2003 CHRYSLER CARAVAN fuse

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 fif-
teen to twenty-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 Pow-
ertrain Control Module (PCM), digital clock, electron-
ically 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 twenty 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).
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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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.
VOLTAGE DROP TEST
The following operation will require a voltmeter
accurate to 1/10 (0.10) volt. Before performing this
test, be certain that the following procedures are
accomplished:
²The battery is fully-charged and load tested.
Refer to Standard Procedures for the proper battery
charging and load test procedures.
²Fully engage the parking brake.
²If the vehicle is equipped with an automatic
transmission, place the gearshift selector lever in the
Park position. If the vehicle is equipped with a man-
ual transmission, place the gearshift selector lever in
the Neutral position and block the clutch pedal in the
fully depressed position.
²Verify that all lamps and accessories are turned
off.
²To prevent the engine from starting, remove the
Automatic Shut Down (ASD) relay. The ASD relay is
located in the Intelligent Power Module (IPM), in the
engine compartment. See the fuse and relay layout
label affixed to the underside of the IPM cover for
ASD relay identification and location.
(1) Connect the positive lead of the voltmeter to
the battery negative terminal post. Connect the neg-
ative lead of the voltmeter to the battery negative
cable terminal clamp (Fig. 13). Rotate and hold the
ignition switch in the Start position. Observe the
voltmeter. If voltage is detected, correct the poor con-
nection between the battery negative cable terminal
clamp and the battery negative terminal post.
(2) Connect the positive lead of the voltmeter to
the battery positive terminal post. Connect the nega-
tive lead of the voltmeter to the battery positive cable
terminal clamp (Fig. 14). Rotate and hold the ignition
switch in the Start position. Observe the voltmeter. If
voltage is detected, correct the poor connection
between the battery positive cable terminal clamp
and the battery positive terminal post.
(3) Connect the voltmeter to measure between the
battery positive cable terminal clamp and the starter
solenoid B(+) terminal stud (Fig. 15). 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 positive cable eyelet terminal con-
nection at the starter solenoid B(+) terminal stud.
Repeat the test. If the reading is still above 0.2 volt,
replace the faulty battery positive cable.(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.
Fig. 13 Testing Battery Negative Connection
Resistance
1 - VOLTMETER
2 - BATTERY
Fig. 14 Testing Battery Positive Connection
Resistance
1 - VOLTMETER
2 - BATTERY
RSBATTERY SYSTEM8F-17
BATTERY CABLES (Continued)
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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.
(If equipped with inlet air temperature sensor) 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 gradu-
ally reduced as the calculated battery temperature
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 system target voltage is 13.5 ± 14.7 volts.
However the actual voltage go below this during
heavy electrical loads and generator speeds. Also the
actual voltage can be lower than the target voltage
between the battery and the battery voltage sense
circuit, approximately 0.2 Ð 0.3 volts.
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 40 good trip 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 DTCto 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)
²loose generator belt.
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) or IPM (if
equipped) for tightness in receptacles. They should be
properly installed and tight. Repair or replace as
required.
RSCHARGING8F-21
CHARGING (Continued)
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RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the PDC fuse as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
to the starter solenoid field coils. There should be
continuity between the cavity for relay terminal 87
and the starter solenoid terminal at all times. If OK,
go to Step 4. If not OK, repair the open circuit to the
starter solenoid as required.
(4) The coil battery terminal (85) is connected to
the electromagnet in the relay. It is energized when
the ignition switch is held in the Start position and
the clutch pedal is depressed (manual trans). Check
for battery voltage at the cavity for relay terminal 86
with the ignition switch in the Start position and the
clutch pedal is depressed (manual trans), and no
voltage when the ignition switch is released to the
On position. If OK, go to Step 5. If not OK, check for
an open or short circuit to the ignition switch and
repair, if required. If the circuit to the ignition switch
is OK, see the Ignition Switch Test procedure in this
group.
(5) The coil ground terminal (86) is connected to
the electromagnet in the relay. It is grounded by the
PCM if the conditions are right to start the car. For
automatic trans. cars the PCM must see Park Neu-
tral switch low and near zero engine speed (rpm).
For manual trans. cars the PCM only needs to see
near zero engine speed (rpm) and low clutch inter-
lock input and see near zero engine speed (rpm). To
diagnose the Park Neutral switch of the trans range
sensor refer to the transaxle section. Check for conti-
nuity to ground while the ignition switch is in the
start position and if equipped the clutch pedal
depressed. If not OK and the vehicle has an auto-
matic trans. verify Park Neutral switch operation. If
that checks OK check for continuity between PCM
and the terminal 86. Repair open circuit as required.
Also check the clutch interlock switch operation if
equipped with a manual transmission. If OK, the
PCM may be defective.
SAFETY SWITCHES
For diagnostics of the Transmission Range Sensor,
refer to the Transaxle section for more information.
If equipped with Clutch Interlock/Upstop Switch,
refer to Diagnosis and Testing in the Clutch section.
IGNITION SWITCH
After testing starter solenoid and relay, test igni-
tion switch and wiring. Refer to the Ignition Section
or Wiring Diagrams for more information. Check all
wiring for opens or shorts, and all connectors for
being loose or corroded.
BATTERY
For battery diagnosis and testing, refer to the Bat-
tery section for procedures.
ALL RELATED WIRING AND CONNECTORS
Refer to Wiring Diagrams for more information.
DIAGNOSIS AND TESTING - FEED CIRCUIT
RESISTANCE TEST
Before proceeding with this operation, review Diag-
nostic Preparation and Starter Feed Circuit Tests.
The following operation will require a voltmeter,
accurate to 1/10 of a volt.
CAUTION: Ignition and Fuel systems must be dis-
abled to prevent engine start while performing the
following tests.
(1) To disable the Ignition and Fuel systems, dis-
connect the Automatic Shutdown Relay (ASD). The
ASD relay is located in the Power Distribution Cen-
ter (PDC). Refer to the PDC cover for proper relay
location.
(2) Gain access to battery terminals.
(3) With all wiring harnesses and components
properly connected, perform the following:
(a) Connect the negative lead of the voltmeter to
the battery negative post, and positive lead to the
battery negative cable clamp. Rotate and hold the
ignition switch in the START position. Observe the
voltmeter. If voltage is detected, correct poor con-
tact between cable clamp and post.
(b) Connect positive lead of the voltmeter to the
battery positive post, and negative lead to the bat-
tery positive cable clamp. Rotate and hold the igni-
tion switch key in the START position. Observe the
voltmeter. If voltage is detected, correct poor con-
tact between the cable clamp and post.
(c) Connect negative lead of voltmeter to battery
negative terminal, and positive lead to engine
block near the battery cable attaching point.
Rotate and hold the ignition switch in the START
position. If voltage reads above 0.2 volt, correct
poor contact at ground cable attaching point. If
voltage reading is still above 0.2 volt after correct-
ing poor contacts, replace ground cable.
(4) Connect positive voltmeter lead to the starter
motor housing and the negative lead to the battery
negative terminal. Hold the ignition switch key in
8F - 32 STARTINGRS
STARTING (Continued)
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switch in the HVAC control assembly and a relay
with timer switch to turn OFF the system after ten
minutes. The main feed circuit is protected by fuse
13 (40 amp) in the Power Distribution Center (PDC)
which is connected directly to the front control mod-
ule (FCM) to form an integrated unit called an Inte-
grated Power Module (IPM). The rear defogger
switch and relay also activates the heated power side
view mirrors. The rear defogger switch also activates
the heated windshield wiper de-icer which is powered
by the RUN/ACC relay in the IPM and feed thru fuse
#11 (20 amp) in the PDC. The heated mirror circuit
is protected by a non-servicable Positive Temperature
Coefficient (PTC) located inside the PDC. The heated
windshield wiper de-icer circuit is protected by fuse
11 (20 amp) in the PDC.
The Heated Windshield Wiper Deicer is also acti-
vated when the DEFROST mode is selected on the
HVAC. In the DEFROST mode the rear defogger
timout is bypassed, the heated windshield wiper de-
icer will stay ON until another mode is selected. For
circuit information and component location refer to
appropriate section for Wiring Diagrams.
CAUTION:
Since grid lines can be damaged or scraped off by
sharp instruments, care should be taken in cleaning
the glass or removing foreign materials, decals or
stickers. Normal glass cleaning solvents or hot
water used with rags or toweling is recommended.
DEFOGGER RELAY
DESCRIPTION
There is no heated windshield wiper de-icer relay.
The grid is powered directly from fuse #11 in the
PDC and is controlled directly from the HVAC con-
trol assembly.
REAR WINDOW DEFOGGER
GRID
STANDARD PROCEDURE - GRID LINE REPAIR
REAR
For Grid repair procedure for the rear window
defogger (Refer to 8 - ELECTRICAL/HEATED
GLASS/WINDSHIELD GRID - STANDARD PROCE-
DURE).
REAR WINDOW DEFOGGER
SWITCH
DESCRIPTION
The rear window defogger switch is integrated into
the HVAC control panel assembly (Fig. 3)
OPERATION
A LED indicator will illuminate when the switch is
activated. The switch energizes the HVAC control
assembly when it requests the Front Control Module
(FCM) to activate the rear window defogger relay.
The relay controls the current to flow to the grids of
the rear window defogger, heated power side view
mirrors. The defogger relay will be on for approxi-
mately 10 minutes or until the control switch or igni-
tion is turned off.
Fig. 3 HVAC CONTROL PANEL
1 - TRIM BEZEL
2 - ACT SENSOR
3 - A/C REQUEST SWITCH
4 - REAR WINDOW DEFOGGER/HEATED MIRRORS SWITCH
COMBO
5 - FRONT WINDOW DEFROSTER MODE SELECTOR
8G - 2 HEATED GLASSRS
HEATED GLASS (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 HARDENER, HARMFUL IF SWALLOWED.
AVOID CONTACT WITH SKIN AND EYES. FOR SKIN,
WASH AFFECTED AREAS WITH SOAP AND WATER.
DO NOT TAKE INTERNALLY. IF TAKEN INTER-
NALLY, INDUCE VOMITING; CALL A PHYSICIAN
IMMEDIATELY. IF IN CONTACT WITH EYES, FLUSH
WITH PLENTY OF WATER. USE WITH ADEQUATE
VENTILATION. DO NOT USE NEAR FIRE OR FLAME.
CONTENTS CONTAINS 3% FLAMMABLE SOL-
VENTS. 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.
(4) For grid line, mark off area to be repaired with
masking tape (Fig. 5).
(5) Apply conductive epoxy through slit in masking
tape. Overlap both ends of the break.
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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HEATED MIRRORS
TABLE OF CONTENTS
page page
HEATED MIRRORS
DESCRIPTION..........................5
OPERATION............................5
DIAGNOSIS AND TESTING - HEATED
MIRROR TEST........................5
MIRROR SWITCH
DESCRIPTION..........................5OPERATION............................5
HEATED MIRROR GRID
STANDARD PROCEDURE - HEATED MIRROR . . 6
RELAY
DESCRIPTION..........................6
HEATED MIRRORS
DESCRIPTION
Heated mirrors are available on models with
Power Mirrors and Rear Window Defogger only.
OPERATION
The heated mirror is controlled by the rear window
defogger switch. The heated mirror is ON when the
rear window defogger is ON (Fig. 1).
DIAGNOSIS AND TESTING - HEATED MIRROR
TEST
Heated mirrors are available on models with
Power Mirrors and Rear Window Defogger only. The
heated mirror is controlled by the rear window defog-
ger switch. The heated mirror is ON when the rear
window defogger is ON.
(1) The mirror glass should be warm to the touch.
(2) If not, check the 20 amp fuse (11) in the Power
Distribution Center (PDC) part of the Integrated
Power Module (IPM) in the engine compartment.
(3) Test voltage at rear window defogger switch.
²If no voltage repair wire.
²Remove mirror glass and test the wires for con-
tinuity. If no continuity repair wires.
²If wires are OK, test and replace mirror assem-
bly.
²To test defogger switch refer to the appropriate
section in Electrical.
MIRROR SWITCH
DESCRIPTION
The heated mirror switch is integrated into the
rear window defogger switch located in the HVAC
control panel (Fig. 1).
OPERATION
A LED indicator will illuminate when the switch is
activated. The switch energizes the HVAC control
assembly when it requests the Front Control Module
(FCM) to activate the rear window defogger relay.
The relay controls the current to flow to the grids of
the rear window defogger and the heated power side
view mirrors. The defogger relay will be on for
approximately 10 minutes or until the control switch
or ignition is turned off.
Fig. 1 HVAC CONTROL PANEL
1 - TRIM BEZEL
2 - ACT SENSOR
3 - A/C REQUEST SWITCH
4 - REAR WINDOW DEFOGGER/HEATED MIRRORS SWITCH
COMBO
5 - FRONT WINDOW DEFROSTER MODE SELECTOR
RSHEATED MIRRORS8G-5
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