2003 CHRYSLER VOYAGER sensor

(3) Remove camshaft position sensor mounting
screws. Remove sensor.
(4) Loosen screw attaching target magnet to rear
of camshaft and remove magnet (Fig. 4).
REMOVAL - 3.3/3.8L
(1) Disconnect the negative battery cable.
(2) Remove the air box cover and inlet tube (Fig.
5).
(3) Disconnect camshaft position sensor electrical
connector from the wiring harness connector (Fig. 6).
(4) Remove bolt holding sensor.(5) Rotate sensor away from block.
(6) Pull sensor up out of the chain case cover.Do
not pull on the sensor wiring.There is an O-ring
on the body of the sensor. The O-ring may make
removal difficult. A light tap to top of sensor prior to
removal may reduce force needed for removal.
INSTALLATION
INSTALLATION - 2.4L
The target magnet has locating dowels that fit into
machined locating holes in the end of the camshaft
(Fig. 7).
Fig. 4 Target Magnet Removal/Installation
1 - TARGET MAGNET
2 - MOUNTING BOLT
3 - REAR OF CYLINDER HEAD
Fig. 5 AIR BOX COVER
Fig. 6 CAMSHAFT POSITION SENSOR
Fig. 7 Target Magnet Installation
1 - LOCATING DOWELS
2 - LOCATING HOLES (2)
RSIGNITION CONTROL8I-5
CAMSHAFT POSITION SENSOR (Continued)
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(1) Install target magnet in end of camshaft.
Tighten mounting screw to 3 N´m (30 in. lbs.) torque.
Over torqueing could cause cracks in magnet. If mag-
net cracks replace it.
(2) Install camshaft position sensor. Tighten sensor
mounting screws to 12.9 N´m (115 in. lbs.) torque.
(3) Carefully attach electrical connector to cam-
shaft position sensor.
(4) Connect the negative battery cable.
INSTALLATION - 3.3/3.8L
If the removed sensor is reinstalled, clean off
the old spacer on the sensor face. A NEW
SPACER must be attached to the face before
installation.Inspect O-ring for damage, replace if
necessary. If the sensor is being replaced, confirm
that the paper spacer is attached to the face and
O-ring is positioned in groove of the new sensor (Fig.
8).
(1) Apply a couple drops of clean engine oil to the
O-ring prior to installation.
(2) Install sensor in the chain case cover and
rotate into position.
(3) Push sensor down until contact is made with
the camshaft gear. While holding the sensor in this
position, install and tighten the retaining bolt 14
N´m (125 in. lbs.) torque.
(4) Connect camshaft position sensor electrical
connector to harness connector.
(5) Install the air box cover and inlet hose (Fig. 5).
(6) Connect the negative battery cable.
IGNITION COIL
DESCRIPTION
The ignition coil assembly consists of 2 or 3 inde-
pendent coils molded together (Fig. 9) or (Fig. 10).
The coil assembly for the 3.3/3.8L is mounted on the
intake manifold. The coil assembly for the 2.4L is
mounted on the cylinder head cover. Spark plug
cables route to each cylinder from the coil.
OPERATION
The coil fires two spark plugs every power stroke.
One plug is the cylinder under compression, the
other cylinder fires on the exhaust stroke. The Pow-
ertrain Control Module (PCM) determines which of
the coils to charge and fire at the correct time.
The Auto Shutdown (ASD) relay provides battery
voltage to the ignition coil. The PCM provides a
ground contact (circuit) for energizing the coil. When
the PCM breaks the contact, the magnetic energy in
the coil transfers to the secondary causing the spark.
The PCM will de-energize the ASD relay if it does
not receive the crankshaft position sensor and cam-
shaft position sensor inputs. Refer to Auto Shutdown
(ASD) RelayÐPCM Output, in this section for relay
operation.
Fig. 8 Camshaft Position Sensor and Spacer
1 - ELECTRICAL CONNECTOR
2 - O-RING
3 - PAPER SPACER
Fig. 9 IGNITION COIL - 2.4L
8I - 6 IGNITION CONTROLRS
CAMSHAFT POSITION SENSOR (Continued)
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KNOCK SENSOR
DESCRIPTION
The knock sensor threads into the cylinder block.
The knock sensor is designed to detect engine vibra-
tion that is caused by detonation.
OPERATION
When the knock sensor detects a knock in one of
the cylinders, it sends an input signal to the PCM. In
response, the PCM retards ignition timing for all cyl-
inders by a scheduled amount.
Knock sensors contain a piezoelectric material
which constantly vibrates and sends an input voltage
(signal) to the PCM while the engine operates. As the
intensity of the crystal's vibration increases, the
knock sensor output voltage also increases.
The voltage signal produced by the knock sensor
increases with the amplitude of vibration. The PCM
receives as an input the knock sensor voltage signal.
If the signal rises above a predetermined level, the
PCM will store that value in memory and retard
ignition timing to reduce engine knock. If the knock
sensor voltage exceeds a preset value, the PCM
retards ignition timing for all cylinders. It is not a
selective cylinder retard.
The PCM ignores knock sensor input during engine
idle conditions. Once the engine speed exceeds a
specified value, knock retard is allowed.
Knock retard uses its own short term and long
term memory program.
Long term memory stores previous detonation
information in its battery-backed RAM. The maxi-
mum authority that long term memory has over tim-
ing retard can be calibrated.
Short term memory is allowed to retard timing up
to a preset amount under all operating conditions (as
long as rpm is above the minimum rpm) except WOT.
The PCM, using short term memory, can respond
quickly to retard timing when engine knock is
detected. Short term memory is lost any time the
ignition key is turned off.
NOTE: Over or under tightening affects knock sen-
sor performance, possibly causing improper spark
control.
REMOVAL
REMOVAL - 2.4L
The knock sensor threads into the side of the cyl-
inder block in front of the starter (Fig. 12).
(1) Disconnect electrical connector from knock sen-
sor.(2) Use a crow foot socket to remove the knock
sensors.
REMOVAL - 3.8L
The knock sensor threads into the side of the cyl-
inder block in the rear.
(1) Disconnect the negative battery cable.
(2) Raise vehicle and support.
(3) On All Wheel Drive vehicles remove the PTU
(Power Transfer Unit), refer to the Transmission sec-
tion for more information.
(4) Disconnect electrical connector from knock sen-
sor.
(5) Use a crow foot socket to remove the knock
sensor.
INSTALLATION
INSTALLATION - 2.4L
The knock sensor threads into the side of the cyl-
inder block in front of the starter (Fig. 12).
(1) Install knock sensor. Tighten knock sensor to
10 N´m (7 ft. lbs.) torque.Over or under tighten-
ing effects knock sensor performance, possibly
causing improper spark control.
(2) Attach electrical connector to knock sensor.
Fig. 12 Knock Sensor
1 - GENERATOR
2 - INTAKE MANIFOLD
3 - KNOCK SENSOR
4-STARTER
8I - 8 IGNITION CONTROLRS
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INSTALLATION - 3.8L
The knock sensor threads into the side of the cyl-
inder block in the rear.
(1) Install knock sensor. Tighten knock sensor to
10 N´m (7 ft. lbs.) torque.Over or under tighten-
ing effects knock sensor performance, possibly
causing improper spark control.
(2) Attach electrical connector to knock sensor.
(3) On All Wheel Drive vehicles install the PTU
(Power Transfer Unit) for the rear wheels, refer to
the Transmission section for more information.
(4) Lower vehicle.
(5) Connect the negative cable.
SPARK PLUG
DESCRIPTION
DESCRIPTION - STANDARD 4 CYLINDER
All engines use resistor spark plugs. They have
resistance values ranging from 6,000 to 20,000 ohms
when checked with at least a 1000 volt spark plug
tester.
Do not use an ohm meter to check the resis-
tance of the spark plugs. This will give an inac-
curate reading.
Refer to the Specifications section for gap and type
of spark plug.
DESCRIPTION - PLATINUM PLUGS
The V6 engines use platinum resistor spark plugs.
They have resistance values of 6,000 to 20,000 ohms
when checked with at least a 1000 volt tester. For
spark plug identification and specifications, Refer to
the Specifications section.
Do not use an ohm meter to check the resis-
tance of the spark plugs. This will give an inac-
curate reading.
When the spark plugs use a single or double plat-
inum tips and they have a recommended service life
of 100,000 miles for normal driving conditions per
schedule A in this manual. The spark plugs have a
recommended service life of 75,000 miles for severe
driving conditions per schedule B in this manual. A
thin platinum pad is welded to both or just the cen-
ter electrode end(s) as shown in (Fig. 13). Extreme
care must be used to prevent spark plug cross
threading, mis-gapping (Fig. 14) and ceramic insula-
tor damage during plug removal and installation.CAUTION: Cleaning of the platinum plug may dam-
age the platinum tip.
Fig. 13 Platinum Pads
1 - APPLY ANTI-SEIZE COMPOUND HERE ONLY
2 - PLATINUM SPARK SURFACE
Fig. 14 Setting Spark Plug Electrode Gap
1 - TAPER GAUGE
RSIGNITION CONTROL8I-9
KNOCK SENSOR (Continued)
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INSTRUMENT CLUSTER
TABLE OF CONTENTS
page page
INSTRUMENT CLUSTER
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - SELF-
DIAGNOSTICS.........................2
DIAGNOSIS AND TESTING - CLUSTER
DIAGNOSIS...........................2REMOVAL.............................10
INSTALLATION.........................10
CLUSTER LENS
REMOVAL.............................10
INSTALLATION.........................10
INSTRUMENT CLUSTER
DESCRIPTION
The instrumentation gauges are contained in a
subdial assembly within the instrument cluster. The
individual gauges are not serviceable. If one of the
cluster gauges becomes faulty, the entire cluster
would require replacement.
The Mechanical Instrument Cluster (MIC) with a
tachometer is equipped with a electronic vacuum flu-
orescent transmission range indicator (PRND3L),
odometer, and trip odometer display.
The MIC without a tachometer is equipped with a
Light Emitting Diode (LED) transmission range indi-
cator (PRND3L) and a vacuum fluorescent odometer
display.
The MIC is equipped with the following warning
lamps.
²Lift Gate Ajar
²Low Fuel Level
²Low Windshield Washer Fluid Level
²Cruise
²Battery Voltage
²Fasten Seat Belt
²Door Ajar
²Coolant Temperature
²Anti-Lock Brake
²Brake
²Oil Pressure
²MIL (Malfunction Indicator Lamp)
²VTSS/SKIS Indicator
²Airbag
²Traction Control
²Autostick
The MIC without a tachometer also has the follow-
ing warning lamps:
²Turns Signals
²High Beam
WATER IN FUEL LAMP - EXPORT
The Water In Fuel Lamp is located in the message
center. When moisture is found within the fuel sys-
tem, the sensor sends a message via the PCI data
bus to the instrument cluster. The MIC illuminates
the bulb in the message center, The sensor is located
underneath the vehicle, directly above the rear axle.
The sensor is housed within the fuel filter/water sep-
arator assembly cover. The sensor is not serviced sep-
arately. If found defective, the entire assembly cover
must be replaced.
OPERATION
Refer to the vehicle Owner's Manual for operation
instructions and conditions for the Instrument Clus-
ter Gauges.
WATER IN FUEL LAMP - EXPORT
The Water In Fuel Sensor is a resistive type
switch. It is calibrated to sense the different resis-
tance between diesel fuel and water. When water
enters the fuel system, it is caught in the bottom of
the fuel filter/water separator assembly, where the
sensor is located. Water has less resistance than die-
sel fuel. The sensor then sends a PCI data bus mes-
sage to the instrument cluster to illuminate the
lamp.
If the lamp is inoperative, perform the self diag-
nostic test on the instrument cluster to check the
lamp operation before continuing diagnosis.
RSINSTRUMENT CLUSTER8J-1
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CONDITION POSSIBLE CAUSES CORRECTION
ERRATIC POINTER
MOVEMENT.1. ERRATIC MESSAGE
FROM ANOTHER
MODULE.1.A. CHECK THE BCM USING A DRB IIITSCAN TOOL IF
OK, GO TO STEP 1.B. IF NOT OK, REFER TO THE
PROPER BODY DIAGNOSTIC PROCEDURES MANUAL
TO REPAIR THE BCM.
1.B. CHECK THE PCM USING A DRB IIITSCAN TOOL. IF
OK, GO TO STEP 1.C. IF NOT OK, REFER TO THE
PROPER POWERTRAIN DIAGNOSTIC PROCEDURES
MANUAL TO REPAIR THE PCM.
1.C. CHECK THE SPEED SIGNAL INPUT INTO THE PCM.
THE SPEED SIGNAL ORIGINATES FROM THE TCM FOR
VEHICLES WITH THE 4 SPEED ELECTRONIC
TRANSMISSIONS. CHECK CONTINUITY FROM TCM TO
PCM. IF OK, USE A DRB IIITSCAN TOOL TO CHECK
TCM. REFER TO THE PROPER TRANSMISSION
DIAGNOSTIC PROCEDURES MANUAL TO REPAIR THE
TCM. IF NOT OK, REPAIR WIRING.
2. INTERNAL CLUSTER
FAILURE.2.A. PERFORM CLUSTER SELF-DIAGNOSTIC TEST AND
CHECK FOR FAULT CODES.
²IF THE POINTER MOVES DURING TEST BUT STILL
APPEARS ERRATIC, THEN GO TO STEP 2.B.
2.B. REPLACE CLUSTER ASSEMBLY.
SPEEDOMETER
INACCURATE.1. SPEEDOMETER OUT
OF CALIBRATION.1. PERFORM CLUSTER SELF-DIAGNOSTIC TEST.
²IF SPEEDOMETER IS ACCURATE TO THE
CALIBRATION POINTS THEN LOOK FOR ANOTHER
POSSIBLE CAUSE OF INACCURACY.
²IF SPEEDOMETER IS NOT ACCURATE TO THE
CALIBRATION POINTS, REPLACE CLUSTER ASSEMBLY.
2. WRONG
SPEEDOMETER PINION
FOR TIRE SIZE.2.A. IF VEHICLE HAS A 4 SPEED ELECTRONIC
TRANSMISSION GO TO STEP 2.C. OTHERWISE GO TO
STEP 2.B.
2.B. CHECK IF CORRECT SPEEDOMETER PINION IS
BEING USED WITH TIRES ON VEHICLE. REFER TO
TRANSMISSION FOR DIAGNOSIS AND TESTING.
²IF THE INCORRECT PINION IS IN TRANSMISSION
THEN REPLACE WITH CORRECT PINION.
²IF THE CORRECT PINION IS IN THE TRANSMISSION,
CHECK TIRE SIZE.
2.C. USE A DRB IIITSCAN TOOL TO CHECK THE TCM
TO SEE IF THE CORRECT TIRE SIZE HAS BEEN
PROGRAMMED INTO THE TCM.
²IF THE INCORRECT TIRE SIZE WAS SELECTED,
SELECT THE PROPER TIRE SIZE.
²IF THE CORRECT TIRE SIZE WAS SELECTED, CHECK
SPEED SENSOR.
3. BAD SPEED SENSOR. 3. REFER TO TRANSMISSION, SPEED SENSOR,
DIAGNOSIS AND TESTING.
RSINSTRUMENT CLUSTER8J-5
INSTRUMENT CLUSTER (Continued)
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TEMPERATURE GAUGE DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
NO POINTER
MOVEMENT.1. INTERNAL CLUSTER
FAILURE.1. PERFORM CLUSTER SELF-DIAGNOSTIC TEST
AND CHECK.
²IF TEMPERATURE GAUGE POINTER MOVES TO
CALIBRATION POINTS, LOOK FOR ANOTHER
POSSIBLE CAUSE OF FAILURE.
²IF THE POINTER DOESN'T MOVE DURING TEST,
VERIFY POWER AND GROUND ARE BEING
PROVIDED TO THE CLUSTER. IF YES, REPLACE
CLUSTER. IF NO, DETERMINE CAUSE OF NO
POWER OR NO GROUND.
2. NO PCI
TEMPERATURE
MESSAGE OR COLD PCI
BUS MESSAGE FROM
THE POWERTRAIN
CONTROL MODULE.2.A. CHECK PCM FAULT CODES USING A DRB IIIT
SCAN TOOL. IF THERE ARE NO FAULTS, GO TO
STEP 2.B. IF THERE ARE FAULTS, REFER TO THE
PROPER POWERTRAIN DIAGNOSTIC
PROCEDURES MANUAL TO PROPERLY DIAGNOSE
AND REPAIR.
2.B. REFER TO FUEL, COOLANT TEMPERATURE
SENSOR, DIAGNOSIS AND TESTING. REPAIR
SENSOR AS NEEDED.
ERRATIC POINTER
MOVEMENT.1. BAD PCI BUS
MESSAGE FROM THE
POWERTRAIN CONTROL
MODULE.1.A. CHECK PCM FAULT CODES USING A DRB IIIT
SCAN TOOL. IF THERE ARE NO FAULTS, GO TO
STEP 1.B. IF THERE ARE FAULTS, REFER TO THE
PROPER POWERTRAIN DIAGNOSTIC
PROCEDURES MANUAL TO PROPERLY DIAGNOSE
AND REPAIR.
1.B. REFER TO FUEL, COOLANT TEMPERATURE
SENSOR, DIAGNOSIS AND TESTING. REPAIR
SENSOR AS NEEDED.
2. INTERNAL CLUSTER
FAILURE.2. PERFORM CLUSTER SELF-DIAGNOSTIC TEST
AND CHECK FOR FAULT CODES.
²IF THE POINTER MOVES DURING TEST BUT
STILL APPEARS ERRATIC, REPLACE CLUSTER
ASSEMBLY.
TEMPERATURE GAUGE
INACCURATE.1. TEMPERATURE
GAUGE OUT OF
CALIBRATION.1. PERFORM CLUSTER SELF-DIAGNOSTIC TEST.
²IF POINTER IS ACCURATE TO THE CALIBRATION
POINTS LOOK FOR ANOTHER POSSIBLE CAUSE
OF FAILURE.
²IF POINTER IS INACCURATE TO THE
CALIBRATION POINTS, REPLACE CLUSTER
ASSEMBLY.
2. COOLANT SENSOR
OUT OF CALIBRATION.2. REFER TO FUEL, COOLANT TEMPERATURE
SENSOR FOR TEST AND REPAIR PROCEDURE.
8J - 8 INSTRUMENT CLUSTERRS
INSTRUMENT CLUSTER (Continued)
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MESSAGE SYSTEMS
TABLE OF CONTENTS
page page
OVERHEAD CONSOLE
DESCRIPTION..........................1
OPERATION............................2
DIAGNOSIS AND TESTING - OVERHEAD
CONSOLE............................2
STANDARD PROCEDURE
STANDARD PROCEDURE - READING/
COURTESY LAMP REPLACEMENT.........3
STANDARD PROCEDURE - MODULE LAMP
REPLACEMENT.......................3
STANDARD PROCEDURE - COMPASS
CALIBRATION.........................3
STANDARD PROCEDURE - COMPASS
DEMAGNETIZING......................4
STANDARD PROCEDURE - COMPASS
VARIATION ADJUSTMENT................5
REMOVAL - OVERHEAD CONSOLE..........6
INSTALLATION..........................6
SPECIAL TOOLS
OVERHEAD CONSOLE..................6
ELECTRONIC VEHICLE INFO CENTER
DESCRIPTION..........................6
OPERATION............................7
DIAGNOSIS AND TESTING - ELECTRONIC
VEHICLE INFORMATION CENTER.........7
STANDARD PROCEDURE - ELECTRONIC
VEHICLE INFORMATION CENTER
PROGRAMMING.......................7
REMOVAL.............................9INSTALLATION..........................9
COMPASS/MINI-TRIP COMPUTER
DESCRIPTION..........................9
OPERATION............................9
DIAGNOSIS AND TESTING - COMPASS
MINI-TRIP COMPUTER.................10
REMOVAL.............................10
INSTALLATION.........................10
UNIVERSAL TRANSMITTER
DESCRIPTION.........................10
OPERATION...........................10
DIAGNOSIS AND TESTING - UNIVERSAL
TRANSMITTER.......................10
STANDARD PROCEDURE
STANDARD PROCEDURE - SETTING
TRANSMITTER CODES.................11
STANDARD PROCEDURE - ERASING
TRANSMITTER CODES.................11
REMOVAL.............................11
AMBIENT TEMP SENSOR
DESCRIPTION.........................11
OPERATION...........................11
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR...............12
DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR CIRCUIT........12
REMOVAL.............................12
INSTALLATION.........................12
OVERHEAD CONSOLE
DESCRIPTION
Three overhead consoles are available on RS/RG
models. These are the Electronic Vehicle Information
Center (EVIC), Compass Mini-Trip Computer
(CMTC) or a Compass Temperature Computer (CT).
All consoles are equipped with two reading/courtesy
lamps and if the vehicle is equipped with a power
liftgate or power sliding door(s) the overhead console
will also include command switches for these fea-
tures. The overhead console is mounted with one
screw and two snap clips to a molded plastic retainer
bracket located above the headliner.
DESCRIPTION - COMPASS
All the available overhead consoles on this model
include Compass information. While in the compass/temperature mode, the compass will display the
direction in which the vehicle is pointed using the
eight major compass headings (Examples: north is N,
northeast is NE). The self-calibrating compass unit
requires no adjusting in normal use. The only cali-
bration that may prove necessary is to drive the vehi-
cle in three complete circles at 5 to 8 kilometers-per-
hour (3 to 5 miles-per-hour), on level ground, in not
less than forty-eight seconds. This will reorient the
compass unit to its vehicle.
The compass unit also will compensate for magne-
tism the body of the vehicle may acquire during nor-
mal use. However, avoid placing anything magnetic
directly on the roof of the vehicle. Magnetic mounts
for an antenna, a repair order hat, or a funeral pro-
cession flag can exceed the compensating ability of
the compass unit if placed on the roof panel. Mag-
netic bit drivers used on the fasteners that hold the
overhead console assembly to the roof header can
RSMESSAGE SYSTEMS8M-1
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