2002 CHRYSLER VOYAGER Electronic Control Modules

Programming Key Failed (Possible Used Key From
Wrong Vehicle) - SKIM is unable to program key due
to one of the following:
²faulty ignition key transponder
²ignition key is programmed to another vehicle.
8 Keys Already Learned, Programming Not Done -
SKIM transponder ID memory is full.
(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.
REMOVAL
(1) Disconnect negative battery cable.
(2) Remove left front headlamp module (Refer to 8
- ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
HEADLAMP UNIT - REMOVAL).
(3) Remove lower headlamp assembly mounting
bolt (Fig. 2).(4) Remove ECM upper mounting bolts (Fig. 3).
(5) Lift ECM from radiator support.
(6) Disconnect ECM electrical connectors.
(7) Separate ECM from mounting bracket.
INSTALLATION
(1) Install ECM on mounting bracket.
(2) Connect ECM electrical connectors.
(3) Place ECM and bracket assembly in position on
radiator support.
(4) Install upper and lower mounting bolts.
(5) Install left headlamp module (Refer to 8 -
ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
HEADLAMP UNIT - INSTALLATION).
(6) Connect negative battery cable.
(7) Program ECM as necessary (Refer to 8 - ELEC-
TRICAL/ELECTRONIC CONTROL MODULES/EN-
GINE CONTROL MODULE - STANDARD
PROCEDURE).
Fig. 2 ENGINE CONTROL MODULE-LOWER
MOUNTING BOLT
1 - ENGINE CONTROL MODULE (ECM)
2 - INTEGRATED POWER MODULE
3 - ECM LOWER MOUNTING BOLT
Fig. 3 ENGINE CONTROL MODULE-UPPER
MOUNTING BOLTS
1 - BATTERY
2 - INTEGRATED POWER MODULE
3 - ENGINE CONTROL MODULE
4 - RADIATOR SUPPORT
5 - ECM UPPER MOUNTING BOLTS
6 - ECM ELECTRICAL CONNECTORS
8Ea - 4 ELECTRONIC CONTROL MODULESRG
ENGINE CONTROL MODULE (Continued)
ProCarManuals.com

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)
ProCarManuals.com

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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The Check Gauges Lamp (if equipped) or Battery
Lamp monitors:charging system voltage,engine
coolant temperature and engine oil pressure. If an
extreme condition is indicated, the lamp will be illu-
minated. The signal to activate the lamp is sent via
the PCI bus circuits. The lamp is located on the
instrument panel. Refer to the Instrument Cluster
section for additional information.
The PCM uses the inlet air temperature sensor to
control the charge system voltage. This temperature,
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 the calculated battery tempera-
ture 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.
DIAGNOSIS AND TESTING - ON-BOARD
DIAGNOSTIC SYSTEM
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the OBD system. Some
circuits are checked continuously and some are
checked only under certain conditions.
If the OBD system senses that a monitored circuit
is bad, it will put a DTC into electronic memory. The
DTC will stay in electronic memory as long as the
circuit continues to be bad. The PCM is programmed
to clear the memory after 50 engine starts if the
problem does not occur again.
DIAGNOSTIC TROUBLE CODES
A DTC description can be read using the DRBIIIt
scan tool. Refer to the appropriate Powertrain Diag-
nostic Procedures manual for information.
A DTC does not identify which component in a cir-
cuit is bad. Thus, a DTC should be treated as a
symptom, not as the cause for the problem. In some
cases, because of the design of the diagnostic test
procedure, a DTC can be the reason for another DTC
to be set. Therefore, it is important that the test pro-
cedures be followed in sequence, to understand what
caused a DTC to be set.
ERASING DIAGNOSTIC TROUBLE CODES
The DRBIIItScan Tool must be used to erase a
DTC.The following procedures may be used to diagnose
the charging system if:
²the check gauges lamp or battery lamp is illumi-
nated with the engine running
²the voltmeter (if equipped) does not register
properly
²an undercharged or overcharged battery condi-
tion occurs.
Remember that an undercharged battery is often
caused by:
²accessories being left on with the engine not
running
²a faulty or improperly adjusted switch that
allows a lamp to stay on. Refer to Ignition-Off Draw
Test (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/
BATTERY - STANDARD PROCEDURE)
INSPECTION
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the On-Board Diagnostic
(OBD) system. Some charging system circuits are
checked continuously, and some are checked only
under certain conditions.
Refer to Diagnostic Trouble Codes in; Powertrain
Control Module; Electronic Control Modules for more
DTC information. This will include a complete list of
DTC's including DTC's for the charging system.
To perform a complete test of the charging system,
refer to the appropriate Powertrain Diagnostic Proce-
dures service manual and the DRBIIItscan tool.
Perform the following inspections before attaching
the scan tool.
(1) Inspect the battery condition. Refer to the Bat-
tery section (Refer to 8 - ELECTRICAL/BATTERY
SYSTEM - DIAGNOSIS AND TESTING) for proce-
dures.
(2) Inspect condition of battery cable terminals,
battery posts, connections at engine block, starter
solenoid and relay. They should be clean and tight.
Repair as required.
(3) Inspect all fuses in both the fuseblock and
Power Distribution Center (PDC) for tightness in
receptacles. They should be properly installed and
tight. Repair or replace as required.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts if required. Refer to the Gen-
erator Removal/Installation section of this group for
torque specifications (Refer to 8 - ELECTRICAL/
CHARGING - SPECIFICATIONS).
(5) Inspect generator drive belt condition and ten-
sion. Tighten or replace belt as required. Refer to
Belt Tension Specifications(Refer to 7 - COOLING/
ACCESSORY DRIVE - SPECIFICATIONS).
8F - 22 CHARGINGRS
CHARGING (Continued)
ProCarManuals.com

F). When a fast battery charger is connected to a cold
battery, the current accepted by the battery will be
very low at first. As the battery warms, it will accept
a higher charging current rate (amperage).
²Charger Capacity- A battery charger that
supplies only five amperes will require a longer
charging time. A battery charger that supplies
twenty amperes or more will require a shorter charg-
ing time.
²State-Of-Charge- A completely discharged bat-
tery requires more charging time than a partially
discharged battery. Electrolyte is nearly pure water
in a completely discharged battery. At first, the
charging current (amperage) will be low. As the bat-
tery charges, the specific gravity of the electrolyte
will gradually rise.
The Conventional Battery Charging Time Table
gives an indication of the time required to charge a
typical battery at room temperature based upon the
battery state-of-charge and the charger capacity.
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.
Fig. 9 Testing Open-Circuit Voltage - Typical
RGBATTERY SYSTEM8Fa-13
BATTERY (Continued)
ProCarManuals.com

CHARGING
TABLE OF CONTENTS
page page
CHARGING
DESCRIPTION - CHARGING SYSTEM.......20
OPERATION - CHARGING SYSTEM.........20
DIAGNOSIS AND TESTING - ON-BOARD
DIAGNOSTIC SYSTEM.................21
SPECIFICATIONS
GENERATOR........................22
TORQUE............................22
SPECIAL TOOLS.......................22
BATTERY TEMPERATURE SENSOR
DESCRIPTION.........................23
OPERATION...........................23
REMOVAL.............................23
GENERATOR
DESCRIPTION.........................23
OPERATION...........................23
REMOVAL
REMOVAL - 2.4L......................23REMOVAL - 2.5L......................24
REMOVAL - 3.3/3.8L...................25
REMOVAL - 3.5L......................26
INSTALLATION
INSTALLATION - 2.4L..................27
INSTALLATION - 2.5L..................28
INSTALLATION - 3.3/3.8L................28
INSTALLATION - 3.5L..................28
GENERATOR DECOUPLER PULLEY
DESCRIPTION.........................28
OPERATION...........................28
DIAGNOSIS AND TESTING - GENERATOR
DECOUPLER PULLEY..................29
REMOVAL.............................29
INSTALLATION.........................30
VOLTAGE REGULATOR
DESCRIPTION.........................30
OPERATION...........................30
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-
8Fa - 20 CHARGINGRG
ProCarManuals.com

ULES/POWERTRAIN CONTROL MODULE -
DESCRIPTION) section for more DTC information.
The Check Gauges Lamp (if equipped) or Battery
Lamp monitors:charging system voltage,engine
coolant temperature and engine oil pressure. If an
extreme condition is indicated, the lamp will be illu-
minated. The signal to activate the lamp is sent via
the PCI bus circuits. The lamp is located on the
instrument panel. Refer to the Instrument Cluster
section for additional information.
The PCM uses the inlet air temperature sensor to
control the charge system voltage. This temperature,
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 the calculated battery tempera-
ture 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.
DIAGNOSIS AND TESTING - ON-BOARD
DIAGNOSTIC SYSTEM
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the OBD system. Some
circuits are checked continuously and some are
checked only under certain conditions.
If the OBD system senses that a monitored circuit
is bad, it will put a DTC into electronic memory. The
DTC will stay in electronic memory as long as the
circuit continues to be bad. The PCM is programmed
to clear the memory after 50 engine starts if the
problem does not occur again.
DIAGNOSTIC TROUBLE CODES
A DTC description can be read using the DRBIIIt
scan tool. Refer to the appropriate Powertrain Diag-
nostic Procedures manual for information.
A DTC does not identify which component in a cir-
cuit is bad. Thus, a DTC should be treated as a
symptom, not as the cause for the problem. In some
cases, because of the design of the diagnostic test
procedure, a DTC can be the reason for another DTC
to be set. Therefore, it is important that the test pro-
cedures be followed in sequence, to understand what
caused a DTC to be set.ERASING DIAGNOSTIC TROUBLE CODES
The DRBIIItScan Tool must be used to erase a
DTC.
The following procedures may be used to diagnose
the charging system if:
²the check gauges lamp or battery lamp is illumi-
nated with the engine running
²the voltmeter (if equipped) does not register
properly
²an undercharged or overcharged battery condi-
tion occurs.
Remember that an undercharged battery is often
caused by:
²accessories being left on with the engine not
running
²a faulty or improperly adjusted switch that
allows a lamp to stay on. Refer to Ignition-Off Draw
Test (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/
BATTERY - STANDARD PROCEDURE)
INSPECTION
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the On-Board Diagnostic
(OBD) system. Some charging system circuits are
checked continuously, and some are checked only
under certain conditions.
Refer to Diagnostic Trouble Codes in; Powertrain
Control Module; Electronic Control Modules for more
DTC information. This will include a complete list of
DTC's including DTC's for the charging system.
To perform a complete test of the charging system,
refer to the appropriate Powertrain Diagnostic Proce-
dures service manual and the DRBIIItscan tool.
Perform the following inspections before attaching
the scan tool.
(1) Inspect the battery condition. Refer to the Bat-
tery section (Refer to 8 - ELECTRICAL/BATTERY
SYSTEM - DIAGNOSIS AND TESTING) for proce-
dures.
(2) Inspect condition of battery cable terminals,
battery posts, connections at engine block, starter
solenoid and relay. They should be clean and tight.
Repair as required.
(3) Inspect all fuses in both the fuseblock and
Power Distribution Center (PDC) for tightness in
receptacles. They should be properly installed and
tight. Repair or replace as required.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts if required. Refer to the Gen-
erator Removal/Installation section of this group for
torque specifications (Refer to 8 - ELECTRICAL/
CHARGING - SPECIFICATIONS).
RGCHARGING8Fa-21
CHARGING (Continued)
ProCarManuals.com

HEATED SEAT SYSTEM
TABLE OF CONTENTS
page page
HEATED SEAT SYSTEM
DESCRIPTION..........................7
OPERATION............................8
DIAGNOSIS AND TESTING - HEATED SEAT
SYSTEM.............................8
DRIVER HEATED SEAT SWITCH
DESCRIPTION..........................9
OPERATION............................9
DIAGNOSIS AND TESTING - DRIVER HEATED
SEAT SWITCH.........................9
REMOVAL.............................10
INSTALLATION.........................10
HEATED SEAT ELEMENT
DESCRIPTION.........................11
OPERATION...........................11
DIAGNOSIS AND TESTING - HEATED SEAT
ELEMENTS..........................11REMOVAL.............................12
INSTALLATION.........................12
HEATED SEAT SENSOR
DESCRIPTION.........................12
OPERATION...........................12
DIAGNOSIS AND TESTING - HEATED SEAT
SENSOR............................12
PASSENGER HEATED SEAT SWITCH
DESCRIPTION.........................13
OPERATION...........................13
DIAGNOSIS AND TESTING - PASSENGER
HEATED SEAT SWITCH.................13
REMOVAL.............................14
INSTALLATION.........................15
HEATED SEAT SYSTEM
DESCRIPTION
Vehicles with the heated seat option can be visu-
ally identified by the two separate heated seat
switches located in the instrument panel center
stack, just above the radio (Fig. 1). The heated seat
system allows the front seat driver and passenger to
select from two different levels of supplemental elec-
trical seat heating (HI/LO), or no seat heating to suit
their individual comfort requirements. The heated
seat system for this vehicle includes the following
major components, which are described in further
detail later in this section:
²Heated Seat Elements- Four heated seat ele-
ments are used per vehicle, two for each front seat.
One heated seat element is integral to each front
seat trim cover, one in the seat back and one in the
seat bottom (cushion). Service replacement heating
elements are available, refer to heated seat elements
later in this section for additional information.
²Heated Seat Modules- Two heated seat mod-
ules are used per vehicle. One module is mounted to
each of the seat cushion pans, located under the for-
ward edge of each front seat. Refer to heated seat
module in the electronic control modules section of
the service manual for additional information.
²Heated Seat Sensors- Two heated seat sen-
sors are used per vehicle, one for each front seat. The
heated seat sensors are integral to each of the heated
seat bottoms (cushions).
Fig. 1 HEATED SEAT SWITCH LOCATIONS
1 - HEATED SEAT SWITCHES
RSHEATED SEAT SYSTEM8G-7
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