2004 CHRYSLER VOYAGER volt

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.
REMOVAL
The battery cables on this model may include por-
tions of wiring circuits for the generator and other
components on the vehicle. If battery cable replace-
ment is required, it will be necessary to extract the
cables out of the engine wire harness assembly. Use
care not to damage the other wires and circuits
which are also packaged into the engine wire harness
assembly. (1) Turn the ignition switch to the Off position. Be
certain that all electrical accessories are turned off. (2) Disconnect and isolate the negative battery
cable terminal. (3) Remove the battery thermowrap (if equipped)
from the battery tray. (4) Remove the tape from the engine wire harness
assembly, to access the desired battery cable. (5) One at a time, trace and disconnect the battery
cable retaining fasteners and routing clips until the
desired cable is free from the vehicle. (6) Feed the battery cable out of the vehicle.
INSTALLATION
(1) Position the battery cable in the vehicle.
(2) One at a time, trace and install the battery
cable retaining fasteners and routing clips until the
desired cable is properly installed in the engine wire
harness assembly. (3) Install the tape on the engine wire harness
assembly. (4) Install the battery thermowrap (if equipped) on
the battery tray. (5) Connect the negative battery cable terminal.
BATTERY TRAY
DESCRIPTION
The battery is mounted in a molded plastic battery
tray and support unit located in the left front corner
of the engine compartment. The battery tray and
support unit is secured with two nuts, one is located
directly under the battery and the other is located on
the right side of the tray which also serves as a cool-
ant bottle neck retaining bolt. An additional bolt is
located directly under the battery. The battery tray and support unit also includes a
engine vacuum reservoir, located in the rear of the
unit (Fig. 17). And a drainage hose, located in the
front of the unit (Fig. 17).
OPERATION
The battery tray provides a secure mounting loca-
tion and supports the battery. The battery tray also
provides the anchor point for the battery holddown
hardware. The battery tray and the battery hold-
down hardware combine to secure and stabilize the
battery in the engine compartment, which prevents
battery movement during vehicle operation. Unre-
strained battery movement during vehicle operation
could result in damage to the vehicle, the battery, or
both. The battery tray used on this model also includes a
engine vacuum reservoir and drainage hose. The vac-
Fig. 16 Test Ground Circuit Resistance - Typical
1 - VOLTMETER
2 - BATTERY
3 - ENGINE GROUND
Fig. 17 RS BATTERY TRAY
1 - ENGINE VACUUM RESERVOIR
2 - BATTERY TRAY ASSEMBLY
3 - DRAINAGE HOSE
8Fs - 18 BATTERY SYSTEMRS
BATTERY CABLES (Continued)

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
SPECIFICATIONS - BATTERY TEMPERATURE SENSOR ...............22
SPECIAL TOOLS .......................23
BATTERY TEMPERATURE SENSOR DESCRIPTION .........................23
OPERATION ...........................23
REMOVAL .............................23
GENERATOR DESCRIPTION .........................23
OPERATION ...........................23 REMOVAL
REMOVAL - 2.4L ......................23
REMOVAL - 2.5L ......................24
REMOVAL - 3.3/3.8L ...................25
INSTALLATION INSTALLATION - 2.4L ..................26
INSTALLATION - 2.5L ..................26
INSTALLATION - 3.3/3.8L ................26
GENERATOR DECOUPLER PULLEY DESCRIPTION .........................27
OPERATION ...........................27
DIAGNOSIS AND TESTING - GENERATOR DECOUPLER PULLEY ..................27
REMOVAL .............................28
INSTALLATION .........................28
VOLTAGE REGULATOR DESCRIPTION .........................29
OPERATION ...........................29
CHARGING
DESCRIPTION - CHARGING SYSTEM
The charging system consists of:
²Generator
² Decoupler Pulley (If equipped)
² Electronic Voltage Regulator (EVR) circuitry
within the Powertrain Control Module (PCM) ² Ignition switch (refer to the Ignition System sec-
tion for information) ² Battery (refer to the Battery section for informa-
tion) ² Ambient Air Temperature (If equipped)
² Inlet Air Temperature (calculated battery tem-
perature)(If equipped) ² Voltmeter (refer to the Instrument Cluster sec-
tion for information if equipped) ² Wiring harness and connections (refer to the
Wiring section for information) ² Accessory drive belt (refer to the Cooling section
for more information) ² Battery Temperature sensor (if equipped)
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 Ambient air temperature sensor is used to cal-
culate the temperature near the battery. This tem-
perature 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-
8Fs - 20 CHARGINGRS

ULES/POWERTRAIN CONTROL MODULE -
DESCRIPTION) section for more DTC information.The Charging system ªBatteryº light indicates
problems with the charging system (voltage too high/
low, generator failure, etc.). If an extreme condition is
indicated, the lamp will be illuminated. 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 infor-
mation. The PCM uses the ambient air temperature sensor
to control the charge system voltage. This tempera-
ture, 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
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.
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 DRBIII t
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 DRBIII tScan Tool must be used to erase a
DTC. The following procedures may be used to diagnose
the charging system if: ² the check gauges lamp or battery lamp is illumi-
nated with the engine running ² the voltmeter (if equipped) does not register
properly ² an undercharged or overcharged battery condi-
tion occurs. Remember that an undercharged battery is often
caused by: ² accessories being left on with the engine not
running ² a faulty or improperly adjusted switch that
allows a lamp to stay on. Refer to Ignition-Off Draw
Test (Refer t o 8 - ELECTRICAL/BATTERY SYSTEM/
BATTERY - STANDARD PROCEDURE) ² loose 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 DRBIII tscan tool.
Perform the following inspections before attaching
the scan tool. (1) Inspect the battery condition. Refer to the Bat-
tery section (Refer t o 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. (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
RS CHARGING8Fs-21
CHARGING (Continued)

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 t o 7 - COOLING/
ACCESSORY DRIVE - SPECIFICATIONS). (6) Inspect decoupler pulley (if equipped). Ensure
decoupler pulley is driving the alternator rotor. (7) Inspect automatic belt tensioner (if equipped).
Refer to the Cooling System for more information. (8) Inspect generator electrical connections at gen-
erator field, battery output, and ground terminal (if
equipped). Also check generator ground wire connec-
tion at engine (if equipped). They should all be clean
and tight. Repair as required.SPECIFICATIONS
GENERATOR
Type Engine Minimun Test Amperage
Denso 2.4 L 80 Amp (HOT)
Denso 3.3/3.8L 100 Amp or 115 Amp (HOT)
Test Specification:
1. Engine RPM : 2500 RPM  20 RPM (HOT)
2. Voltage Output : 14. 0 V   0.5 V
3. Field Curren t : 5 amps   0.1 amps
Part number is located on the side of the generator.
TORQUE
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Battery Hold Down Clamp Bolt 20 14.7 180
Generator B+ Nut 12.4 9.2 110
Battery Terminal Nut 4 35
Generator Mounting Bolt 2.4L 28.2 20.8 250
Generator Mounting Bolts 3.3/3.8L 54.2 40
Starter Solenoid Battery Nut 3.3/3.8L 11.3 8.3 100
Generator Decoupler 109.8 81
SPECIFICATIONS - BATTERY TEMPERATURE
SENSOR
ÉC ÉF K-Ohms Min. K-Ohms Max.
(40) (40) 291.4 381.7
(20) (4) 85.8 108.4 20 68 11.4 13.6
25 77 9.1 10.9
120 248 0.37 0.41
130 266 0.28 0.32
8Fs - 22 CHARGINGRS
CHARGING (Continued)

SPECIAL TOOLS
BATTERY TEMPERATURE
SENSOR
DESCRIPTION
(NGC Vehicles) The PCM incorporates a Battery
Temperature Sensor (BTS) on its circuit board.
OPERATION
The PCM uses the temperature of the battery area
to control the charge system voltage. This tempera-
ture, 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 temperature around the
battery increases. For vehicles with 1.6L engine, there is no physical
battery temp sensor in place to detect battery temp.
Rather, an algorithm buit in PCM is employed to pre-
dict battery temp using inlet air temp, vehicle speed,
and coolant temp, among other signals. 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. The battery temperature sensor is also used for
OBD II diagnostics. Certain faults and OBD II mon-
itors are either enabled or disabled depending upon
the battery temperature sensor input (example: dis-
able purge and EGR, enable LDP). Most OBD II
monitors are disabled below 20ÉF.
REMOVAL
The battery temperature sensor is not serviced sep-
arately. If replacement is necessary, the PCM must
be replaced.
GENERATOR
DESCRIPTION
The generator is belt-driven by the engine. The
generator produces DC voltage at the B+ terminal. If
the generator is failed, the generator assembly sub-
components (generator and decoupler pulley) must be
inspected for individual failure and replaced accord-
ingly.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur-
rent into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor. The Y type stator winding connections deliver the
induced AC current to 3 positive and 3 negative
diodes for rectification. From the diodes, rectified DC
current is delivered to the vehicles electrical system
through the generator, battery, and ground terminals. Excessive or abnormal noise emitting from the gen-
erator may be caused by: ² Worn, loose or defective bearings
² Loose or defective drive pulley (2.4L) or decou-
pler (3.3/3.8L) ² Incorrect, worn, damaged or misadjusted drive
belt ² Loose mounting bolts
² Misaligned drive pulley
² Defective stator or diode
² Damaged internal fins
REMOVAL
REMOVAL - 2.4L
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable.
(3) Disconnect the Inlet Air Temperature sensor.
(4) Remove the Air Box, refer to the Engine/Air
Cleaner for more information. (5) Remove the EVAP Purge solenoid from its
bracket and reposition. (6) Disconnect the push-in field wire connector
from back of generator. (7) Remove nut holding B+ wire terminal to back
of generator. (8) Separate B+ terminal from generator.
GENERATOR DECOUPLER 8433
RS CHARGING8Fs-23
CHARGING (Continued)

VOLTAGE REGULATOR
DESCRIPTION
The Electronic Voltage Regulator (EVR) is not a
separate component. It is actually a voltage regulat-
ing circuit located within the Powertrain Control
Module (PCM). The EVR is not serviced separately. If
replacement is necessary, the PCM must be replaced.
OPERATION
The amount of DC current produced by the gener-
ator is controlled by EVR circuitry contained within
the PCM. This circuitry is connected in series with
the generators second rotor field terminal and its
ground. Voltage is regulated within the PCM on the NGC
vehicles, to control the strength of the rotor magnetic
field. The EVR circuitry monitors system line voltage
at the PDC and calculated battery temperature or
inlet air temperature sensor (refer to Inlet Air Tem-
perature Sensor, if equipped, for more information ).
It then determines a target charging voltage. If
sensed battery voltage is lower than the target volt-
age, the PCM feeds the field winding until sensed
battery voltage is at the target voltage. A circuit in
the PCM cycles the feed side of the generator field at
250 times per second (250Hz), but has the capability
to feed the field control wire 100% of the time (full
field) to achieve the target voltage. If the charging
rate cannot be monitored (limp-in), a duty cycle of
20% is used by the PCM in order to have some gen-
erator output. Also refer to Charging System Opera-
tion for additional information.
Fig. 15 DECOUPLER INSTALLATION (Litens)
RS CHARGING8Fs-29
GENERATOR DECOUPLER PULLEY (Continued)

STARTING
TABLE OF CONTENTS
page page
STARTING DESCRIPTION .........................30
OPERATION ...........................30
DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - STARTINGSYSTEM TEST .......................30
DIAGNOSIS AND TESTING - CONTROL CIRCUIT TEST ........................32
DIAGNOSIS AND TESTING - FEED CIRCUIT RESISTANCE TEST ....................34
DIAGNOSIS AND TESTING - FEED CIRCUIT TEST ...............................35 SPECIFICATIONS
Torques .............................35
STARTER ...........................36
STARTER MOTOR REMOVAL REMOVAL - 2.4L ......................36
REMOVAL - 3.3/3.8L ...................36
REMOVAL - 2.5L ......................36
INSTALLATION INSTALLATION - 2.4L ..................37
INSTALLATION - 3.3/3.8L ................37
INSTALLATION - 2.5L ..................38
STARTING
DESCRIPTION
The starting system consists of:
²Starter relay
² Starter motor (including an integral starter sole-
noid) Other components to be considered as part of start-
ing system are: ² Battery
² Battery cables
² Ignition switch and key lock cylinder
² Clutch pedal position switch (manual transmis-
sion) ² Park/neutral position switch (automatic trans-
mission) ² Wire harnesses and connections.
The Battery, Starting, and Charging systems oper-
ate in conjunction with one another, and must be
tested as a complete system. For correct operation of
starting/charging systems, all components used in
these 3 systems must perform within specifications.
When attempting to diagnose any of these systems, it
is important that you keep their interdependency in
mind. The diagnostic procedures used in each of these
groups include the most basic conventional diagnostic
methods, to the more sophisticated On-Board Diag-
nostics (OBD) built into the Powertrain Control Mod-
ule (PCM). Use of an induction-type milliampere
ammeter, volt/ohmmeter, battery charger, carbon pile
rheostat (load tester), and 12-volt test lamp may be
required.
OPERATION
These components form two separate circuits. A
high amperage circuit that feeds the starter motor up
to 300+ amps, and a control circuit that operates on
less than 20 amps. The PCM controls a double start over-ride safety
that does not allow the starter to be engaged if the
engine is already running.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - STARTING
SYSTEM TEST
For circuit descriptions and diagrams, refer to the
Wiring Diagrams.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO THE PASSIVE RESTRAINT SYS-
TEMS BEFORE ATTEMPTING 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.
INSPECTION
Before removing any unit from the starting system
for repair or diagnosis, perform the following inspec-
tions: ² Battery - Visually inspect the battery for indi-
cations of physical damage and loose or corroded
cable connections. Determine the state-of-charge and
cranking capacity of the battery. Charge or replace
8Fs - 30 STARTINGRS

(2) Perform Starter Solenoid test BEFORE per-
forming the starter relay test. (3) Perform a visual inspection of the starter/
starter solenoid for corrosion, loose connections or
faulty wiring. (4) Locate and remove the starter relay from the
Power Distribution Center (PDC). Refer to the PDC
label for relay identification and location. (5) Connect a remote starter switch or a jumper
wire between the remote battery positive post and
terminal 87 of the starter relay connector. (a) If engine cranks, starter/starter solenoid is
good. Go to the Starter Relay Test. (b) If engine does not crank or solenoid chatters,
check wiring and connectors from starter relay to
starter solenoid and from the battery positive ter-
minal to starter post for loose or corroded connec-
tions. Particularly at starter terminals. (c) Repeat test. If engine still fails to crank prop-
erly, trouble is within starter or starter mounted
solenoid, and replace starter. Inspect the ring gear
teeth.
STARTER RELAY
WARNING: CHECK TO ENSURE THAT THE TRANS-
MISSION IS IN THE PARK/NEUTRAL POSITION
WITH THE PARKING BRAKE APPLIED. THIS MAY
RESULT IN PERSONAL INJURY OR DEATH.
RELAY TEST
The starter relay is located in the Power Distribu-
tion Center (PDC) in the engine compartment. Refer
to the PDC label for relay identification and location. Remove the starter relay from the PDC as
described in this group to perform the following tests: (1) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 2. If not OK, replace the faulty relay. (2) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 75  5 ohms. If OK, go to Step
3. If not OK, replace the faulty relay. (3) Connect a battery B+ lead to terminals 85 and
a ground lead to terminal 86 to energize the relay.
The relay should click. Also test for continuity
between terminals 30 and 87, and no continuity
between terminals 87A and 30. If OK, refer to Relay
Circuit Test procedure. If not OK, replace the faulty
relay.
CAV FUNCTION
30 B (+)
85 IGNITION SWITCH OUTPUT
86 PCM-CONTROLLED GROUND
87 STARTER RELAY OUTPUT
87A NO CONNECT
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.
Starter Relay Pinout
Starter Relay Pinout
Starter Relay Pinout
RS STARTING8Fs-33
STARTING (Continued)