table. (Refer to
5 - BRAKES/HYDRAULIC/MECHANICAL/ROTOR -
SPECIFICATIONS)
ROTOR THICKNESS VARIATION
Thickness variation in a rotor's braking surface
can result in pedal pulsation, chatter and surge. This
can also be caused by excessive runout in the rotor or
the hub.
Rotor thickness variation measurements should be
made in conjunction with measuring runout. Mea-
sure thickness of the brake rotor at 12 equal points
around the rotor braking surface with a micrometer
at a radius approximately 25 mm (1 inch) from edge
of rotor (Fig. 94). If thickness measurements vary
beyond the specification listed in the specifaction
table (Refer to 5 - BRAKES/HYDRAULIC/MECHAN-
ICAL/ROTOR - SPECIFICATIONS), the rotor should
be refaced or replaced. (Refer to 5 - BRAKES/HY-
DRAULIC/MECHANICAL/ROTORS - STANDARD
PROCEDURE).
Fig. 93 Minimum Brake Rotor Thickness Markings
(Typical)
1 - ROTOR MINIMUM THICKNESS MARKING
2 - ROTOR
RSBRAKES - BASE5-59
PROPORTIONING VALVE (Continued)
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CAUTION: Corrosion may occur between the hub/
bearing and the axle flange. If this occurs, the hub/
bearing will be difficult to remove from the axle and
disc brake caliper adapter. If the hub/bearing will
not come out by pulling on it by hand, don't not
pound on it with a hammer. Pounding on the hub/
bearing will damage it. To remove a hub/bearing
that is corroded in place, lightly tap the disc brake
caliper adapter using a soft-face hammer. This will
remove both the caliper adapter and hub/bearing
together from the axle. With a helper supporting the
caliper adapter in his hands, position Remover,
Special Tool 8214-1, on the cast housing of hub/
bearing (Fig. 138). Do not position the special tool
on the inner race of hub/bearing. Lightly strike the
Remover with a hammer to remove the hub/bearing
from the caliper adapter.
(20) Remove the adapter from the rear axle.
(21) Mount the adapter in a vise using the anchor
boss for the park brake cable (Fig. 139).
Fig. 137 Hub/Bearing Removal/Installation (AWD
Shown)
1 - PARK BRAKE BRAKE SHOE
2 - OUTER C/V JOINT
3 - HUB/BEARING
4 - PARK BRAKE BRAKE SHOE
5 - STUB SHAFT
Fig. 138 Hub/Bearing Removal From Caliper Adapter
1 - SPECIAL TOOL 8214-1
2 - PARK BRAKE CABLE
3 - DISC BRAKE CALIPER ADAPTER
4 - HUB/BEARING
Fig. 139 Adapter Mounted In Vise
1 - ADAPTER
2 - PARK BRAKE CABLE BOSS
3 - VISE
4 - PARK BRAKE BRAKE SHOES
RSBRAKES - BASE5-79
SHOES - PARKING BRAKE (Continued)
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DESCRIPTION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING
Vehicles equipped with ABS use electronic variable
brake proportioning (EVBP) to balance front-to-rear
braking. The EVBP is used in place of a rear propor-
tioning valve. The EVBP system uses the ABS sys-
tem to control the slip of the rear wheels in partial
braking range. The braking force of the rear wheels
is controlled electronically by using the inlet and out-
let valves located in the integrated control unit
(ICU).
DESCRIPTION - TRACTION CONTROL SYSTEM
Traction control reduces wheel slip and maintains
traction at the driving wheels at speeds below 56
km/h (35 mph) when road surfaces are slippery. The
traction control system reduces wheel slip by braking
the wheel that is losing traction.
HYDRAULIC SHUTTLE VALVES
Two pressure relief hydraulic shuttle valves are
included on vehicles with traction control. These
valves are located inside the HCU and cannot be ser-
viced separately from the HCU.
TRACTION CONTROL LAMP
The traction control function lamp is located in the
transmission range indicator display of the instru-
ment cluster, displaying TRAC, TRAC OFF or nei-
ther depending on system mode.
The TRAC OFF lamp is controlled by a Traction
Control Off switch that is a momentary contact type
switch. The Traction Control Off switch is located on
the steering column upper shroud.
OPERATION
OPERATION - ANTILOCK BRAKE SYSTEM
There are a few performance characteristics of the
Mark 20e Antilock Brake System that may at first
seem abnormal, but in fact are normal. These char-
acteristics are described below.
NORMAL BRAKING
Under normal braking conditions, the ABS func-
tions the same as a standard base brake system with
a diagonally split master cylinder and conventional
vacuum assist.
ABS BRAKING
ABS operation is available at all vehicle speeds
above 3±5 mph. If a wheel locking tendency is
detected during a brake application, the brake sys-
tem enters the ABS mode. During ABS braking,
hydraulic pressure in the four wheel circuits is mod-ulated to prevent any wheel from locking. Each
wheel circuit is designed with a set of electric sole-
noids to allow modulation, although for vehicle sta-
bility, both rear wheel solenoids receive the same
electrical signal. Wheel lockup may be perceived at
the very end of an ABS stop and is considered nor-
mal.
During an ABS stop, the brakes hydraulic system
is still diagonally split. However, the brake system
pressure is further split into three control channels.
During antilock operation of the vehicle's brake sys-
tem, the front wheels are controlled independently
and are on two separate control channels, and the
rear wheels of the vehicle are controlled together.
The system can build and release pressure at each
wheel, depending on signals generated by the wheel
speed sensors (WSS) at each wheel and received at
the controller antilock brake (CAB).
NOISE AND BRAKE PEDAL FEEL
During ABS braking, some brake pedal movement
may be felt. In addition, ABS braking will create
ticking, popping, or groaning noises heard by the
driver. This is normal and is due to pressurized fluid
being transferred between the master cylinder and
the brakes. If ABS operation occurs during hard
braking, some pulsation may be felt in the vehicle
body due to fore and aft movement of the suspension
as brake pressures are modulated.
At the end of an ABS stop, ABS is turned off when
the vehicle is slowed to a speed of 3±4 mph. There
may be a slight brake pedal drop anytime that the
ABS is deactivated, such as at the end of the stop
when the vehicle speed is less than 3 mph or during
an ABS stop where ABS is no longer required. These
conditions exist when a vehicle is being stopped on a
road surface with patches of ice, loose gravel, or sand
on it. Also, stopping a vehicle on a bumpy road sur-
face activates ABS because of the wheel hop caused
by the bumps.
TIRE NOISE AND MARKS
Although the ABS system prevents complete wheel
lockup, some wheel slip is desired in order to achieve
optimum braking performance. Wheel slip is defined
as follows: 0 percent slip means the wheel is rolling
freely and 100 percent slip means the wheel is fully
locked. During brake pressure modulation, wheel slip
is allowed to reach up to 25±30 percent. This means
that the wheel rolling velocity is 25±30 percent less
than that of a free rolling wheel at a given vehicle
speed. This slip may result in some tire chirping,
depending on the road surface. This sound should not
be interpreted as total wheel lockup.
Complete wheel lockup normally leaves black tire
marks on dry pavement. The ABS will not leave dark
5 - 86 BRAKES - ABSRS
BRAKES - ABS (Continued)
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black tire marks since the wheel never reaches a
fully locked condition. However, tire marks may be
noticeable as light patched marks.
START-UP CYCLE
When the ignition is turned on, a popping sound
and a slight brake pedal movement may be noticed.
The ABS warning lamp will also be on for up to 5
seconds after the ignition is turned on. When the
vehicle is first driven off, a humming may be heard
or felt by the driver at approximately 20±40 kph
(12±25 mph). All of these conditions are a normal
function of ABS as the system is performing a diag-
nosis check.
PREMATURE ABS CYCLING
Symptoms of premature ABS cycling include: click-
ing sounds from the solenoid valves; pump/motor
running; and pulsations in the brake pedal. Prema-
ture ABS cycling can occur at any braking rate of the
vehicle and on any type of road surface. Neither the
red BRAKE warning lamp, nor the amber ABS warn-
ing lamp, illuminate and no fault codes are stored in
the CAB.
Premature ABS cycling is a condition that needs to
be correctly assessed when diagnosing problems with
the antilock brake system. It may be necessary to use
a DRB scan tool to detect and verify premature ABS
cycling.
Check the following common causes when diagnos-
ing premature ABS cycling: damaged tone wheels;
incorrect tone wheels; damaged steering knuckle
wheel speed sensor mounting bosses; loose wheel
speed sensor mounting bolts; excessive tone wheel
runout; or an excessively large tone wheel-to-wheel
speed sensor air gap. Give special attention to these
components when diagnosing a vehicle exhibiting
premature ABS cycling.
After diagnosing the defective component, repair or
replace it as required. When the component repair or
replacement is completed, test drive the vehicle to
verify that premature ABS cycling has been cor-
rected.
OPERATION - ELECTRONIC VARIABLE BRAKE
PROPORTIONING
Upon entry into EVBP the inlet valve for the rear
brake circuit is switched on so that the fluid supply
from the master cylinder is shut off. In order to
decrease the rear brake pressure, the outlet valve for
the rear brake circuit is pulsed. This allows fluid to
enter the low pressure accumulator (LPA) in the
hydraulic control unit (HCU) resulting in a drop in
fluid pressure to the rear brakes. In order to increase
the rear brake pressure, the outlet valve is switched
off and the inlet valve is pulsed. This increases thepressure to the rear brakes. This back-and-forth pro-
cess will continue until the required slip difference is
obtained. At the end of EVBP braking (brakes
released) the fluid in the LPA drains back to the
master cylinder by switching on the outlet valve and
draining through the inlet valve check valve. At the
same time the inlet valve is switched on in case of
another brake application.
The EVBP will remain functional during many
ABS fault modes. If both the red BRAKE and amber
ABS warning indicators are illuminated, the EVBP
may not be functioning.
OPERATION - TRACTION CONTROL SYSTEM
The traction control module monitors wheel speed.
During acceleration, if the module detects front
(drive) wheel slip and the brakes are not applied, the
module enters traction control mode. Traction control
operation proceeds in the following order:
(1) Close the normally open isolation valves.
(2) Start the pump/motor and supply volume and
pressure to the front (drive) hydraulic circuit. (The
pump/motor runs continuously during traction con-
trol operation.)
(3) Open and close the build and decay valves to
maintain minimum wheel slip and maximum trac-
tion.
The cycling of the build and decay valves during
traction control is similar to that during antilock
braking, except the valves work to control wheel spin
by applying the brakes, whereas the ABS function is
to control wheel skid by releasing the brakes.
If the brakes are applied at anytime during a trac-
tion control cycle, the brake lamp switch triggers the
controller to switch off traction control.
HYDRAULIC SHUTTLE VALVES
Two pressure relief hydraulic shuttle valves allow
pressure and volume to return to the master cylinder
reservoir when not consumed by the build and decay
valves. These valves are necessary because the
pump/motor supplies more volume than the system
requires.
TRACTION CONTROL LAMP
The traction control system is enabled at each igni-
tion cycle. It may be turned off by depressing the
Traction Control Off switch button when the ignition
is in the ON position. The traction control function
lamp (TRAC OFF) illuminates immediately upon
depressing the button.
The traction control function lamp illuminates dur-
ing a traction control cycle, displaying TRAC.
If the CAB calculates that the brake temperatures
are high, the traction control system becomes inoper-
ative until a time-out period has elapsed. During this
RSBRAKES - ABS5-87
BRAKES - ABS (Continued)
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DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - CLUTCH SYSTEM
Clutch problem diagnosis will generally require a
road test to determine the type of fault. Componentinspection will then determine the problem after road
testing.
Drive the vehicle at normal speeds during road
test. Shift the transaxle through all gear ranges and
observe clutch action. If chatter, grab, slip, or
improper release is experienced, remove and inspect
the clutch components. If the problem is noise or
hard shifting, further diagnosis may be needed. The
transaxle or other driveline components may actually
be at fault.
SERVICE DIAGNOSIS - CLUTCH GRAB/CHATTER
CONDITION POSSIBLE CAUSES CORRECTION
CLUTCH DISC FACING
COVERED WITH OIL OR
GREASEOil leak at engine rear main or
transaxle input shaft seal.Correct leak and replace modular clutch
assembly (2.4L Gas) or clutch cover and
disc (2.5L TD).
Too much grease applied to splines
of disc and input shaft.Apply lighter coating of grease to splines.
NO FAULT FOUND WITH
CLUTCH
COMPONENTSProblem actually related to
suspension or driveline component.Further diagnosis required. Check
engine/transmission mounts, suspension
attaching parts and other driveline
components as needed.
Engine related problems. Check EFI and ignition systems.
PARTIAL ENGAGEMENT
OF CLUTCH DISCClutch cover, spring, or release
fingers bent, distorted (rough
handling, improper assembly).Replace modular clutch assembly (2.4L
Gas) or clutch cover and disc (2.5L TD).
Fig. 4 Slave Cylinder Removal/Installation
1 - MOUNTING HOLE
2 - SLAVE CYLINDER
3 - ACCESS HOLE
4 - NYLON ANTI-ROTATION TAB
Fig. 5 Release Bearing and Lever
1 - RELEASE LEVER
2 - RELEASE BEARING
RSCLUTCH6-3
CLUTCH (Continued)
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(9) Connect a DRBIIItto the vehicle and initialize
the system.
DATA LINK CONNECTOR
DESCRIPTION
The data link connector is located inside the vehi-
cle, below instrument panel next to the center col-
umn (Fig. 5).
OPERATION
The data link connector (diagnostic connector)
links the DRB scan tool with the Powertrain ControlModule (PCM). Refer to On-Board Diagnostics in the
General Diagnosis section of this group.
FRONT CONTROL MODULE
DESCRIPTION
The Front Control Module (FCM) is a micro con-
troller based module located in the engine compart-
ment. This FCM mates to the power distribution
center to form the Integrated Power Module (IPM).
The IPM connects directly to the battery and pro-
vides the primary means of circuit protection and
power distribution for all vehicle electrical systems.
The FCM controls power to some of these vehicle sys-
tems electrical and electromechanical loads based on
inputs received from hard wired switch inputs and
data received on the Programmable Communications
Interface (PCI) data bus.
For information on the IPM, (Refer to 8 - ELEC-
TRICAL/POWER DISTRIBUTION/INTEGRATED
POWER MODULE - DESCRIPTION)
OPERATION
As messages are sent over the Programmable Com-
munications Interface (PCI) data bus, the Front Con-
trol Module (FCM) reads these messages and controls
power to some of the vehicles electrical systems by
completing the circuit to ground (low side driver) or
completing the circuit to 12 volt power (high side
driver).
The following functions arecontrolledby the
Front Control Module:
²Accessory Relay Actuation
²Brake Transmission Shift Interlock Functions
(BTSI)
²Diesel Cabin Heater (Diesel Engine Vehicles)
²Electronic Back Light (EBL) Rear Defogger
²Electronic Transaxle (Gasoline engine Vehicles)
²Front and Rear Blower Motor Relay Actuation
²Front Fog Lamp Relay Actuation
²Front Washer Motor
²Front Windshield Wiper ªHIº & ªLOº Relay
Actuation
²Front Windshield Wiper ªONº Relay Actuation
²Headlamp Power with Voltage Regulation
²Horn Relay Actuation
²Headlamp Washer Relay Actuation
²Name Brand Speaker (NBS) Relay Actuation
²Occupant Restraint Controller Voltage
²Park Lamp Relay Actuation
²Rear Washer Motor
²Side Airbag Voltage
The following inputs areReceived/Monitoredby
the Front Control Module:
²Ambient Temperature Sensing
Fig. 4 CAB Mounting Screws
1 - HCU
2 - MOUNTING SCREWS
3 - CAB
Fig. 5 DATA LINK CONNECTOR
RSELECTRONIC CONTROL MODULES8E-7
CONTROLLER ANTILOCK BRAKE (Continued)
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WINDSHIELD GRID
DIAGNOSIS AND TESTING - SYSTEM TEST
Electrically heated rear window defogger or the
heated windshield wiper deicer operation can be
checked on the vehicle in the following manner:
(1) Turn the ignition switch to the ON position.
(2) Using a ammeter on the battery, turn the rear
defogger control switch to the ON position, a distinct
increase in amperage draw should be noted.
(3) The rear window defogger or the heated wind-
shield wiper deicer operation can be checked by feel-
ing the glass. A distinct difference in temperature
between the grid lines and adjacent clear glass can
be detected in 3 to 4 minutes of operation.
(4) Using a DC voltmeter (Fig. 4) contact terminal
B with the negative lead, and terminal A with the
positive lead. The voltmeter should read 10-14 volts.
(5) Indicator light illumination means that there is
power available at the switch only and does not nec-
essarily verify system operation.
(6) If turning the defogger switch ON, no distinct
current draw on the ammeter the problem should be
isolated in the following manner:
²Confirm that ignition switch is ON.
²Ensure that the heated rear window or the
heated windshield wiper deicer feed pigtail is con-
nected to the wiring harness and that the ground
pigtail is in fact grounded.
²Ensure that the proper fuse in the PDC is OK.
(7) When the above steps have been completed and
the system is still inoperative it may be necessary to
connect a DRBIII scan tool and refer to the Diagnos-
tic Service Manual, you may also check for the fol-
lowing being defective:
²HVAC control assembly
²Rear window defogger relay in the PDC portion
of the IPM.
²Rear window defogger relay control circuity in
the FCM portion of the IPM.
²Check for loose connector or a wire pushed out
of connector.
²Rear window or the windshield grid lines (all
grid lines would have to be broken, or one of the feed
pigtails not connected to the bus bar, for no ammeter
deflection).
(8) If turning the switch ON produces severe volt-
meter deflection, the circuit should be closely checked
for a shorting condition.
(9) If the system operation has been verified but
indicator LED does not light, replace the HVAC con-
trol assembly.
(10) For detailed wiring information, refer to the
appropriate section for Wiring Diagrams.
STANDARD PROCEDURE - GRID LINE AND
TERMINAL REPAIR
WARNING:
REPAIR KIT MAY CAUSE SKIN OR EYE IRRITATION.
CONTAINS EPOXY RESIN AND AMINE TYPE HARD-
ENER, HARMFUL IF SWALLOWED. AVOID CON-
TACT WITH SKIN AND EYES. FOR SKIN, WASH
AFFECTED AREAS WITH SOAP AND WATER. DO
NOT TAKE INTERNALLY. IF TAKEN INTERNALLY,
INDUCE VOMITING; CALL A PHYSICIAN IMMEDI-
ATELY. IF IN CONTACT WITH EYES, FLUSH WITH
PLENTY OF WATER. USE WITH ADEQUATE VENTI-
LATION. DO NOT USE NEAR FIRE OR FLAME. CON-
TENTS CONTAINS 3% FLAMMABLE SOLVENTS.
KEEP OUT OF REACH OF CHILDREN.
The repair for the front windshield or the rear win-
dow grids are the same.
The repair of grid lines and replacement of the ter-
minal is possible using the MopartRepair Package
or equivalent.
(1) Clean area surrounding grid line or terminal
by gently rubbing area with steel wool.
(2) Wipe area with clean cloth soaked in alcohol or
similar solvent. It is necessary that all contaminants
be removed from repair area.
(3) Remove package separator clamp and mix plas-
tic conductive epoxy thoroughly.
Fig. 4 Grid Line Test
1 - VOLTMETER
2 - TERMINAL B
3 - FEED WIRE
4 - MID-POINT C (TYPICAL)
5 - HEATED REAR WINDOW GRIDS
6 - GROUND WIRE
7 - TERMINAL A
RSHEATED GLASS8G-3
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DRIVER HEATED SEAT
SWITCH
DESCRIPTION
The heated seat switches are mounted in the
instrument panel center bezel (Fig. 2). The two three-
position rocker-type switches, one switch for each
front seat, are incorporated into one large switch
assembly that also includes the hazard, rear window
wiper and washer switches. The heated seat switches
provide a resistor multiplexed signal to the Heated
Seat Module (HSM) through separate hard wired cir-
cuits. Each switch has an Off, Low, and High position
so that both the driver and the front seat passenger
can select a preferred seat heating mode. Each
switch has two Light-Emitting Diodes (LED) which
light to indicate that the heater for the seat is turned
on.
The heated seat switches and their LEDs cannot
be repaired. If either switch or LED is faulty or dam-
aged, the entire switch assembly must be replaced.
OPERATION
There are three positions that can be selected with
each of the heated seat switches: Off, Low, or High.
When the left side of the switch rocker is fully
depressed, the Low position is selected and the low
position LED indicator illuminates. When the right
side of the switch rocker is fully depressed, the High
position is selected and the high position LED indi-cator illuminates. When the switch rocker is moved
to its neutral position (middle), Off is selected and
both LED indicators are extinguished.
Both switches provide separate resistor multi-
plexed hard wire inputs to the Heated Seat Module
(HSM) to indicate the selected switch position. The
heated seat module responds to the heated seat
switch status messages by controlling the output to
the seat heater elements of the selected seat. The
Low heat position set point is about 36É C (97É F),
and the High heat position set point is about 41É C
(105É F).
DIAGNOSIS AND TESTING - DRIVER HEATED
SEAT SWITCH
For complete circuit diagrams, refer toWiring
Diagrams.
WARNING: REFER TO THE RESTRAINTS SECTION
OF THIS MANUAL BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, SEAT OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
CHECKING SWITCH SIGNAL AND WIRING AT THE
MODULE
(1) Disconnect and isolate the battery negative
cable.
(2) Access and disconnect the gray 4-way connector
from the heated seat module. Visually inspect wiring
terminals for damage that would prevent positive
connection. If not OK, repair or replace the necessary
components.
(3) Reconnect the negative battery cable and Turn
heated seat ON in the LO position. Using an Ohm-
meter, check the resistance between cavities 2 and 3
of the gray connector noted above. Resistance should
be about 3.5 kiloohms (3500 ohms). If not OK, check
resistance directly at switch, as noted below. If OK,
proceed. If NOT OK replace the switch or faulty wir-
ing.
(4) Turn heated seat ON in the HI position. Using
an Ohmmeter, check the resistance between cavities
2 and 3 of the gray connector noted above. Resistance
should be about 1.4 kiloohms (1400 ohms). If not OK,
check resistance directly at switch, as noted below. If
OK, proceed. If NOT OK replace the switch or faulty
wiring.
(5) With the system ON in the HI position, Check
for battery voltage and ground at cavities 4 and 1. If
OK, proceed with testing remaining components. If
NOT OK, repair open or wiring short.
Fig. 2 HEATED SEAT SWITCH LOCATION
1 - HEATED SEAT SWITCHES
RSHEATED SEAT SYSTEM8G-9
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