2004 CHRYSLER VOYAGER ESP

service, the composition of this battery reduces gas-
sing and water loss at normal charge rates. However
these batteries may require additional distilled water
after years of service.
Maintenance-free batteriesare standard facto-
ry-installed equipment on all domestic versions of
this model. Male post type terminals made of a soft
lead material protrude from the top of the molded
plastic battery case (Fig. 6)to provide the means for
connecting the battery to the vehicle electrical sys-
tem. The battery positive terminal post is visibly
larger in diameter than the negative terminal post,
for easy identification. The lettersPOSandNEGare
also molded into the top of the battery case adjacent
to their respective positive and negative terminal
posts for additional identification confirmation.
This battery is designed to provide a safe, efficient
and reliable means of storing electrical energy in a
chemical form. This means of energy storage allows
the battery to produce the electrical energy required
to operate the engine starting system, as well as to
operate many of the other vehicle accessory systems
for limited durations while the engine and/or the
charging system are not operating. The battery is
made up of six individual cells that are connected in
series. Each cell contains positively charged plate
groups that are connected with lead straps to the
positive terminal post, and negatively charged plate
groups that are connected with lead straps to thenegative terminal post. Each plate consists of a stiff
mesh framework or grid coated with lead dioxide
(positive plate) or sponge lead (negative plate). Insu-
lators or plate separators made of a non-conductive
material are inserted between the positive and nega-
tive plates to prevent them from contacting or short-
ing against one another. These dissimilar metal
plates are submerged in a sulfuric acid and water
solution called an electrolyte.
Some factory-installed batteries have a built-in test
indicator (hydrometer). The color visible in the sight
glass of the indicator will reveal the battery condi-
tion. For more information on the use of the built-in
test indicator, refer toStandard Procedures. The
chemical composition of the metal coated plates
within the low-maintenance battery used in export
models reduces battery gassing and water loss at
normal charge and discharge rates. Therefore, the
battery should not require additional water in nor-
mal service. If the electrolyte level in this battery
does become low, distilled water must be added. How-
ever, rapid loss of electrolyte can be caused by an
overcharging condition. Be certain to diagnose the
charging system after replenishing the water in the
battery for a low electrolyte condition and before
returning the vehicle to service. Refer toCharging
Systemfor additional information.
The battery Group Size number, the Cold Cranking
Amperage (CCA) rating, and the Reserve Capacity
(RC) rating or Ampere-Hours (AH) rating can be
Fig. 5 BATTERY CELL CAP REMOVAL/
INSTALLATION - LOW-MAINTANANCE GASOLINE
ENGINE BATTERY - EXPORT
1 - BATTERY CELL CAP
2 - BATTERY CASE
Fig. 6 Maintenance-Free Battery - Domestic
1 - POSITIVE POST
2 - VENT
3 - CELL CAP
4 - VENT
5 - CELL CAP
6 - VENT
7 - NEGATIVE POST
8 - INDICATOR EYE (if equipped)
9 - ELECTROLYTE LEVEL
10 - PLATE GROUPS
11 - MAINTENANCE-FREE BATTERY
8F - 8 BATTERY SYSTEMRS
BATTERY (Continued)

service, the composition of this battery reduces gas-
sing and water loss at normal charge rates. However
these batteries may require additional distilled water
after years of service.Maintenance-free batteries are standard facto-
ry-installed equipment on all domestic versions of
this model. Male post type terminals made of a soft
lead material protrude from the top of the molded
plastic battery case (Fig. 6)to provide the means for
connecting the battery to the vehicle electrical sys-
tem. The battery positive terminal post is visibly
larger in diameter than the negative terminal post,
for easy identification. The letters POSandNEG are
also molded into the top of the battery case adjacent
to their respective positive and negative terminal
posts for additional identification confirmation. This battery is designed to provide a safe, efficient
and reliable means of storing electrical energy in a
chemical form. This means of energy storage allows
the battery to produce the electrical energy required
to operate the engine starting system, as well as to
operate many of the other vehicle accessory systems
for limited durations while the engine and/or the
charging system are not operating. The battery is
made up of six individual cells that are connected in
series. Each cell contains positively charged plate
groups that are connected with lead straps to the
positive terminal post, and negatively charged plate
groups that are connected with lead straps to the negative terminal post. Each plate consists of a stiff
mesh framework or grid coated with lead dioxide
(positive plate) or sponge lead (negative plate). Insu-
lators or plate separators made of a non-conductive
material are inserted between the positive and nega-
tive plates to prevent them from contacting or short-
ing against one another. These dissimilar metal
plates are submerged in a sulfuric acid and water
solution called an electrolyte.
Some factory-installed batteries have a built-in test
indicator (hydrometer). The color visible in the sight
glass of the indicator will reveal the battery condi-
tion. For more information on the use of the built-in
test indicator, refer to Standard Procedures . The
chemical composition of the metal coated plates
within the low-maintenance battery used in export
models reduces battery gassing and water loss at
normal charge and discharge rates. Therefore, the
battery should not require additional water in nor-
mal service. If the electrolyte level in this battery
does become low, distilled water must be added. How-
ever, rapid loss of electrolyte can be caused by an
overcharging condition. Be certain to diagnose the
charging system after replenishing the water in the
battery for a low electrolyte condition and before
returning the vehicle to service. Refer to Charging
System for additional information.
The battery Group Size number, the Cold Cranking
Amperage (CCA) rating, and the Reserve Capacity
(RC) rating or Ampere-Hours (AH) rating can be
Fig. 5 BATTERY CELL CAP REMOVAL/
INSTALLATION - LOW-MAINTANANCE GASOLINE ENGINE BATTERY - EXPORT
1 - BATTERY CELL CAP
2 - BATTERY CASE
Fig. 6 Maintenance-Free Battery - Domestic
1 - POSITIVE POST
2 - VENT
3 - CELL CAP
4 - VENT
5 - CELL CAP
6 - VENT
7 - NEGATIVE POST
8 - INDICATOR EYE (if equipped)
9 - ELECTROLYTE LEVEL
10 - PLATE GROUPS
11 - MAINTENANCE-FREE BATTERY
8Fs - 8 BATTERY SYSTEMRS
BATTERY (Continued)

Refer to the description of the heated seat switch
later in this section for additional information.
Hard wired circuitry connects the heated seat sys-
tem components to each other through the electrical
system of the vehicle. These hard wired circuits are
integral to several wire harnesses, which are routed
throughout the vehicle and retained by many differ-
ent methods. These circuits may be connected to each
other, to the vehicle electrical system and to the
heated seat system components through the use of a
combination of soldered splices and splice block con-
nectors. Refer to Wiring for complete system wiring
schematics. The wiring information also includes the
proper wire and connector repair procedures, further
details on wire harness routing and retention, as well
as pin-out and location views for the various wire
harness connectors, splices and grounds.
OPERATION
The heated seat system components operate on
battery current received through a fuse in the Inte-
grated Power Module (IPM) on a fused ignition
switch output (run) circuit from the Body Control
Module. The system will only operate when the igni-
tion switch is in the On position. The heated seat
system will be turned Off automatically whenever
the ignition switch is turned to any position except
On. Also, the heated seat system will not operate
when the surface temperature of the seat cushion
cover at either heated seat sensor is above the
designed temperature set points of the system. See
the owner's manual in the vehicle glove box for more
information on the features, use and operation of the
heated seat system.
DIAGNOSIS AND TESTING - HEATED SEAT
SYSTEM
The most reliable, efficient, and accurate means to
diagnose the heated seat system requires the use of a
DRBIIItscan tool and the proper Diagnostic Proce-
dures manual. The DRBIIItscan tool can provide
confirmation that the PCI data bus is functional, that
all of the electronic modules are sending and receiv-
ing the proper messages on the PCI data bus, and
that the heated seat modules are receiving the
proper hard wired inputs from and relaying the
proper hard wired outputs to the Body Control Mod-
ule in order to perform its functions. Refer toWiring
Diagramsfor complete wiring schematics. The wir-
ing information also includes the proper wire and
connector repair procedures, further details on wire
harness routing and retention, as well as pin-out and
location views for the various wire harness connec-
tors, splices and grounds.
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
each provide a resistor multiplexed signal to its
respective Heated Seat Module (HSM) through sepa-
rate hard wired circuits. 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-
Fig. 2 HEATED SEAT SWITCH LOCATION
1 - HEATED SEAT SWITCHES
8G - 8 HEATED SEAT SYSTEMRS
HEATED SEAT SYSTEM (Continued)

cator illuminates. When the switch rocker is moved
to its neutral position (middle), Off is selected and
both LED indicators are extinguished.
Each switch provides separate resistor multiplexed
hard wire inputs to its respective Heated Seat Mod-
ule (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) Place the heated seat switch in the LO posi-
tion. Using an Ohmmeter, check the resistance
between cavities 2 and 3 of the gray connector noted
above. Resistance should be about 3.5 kilohms (3500
ohms). If not OK, check resistance directly at switch,
as noted below. If OK, proceed to the next step. If not
OK, replace the faulty switch.
(4) Place the heated seat switch 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 kilohms (1400 ohms).
If not OK, check resistance directly at switch, as
noted below. If OK, proceed. If not OK replace the
faulty switch.
(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 shorted wiring.
CHECKING SWITCH ONLY
(1) Disconnect and isolate the battery negative
cable. Remove the center bezel from the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL CENTER BEZEL -
REMOVAL). Check for continuity between the
ground circuit cavity (#10) of the instrument panel
switch bank electrical connector and a good ground.
There should be continuity. If OK, go to Step 2. If not
OK, repair the open ground circuit to ground as
required.
(2) Reconnect the battery negative cable. Turn the
ignition switch to the On position. Check for battery
voltage at the fused ignition switch output (run) cir-
cuit cavity of the instrument panel switch bank con-
nector (#4). If OK, turn the ignition switch to the Off
position, and go to Step 3. If not OK, repair the open
fused ignition switch output (run) circuit as required.
(3) Test the heated seat switch as shown in the
Heated Seat Switch Test chart and the connector pin-
out below (Fig. 3). If OK, go to Step 4. If not OK,
replace the faulty switch bank assembly.
DRIVER HEATED SEAT SWITCH TEST
SWITCH
POSITIONRESISTANCE
BETWEENRESISTANCE
(OHMS)
Off Pin4&5OPEN
Low Pin4&53570
High Pin4&51430
All resistance values are  1%.
Fig. 3 Instrument Panel Switch Bank Connector
RSHEATED SEAT SYSTEM8G-9
DRIVER HEATED SEAT SWITCH (Continued)

(3) Connect the negative battery cable.
(4) Verify heated seat system operation.
(5) Install the appropriate seat cushion or seat
back trim cover. Make certain the seat wire harness
is correctly routed through the seat and seat back.
The excess wire between the cushion and back ele-
ments should be securely tucked between the rear of
the cushion foam and the rear carpet flap of the trim
cover.
HEATED SEAT SENSOR
DESCRIPTION
Two heated seat sensors are used per vehicle, one
in each front seat cushion heating element. The
heated seat temperature sensor is a Negative Tem-
perature Coefficient (NTC) thermistor.
The heated seat sensors cannot be repaired or
adjusted and if found to be faulty, the complete
heated seat cushion element must be replaced.
OPERATION
The temperature sensor is a NTC thermistor.
When the temperature of the seat cushion cover
rises, the resistance of the sensor decreases. The
heated seat module supplies a five-volt current to one
side of each sensor, and monitors the voltage drop
through the sensor on a return circuit. The heated
seat module uses this temperature sensor input to
monitor the temperature of the seat, and regulates
the current flow to the seat heating elements accord-
ingly.
DIAGNOSIS AND TESTING - HEATED SEAT
SENSOR
For complete circuit diagrams, refer toWiring
Diagrams.
(1) Disconnect and isolate the battery negative
cable. Disconnect the green 4-way heated seat mod-
ule wire harness connector.
(2) Using an ohmmeter, check the resistance
between cavities 2 and 3. The sensor resistance
should be between 50 kilohms at 15É C (60É F) and 2
kilohms at 30É C (85É F). If not OK, replace the
faulty seat element and sensor assembly.
PASSENGER HEATED SEAT
SWITCH
DESCRIPTION
The heated seat switches are mounted in the
instrument panel center bezel (Fig. 6). The two three-
position rocker-type switches, one switch for each
front seat, are incorporated into one large switchassembly that also includes the hazard, rear window
wiper and washer switches. The heated seat switches
each provide a resistor multiplexed signal to its
respective Heated Seat Module (HSM) through sepa-
rate hard wired circuits. 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.
Each switch provides separate resistor multiplexed
hard wire inputs to its respective Heated Seat Mod-
ule (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
Fig. 6 HEATED SEAT SWITCH LOCATION
1 - HEATED SEAT SWITCHES
8G - 12 HEATED SEAT SYSTEMRS
HEATED SEAT ELEMENTS (Continued)

HORN
TABLE OF CONTENTS
page page
HORN SYSTEM
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING - HORN SYSTEM . . . 1
HORN
DIAGNOSIS AND TESTING - HORN..........3REMOVAL.............................4
INSTALLATION..........................5
HORN SWITCH
DESCRIPTION..........................5
HORN SYSTEM
DESCRIPTION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAG, REFER TO ELECTRICAL, RESTRAINTS FOR
SAFETY PRECAUTIONS. DISCONNECT THE NEGA-
TIVE CABLE FROM THE BATTERY BEFORE SER-
VICING COMPONENTS INVOLVING THE AIRBAG
SYSTEM. ACCIDENTAL DEPLOYMENT OF AIRBAG
AND PERSONAL INJURY CAN RESULT.
The horn circuit consists of a horn switch, clock-
spring, horn relay, horns and Integrated Power Mod-
ule (IPM). The horn switch is a membrane switch
located in the airbag trim cover. The horns are
located forward of the left front wheel behind the
bumper fascia.
OPERATION
The horn relay plugs into the Integrated Power
Module (IPM) which is located in the engine com-
partment. For circuit information and component
locations, refer to the appropriate wiring information.
The wiring information includes wiring diagrams,
proper wire and connector repair procedures, details
of wire harness routing and retention, connector pin-
out information and location views for the various
wire harness connectors, splices and grounds.
The horns will not function if the switch is
ªCLOSEDº for more than 30 seconds. Once the
switch is ªOPENº, a 20±30 second delay will occur
before the horns are functional again.
DIAGNOSIS AND TESTING - HORN SYSTEM
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
Refer to Horn System Test below. If the horn does
not sound, check horn fuse located in the Integrated
Power Module (IPM). If the fuse is blown, replace
with the correct fuse. If the horns fail to sound and
the new fuse blows when depressing the horn switch,
a short circuit in the horn or the horn wiring
between the fuse terminal and the horn is responsi-
ble, or a defective horn switch allowed the horn to
burn out is responsible.
If the fuse is OK, test horn relay (Refer to 8 -
ELECTRICAL/HORN/HORN RELAY - DIAGNOSIS
AND TESTING).
If the relay is OK, test horn. Refer to Horn System
Test.
CAUTION: Continuous sounding of horn may
cause horn failure.
Should the horn sound continuously:
²Unplug the horn relay from IPM.
²Refer to (Refer to 8 - ELECTRICAL/HORN/
HORN RELAY - DIAGNOSIS AND TESTING).
Refer to the appropriate wiring information.
RSHORN8H-1

(3) Connect the electrical connector to the ignition
coil.
(4) Install the ignition cables to the ignition coil.
(5) Reposition the Power steering reservoir. Slide
bracket over the mounting stud (Fig. 11).
(6) Install 2 bolts to the Power steering reservoir
to intake manifold.
(7) Tighten the lower nut to stud on ignition coil
bracket.
(8) Install the throttle and speed control cables to
clip.
(9) Connect the negative battery cable.
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.
8I - 8 IGNITION CONTROLRS
IGNITION COIL (Continued)

INSTRUMENT CLUSTER DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
INSTRUMENT CLUSTER
INOPERATIVE. NO
RESPONSE FROM
INSTRUMENT CLUSTER.NO PCI BUS MESSAGES
FROM THE BCM.USE A DRB IIITSCAN TOOL TO CHECK THE BCM.
IF OK, LOOK FOR ANOTHER POSSIBLE CAUSE
FOR CLUSTER FAILURE. IF NOT OK, REFER TO
THE PROPER BODY DIAGNOSTIC PROCEDURES
MANUAL.
SPREAD TERMINAL(S)
ON WIRING HARNESS
CLUSTER CONNECTOR.REMOVE CLUSTER FROM INSTRUMENT PANEL
AND CHECK WIRING HARNESS CONNECTOR FOR
SPREAD TERMINAL. IF OK, LOOK FOR ANOTHER
POSSIBLE CAUSE FOR THE CLUSTER FAILURE. IF
NOT OK, REPAIR CONNECTOR.
BCM IS NOT RECEIVING
PROPER INPUT FROM
THE IGNITION SWITCH.1. USE A DRB IIITSCAN TOOL TO VERIFY IGNITION
SWITCH STATUS INTO THE BCM. IF NOT OK, GO
TO STEP (2). IF OK, LOOK AT ANOTHER POSSIBLE
CAUSE OF FAILURE.
2. CHECK IGNITION SWITCH FUNCTION AND
WIRING.
INTERNAL CLUSTER
FAILURE.REPLACE CLUSTER.
WAKE UP CIRCUIT
FAULTY.VERIFY CONTINUITY OF WAKE UP CIRCUIT FROM
BCM TO MIC. CIRCUIT SHALL BE LOW WHENEVER
BCM IS AWAKE.
POWER OR GROUND
MISSING.IF NO RESPONSE FROM THE MIC, CHECK FOR
POWER AND GROUND AT THE MIC CONNECTOR.
REFER TO WIRING DIAGRAMS FOR CONNECTOR
CALL OUTS.
RSINSTRUMENT CLUSTER8J-3
INSTRUMENT CLUSTER (Continued)