2005 CHRYSLER CARAVAN battery location

the vehicle should not enter the passenger or luggage
compartment. Moving sealing surfaces will not
always seal water tight under all conditions. At
times, side glass or door seals will allow water to
enter the passenger compartment during high pres-
sure washing or hard driving rain (severe) condi-
tions. Overcompensating on door or glass
adjustments to stop a water leak that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After completing
a repair, water test vehicle to verify leak has stopped
before returning vehicle to use.
VISUAL INSPECTION BEFORE WATER LEAK TESTS
Verify that floor and body plugs are in place, body
drains are clear, and body components are properly
aligned and sealed. If component alignment or seal-
ing is necessary, refer to the appropriate section of
this group for proper procedures.
WATER LEAK TESTS
WARNING: DO NOT USE ELECTRIC SHOP LIGHTS
OR TOOLS IN WATER TEST AREA. PERSONAL
INJURY CAN RESULT.
When the conditions causing a water leak have
been determined, simulate the conditions as closely
as possible.
²If a leak occurs with the vehicle parked in a
steady light rain, flood the leak area with an open-
ended garden hose.
²If a leak occurs while driving at highway speeds
in a steady rain, test the leak area with a reasonable
velocity stream or fan spray of water. Direct the
spray in a direction comparable to actual conditions.
²If a leak occurs when the vehicle is parked on an
incline, hoist the end or side of the vehicle to simu-
late this condition. This method can be used when
the leak occurs when the vehicle accelerates, stops or
turns. If the leak occurs on acceleration, hoist the
front of the vehicle. If the leak occurs when braking,
hoist the back of the vehicle. If the leak occurs on left
turns, hoist the left side of the vehicle. If the leak
occurs on right turns, hoist the right side of the vehi-
cle. For hoisting recommendations (Refer to LUBRI-
CATION & MAINTENANCE/HOISTING -
STANDARD PROCEDURE).
WATER LEAK DETECTION
To detect a water leak point-of-entry, do a water
test and watch for water tracks or droplets forming
on the inside of the vehicle. If necessary, remove inte-
rior trim covers or panels to gain visual access to the
leak area. If the hose cannot be positioned without
being held, have someone help do the water test.Some water leaks must be tested for a considerable
length of time to become apparent. When a leak
appears, find the highest point of the water track or
drop. The highest point usually will show the point of
entry. After leak point has been found, repair the
leak and water test to verify that the leak has
stopped.
Locating the entry point of water that is leaking
into a cavity between panels can be difficult. The
trapped water may splash or run from the cavity,
often at a distance from the entry point. Most water
leaks of this type become apparent after accelerating,
stopping, turning, or when on an incline.
MIRROR INSPECTION METHOD
When a leak point area is visually obstructed, use
a suitable mirror to gain visual access. A mirror can
also be used to deflect light to a limited-access area
to assist in locating a leak point.
BRIGHT LIGHT LEAK TEST METHOD
Some water leaks in the luggage compartment can
be detected without water testing. Position the vehi-
cle in a brightly lit area. From inside the darkened
luggage compartment inspect around seals and body
seams. If necessary, have a helper direct a drop light
over the suspected leak areas around the luggage
compartment. If light is visible through a normally
sealed location, water could enter through the open-
ing.
PRESSURIZED LEAK TEST METHOD
When a water leak into the passenger compart-
ment cannot be detected by water testing, pressurize
the passenger compartment and soap test exterior of
the vehicle. To pressurize the passenger compart-
ment, close all doors and windows, start engine, and
set heater control to high blower in HEAT position. If
engine can not be started, connect a charger to the
battery to ensure adequate voltage to the blower.
With interior pressurized, apply dish detergent solu-
tion to suspected leak area on the exterior of the
vehicle. Apply detergent solution with spray device or
soft bristle brush. If soap bubbles occur at a body
seam, joint, seal or gasket, the leak entry point could
be at that location.
WIND NOISE
Wind noise is the result of most air leaks. Air leaks
can be caused by poor sealing, improper body compo-
nent alignment, body seam porosity, or missing plugs
in the engine compartment or door hinge pillar areas.
All body sealing points should be airtight in normal
driving conditions. Moving sealing surfaces will not
always seal airtight under all conditions. At times,
side glass or door seals will allow wind noise to be
23 - 2 BODYRS
BODY (Continued)

compressor. The bevel side of the snap ring must face
outward and both snap ring eyelets must be oriented
to the right or the left of the clutch coil dowel pin
location on the A/C compressor. Be certain that the
snap ring is fully and properly seated in the groove.
CAUTION: If the snap ring is not fully seated in the
groove it will vibrate out, resulting in a clutch fail-
ure and severe damage to the compressor front
cover.
(3) Install and securely tighten the screw that
secures the clutch coil pigtail wire connector bracket
and ground clip to the top of the compressor housing.
(4) Install the pulley onto the front cover of the
A/C compressor. If necessary, tap the pulley gently
with a block of wood placed on the pulley friction sur-
face (Fig. 6).
CAUTION: Do not mar the friction surfaces of the
pulley.
NOTE: A new snap ring must be used to secure the
clutch pulley to the A/C compressor. The bevel side
of the snap ring must face outward.
(5) Using snap ring pliers (Special Tool C-4574 or
equivalent), install the external snap ring (bevel side
facing outward) that secures the clutch pulley to the
front cover of the A/C compressor. Be certain that the
snap ring is fully and properly seated in the groove.(6) If the original clutch plate and clutch pulley
are to be reused, reinstall the original shim(s) on the
compressor shaft against the shoulder. If a new
clutch plate and/or clutch pulley are being used,
install a trial stack of shims 2.54 mm (0.010 in.)
thick on the compressor shaft against the shoulder.
(7) Install the clutch plate onto the compressor
shaft.
NOTE: The shims may compress after tightening
the shaft bolt. Check the air gap in four or more
places to verify the air gap is still correct. Spin the
pulley before performing a final check of the air
gap.
(8) With the clutch plate assembly tight against
the shim(s), measure the air gap between the clutch
plate and the pulley face with feeler gauges. The air
gap should be between 0.35 - 0.60 mm (0.014 - 0.024
in.). If the proper air gap is not obtained, add or sub-
tract shims as needed until the desired air gap is
obtained.
(9) Install the compressor shaft bolt. Tighten the
bolt to 17.5 N´m (155 in. lbs.).
(10) On models with the 2.4L, 2.5L and 2.8L
engines, loosely install the four bolts that secure the
A/C compressor to the mounting bracket on the
engine (2.4L), or the cylinder block (2.5L/2.8L).
Tighten the bolts to 28 N´m (21 ft. lbs.).
(11) On models with the 3.3L and 3.8L engines,
loosely install the two bolts and two nuts that secure
the A/C compressor to the engine. Tighten each of the
fasteners to 54 N´m (40 ft. lbs.) using the following
sequence:
²The upper nut at the front of the compressor.
²The lower nut at the front of the compressor.
²The upper bolt at the rear of the compressor.
²The lower bolt at the rear of the compressor.
(12) On models with the 3.3L and 3.8L engines,
engage the retainer on the engine wire harness com-
pressor clutch coil take out with the bracket on the
top of the A/C compressor.
(13) Connect the engine wire harness connector to
the A/C compressor clutch coil.
(14) Install the accessory drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
INSTALLATION).
(15) Lower the vehicle.
(16) Reconnect the negative battery cable.
Fig. 6 Clutch Pulley - Installation
1 - PULLEY AND BEARING
2 - WOOD BLOCK
RSCONTROLS - FRONT24-17
A/C COMPRESSOR CLUTCH/COIL (Continued)

A/C COMPRESSOR CLUTCH
RELAY
DESCRIPTION
The compressor clutch relay (Fig. 7) is a Interna-
tional Standards Organization (ISO) mini-relay.
Relays conforming to the ISO specifications have
common physical dimensions, current capacities, ter-
minal patterns, and terminal functions. The ISO
mini-relay terminal functions are the same as a con-
ventional ISO relay. However, the ISO mini-relay ter-
minal pattern (or footprint) is different, the current
capacity is lower, and the physical dimensions are
smaller than those of the conventional ISO relay. The
A/C compressor clutch relay is located in the inte-
grated power module (IPM) in the engine compart-
ment. See the fuse and relay map molded into the
inner surface of the cover of the IPM for A/C com-
pressor clutch relay identification and location.
The black, molded plastic case is the most visible
component of the A/C compressor clutch relay. Five
male spade-type terminals extend from the bottom of
the base to connect the relay to the vehicle electrical
system, and the ISO designation for each terminal is
molded into the base adjacent to each terminal. The
ISO terminal designations are as follows:
²30 (Common Feed)- This terminal is con-
nected to the movable contact point of the relay.
²85 (Coil Ground)- This terminal is connected
to the ground feed side of the relay control coil.
²86 (Coil Battery)- This terminal is connected
to the battery feed side of the relay control coil.
²87 (Normally Open)- This terminal is con-
nected to the normally open fixed contact point of the
relay.²87A (Normally Closed)- This terminal is con-
nected to the normally closed fixed contact point of
the relay.
OPERATION
The A/C compressor clutch relay is an electrome-
chanical switch that uses a low current input from
the powertrain control module (PCM) to control the
high current output to the compressor clutch electro-
magnetic coil. The movable common feed contact
point is held against the fixed normally closed con-
tact point by spring pressure. When the relay coil is
energized, an electromagnetic field is produced by the
coil windings. This electromagnetic field draws the
movable relay contact point away from the fixed nor-
mally closed contact point, and holds it against the
fixed normally open contact point. When the relay
coil is de-energized, spring pressure returns the mov-
able contact point back against the fixed normally
closed contact point. The resistor or diode is con-
nected in parallel with the relay coil in the relay, and
helps to dissipate voltage spikes and electromagnetic
interference that can be generated as the electromag-
netic field of the relay coil collapses.
The compressor clutch relay terminals are con-
nected to the vehicle electrical system through a
receptacle in the integrated power module (IPM). The
inputs and outputs of the A/C compressor clutch
relay include:
²The common feed terminal (30) receives a bat-
tery current input from a fuse in the IPM through a
fused B(+) circuit at all times.
²The coil ground terminal (85) receives a ground
input from the PCM through the compressor clutch
relay control circuit only when the PCM electroni-
cally pulls the control circuit to ground.
²The coil battery terminal (86) receives a battery
current input from the PCM through a fused ignition
switch output (run-start) circuit only when the igni-
tion switch is in the On or Start positions.
²The normally open terminal (87) provides a bat-
tery current output to the compressor clutch coil
through the compressor clutch relay output circuit
only when the compressor clutch relay coil is ener-
gized.
²The normally closed terminal (87A) is not con-
nected to any circuit in this application, but provides
a battery current output only when the compressor
clutch relay coil is de-energized.
The A/C compressor clutch relay cannot be
repaired and, if faulty or damaged, it must be
replaced. Refer to the appropriate wiring information
for diagnosis and testing of the micro-relay and for
complete HVAC wiring diagrams.
Fig. 7 A/C Compressor Clutch Relay
24 - 18 CONTROLS - FRONTRS

REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the cover from the integrated power
module (IPM) (Fig. 8).
NOTE: Refer to the fuse and relay map on the inner
surface of the cover of the IPM for A/C compressor
clutch relay identification and location.
(3) Remove the A/C compressor clutch relay from
the IPM.
INSTALLATION
NOTE: Refer to the fuse and relay map on the inner
surface of the cover of the integrated power module
(IPM) for A/C compressor clutch relay identification
and location.
(1) Position the A/C compressor clutch relay into
the proper receptacle in the IPM.
(2) Align the A/C compressor clutch relay termi-
nals with the terminal cavities in the IPM receptacle.
(3) Push down firmly on the A/C compressor clutch
relay until the terminals are fully seated in the ter-
minal cavities.
(4) Install the cover onto the IPM.
(5) Reconnect the negative battery cable.
A/C HEATER CONTROL
DESCRIPTION
The A/C-heater control is located at the center of
the instrument panel and uses electrical controls.
These controls provide the vehicle operator with a
number of setting options to help control the climate
and comfort within the vehicle. Refer to the owner's
manual in the vehicle glove box for more information
on the suggested operation and use of these controls.
The A/C-heater control cannot be repaired. If faulty
or damaged, the entire unit must be replaced. The
control knobs are available for service replacement.
STANDARD PROCEDURE
A/C-HEATER CONTROL CALIBRATION
The A/C-heater control module must be recali-
brated each time an actuator motor or the control
module is replaced. If the vehicle is so equipped, the
calibration procedure also includes rear HVAC posi-
tions for each actuator motor.
(1) Turn the ignition switch to the On position.
(2) If equipped with the manual temperature con-
trol (MTC) system, press and hold the Rear Wipe/
Wash and Recirculation buttoms for at least five
seconds. If equipped with the automatic temperature
control (ATC) systen, simultaneously press and hold
the Power and Recirculation buttons on the A/C-
heater control for at least five seconds. The MTC
A/C-heater control Rear Wipe/Wash Light Emitting
Diode (LED) and Recirculation LED, or the ATC A/C-
heater control Delay and Recirculation graphics will
begin to flash when the calibration procedure has
begun.
(3) The calibration procedure should take less than
two minutes to complete for the manual A/C-heater
control, and less than twenty seconds for the ATC
A/C-heater control. When the LEDs or graphics stop
flashing, the calibration procedure is complete.
(4) If the LEDs or graphics continue to flash
beyond the two minute (manual) or twenty second
(ATC) calibration time, it indicates that the A/C-
heater control has detected a failure and a Diagnostic
Trouble Code (DTC) has been set. Refer to Body
Diagnostic Procedures to perform further diagnosis.
The LEDs or graphics will continue to flash even
after the ignition switch is cycled Off and On, until a
successful calibration is completed or until the vehi-
cle has been driven about 13 kilometers (8 miles).
Fig. 8 A/C Compressor Clutch Relay
1 - INTEGRATED POWER MODULE (IPM)
2 - A/C COMPRESSOR CLUTCH RELAY
3 - FRONT CONTROL MODULE
RSCONTROLS - FRONT24-19
A/C COMPRESSOR CLUTCH RELAY (Continued)

(3) Connect the HVAC wire harness connector to
the blend door actuator.
(4) Install the silencer under the driver side end of
the instrument panel (Refer to 23 - BODY/INSTRU-
MENT PANEL/INSTRUMENT PANEL SILENCER -
INSTALLATION).
(5) Reconnect the battery negative cable.
(6) Perform the heater-A/C control calibration pro-
cedure (Refer to 24 - HEATING & AIR CONDITION-
ING/CONTROLS - FRONT/A/C-HEATER CONTROL
- STANDARD PROCEDURE - HEATER-A/C CON-
TROL CALIBRATION).
BLOWER MOTOR RELAY
DESCRIPTION
The front blower motor relay is an International
Standards Organization (ISO)-type relay (Fig. 12).
Relays conforming to the ISO specifications have
common physical dimensions, current capacities, ter-
minal patterns, and terminal functions. The front
blower motor relay is located in the integrated power
module (IPM) in the engine compartment. See the
fuse and relay map on the inner surface of the cover
of the IPM for front blower motor relay identification
and location.
The black, molded plastic case is the most visible
component of the front blower motor relay. Five male
spade-type terminals extend from the bottom of the
base to connect the relay to the vehicle electrical sys-
tem, and the ISO designation for each terminal ismolded into the base adjacent to each terminal. The
ISO terminal designations are as follows:
²30 (Common Feed)- This terminal is con-
nected to the movable contact point of the relay.
²85 (Coil Ground)- This terminal is connected
to the ground feed side of the relay control coil.
²86 (Coil Battery)- This terminal is connected
to the battery feed side of the relay control coil.
²87 (Normally Open)- This terminal is con-
nected to the normally open fixed contact point of the
relay.
²87A (Normally Closed)- This terminal is con-
nected to the normally closed fixed contact point of
the relay.
The front blower motor relay cannot be adjusted or
repaired. If the relay is damaged or faulty, it must be
replaced.
OPERATION
The blower motor relay is an electromechanical
switch that uses a low current input from the Front
Control Module (FCM) to control the high current
output to the blower motor resistor (manual heater-
A/C control) or blower power module (ATC control).
The movable common feed contact point is held
against the fixed normally closed contact point by
spring pressure. When the relay coil is energized, an
electromagnetic field is produced by the coil wind-
ings. This electromagnetic field draws the movable
relay contact point away from the fixed normally
closed contact point, and holds it against the fixed
normally open contact point. When the relay coil is
de-energized, spring pressure returns the movable
contact point back against the fixed normally closed
contact point. The resistor or diode is connected in
parallel with the relay coil in the relay, and helps to
dissipate voltage spikes and electromagnetic interfer-
ence that can be generated as the electromagnetic
field of the relay coil collapses.
Fig. 11 Blend Door Actuator - LHD Shown, RHD
Typical
1 - WIRE HARNESS CONNECTOR
2 - MODE DOOR ACTUATOR
3 - SCREW (2)
4 - DRIVER BLEND DOOR ACTUATOR (DUAL-ZONE)
5 - HEATER CORE
6 - BLEND DOOR ACTUATOR (SINGLE ZONE) OR PASSENGER
BLEND DOOR ACTUATOR (DUAL-ZONE)
Fig. 12 Front Blower Motor Relay
RSCONTROLS - FRONT24-23
BLEND DOOR ACTUATOR (Continued)

The blower motor relay terminals are connected to
the vehicle electrical system through a receptacle in
the Integrated Power Module (IPM). The inputs and
outputs of the blower motor relay include:
²The common feed terminal (30) receives a bat-
tery current input from the battery through a B(+)
circuit at all times.
²The coil ground terminal (85) receives a ground
input through the front/rear blower motor relay con-
trol circuit only when the FCM electronically pulls
the control circuit to ground.
²The coil battery terminal (86) receives a battery
current input from the battery through a B(+) circuit
at all times.
²The normally open terminal (87) provides a bat-
tery current output to the blower motor resistor
(manual heater-A/C control) or blower power module
(automatic heater-A/C control) through a fuse in the
IPM on the fused front blower motor relay output cir-
cuit only when the blower motor relay coil is ener-
gized.
²The normally closed terminal (87A) is not con-
nected to any circuit in this application, but provides
a battery current output only when the blower motor
relay coil is de-energized.
Refer to the appropriate wiring information for
diagnosis and testing of the micro-relay and for com-
plete HVAC wiring diagrams.
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the cover from the integrated power
module (IPM) (Fig. 13).
NOTE: Refer to the fuse and relay map on the inner
surface of the cover of the IPM for front blower
motor relay identification and location.
(3) Remove the front blower motor relay from the
IPM
INSTALLATION
NOTE: Refer to the fuse and relay map on the inner
surface of the cover of the integrated power module
(IPM) for front blower motor relay identification and
location.
(1) Position the front blower motor relay to the
proper receptacle in the IPM.
(2) Align the front blower motor relay terminals
with the terminal cavities in the IPM receptacle.
(3) Push down firmly on the front blower motor
relay until the terminals are fully seated in the ter-
minal cavities.
(4) Install the cover onto the IPM.(5) Reconnect the negative battery cable.
BLOWER MOTOR RESISTOR
BLOCK
DESCRIPTION
A blower motor resistor is used on this model when
it is equipped with the manual heater-A/C system.
Models equipped with the optional Automatic Tem-
perature Control (ATC) system use a blower power
module, instead of the blower motor resistor block
(Refer to 24 - HEATING & AIR CONDITIONING/
CONTROLS/POWER MODULE - DESCRIPTION).
The blower motor resistor block is mounted to the
rear of the HVAC housing, directly behind the glove
box opening in the instrument panel. The resistor
block consists of a molded plastic mounting plate
with two integral connector receptacles. Concealed
behind the mounting plate are four coiled resistor
wires contained within a protective stamped steel
cage. The blower motor resistor block is accessed for
service by removing the glove box from the instru-
ment panel.
OPERATION
The blower motor resistor block is connected to the
vehicle electrical system through a dedicated take
out and connector of the instrument panel wire har-
ness. A second connector receptacle receives the pig-
tail wire connector from the blower motor. The
blower motor resistor has multiple resistor wires,
Fig. 13 Front Blower Motor Relay
1 - INTEGRATED POWER MODULE (IPM)
2 - FRONT BLOWER MOTOR RELAY
2 - FRONT CONTROL MODULE (FCM)
24 - 24 CONTROLS - FRONTRS
BLOWER MOTOR RELAY (Continued)

each of which will reduce the current flow through
the blower motor to change the blower motor speed.
The blower motor switch in the manual heater-A/C
system directs the ground path for the blower motor
through the correct resistor wire to obtain the
selected speed.
With the blower motor switch in the lowest speed
position, the ground path for the motor is applied
through all of the resistor wires. Each higher speed
selected with the blower motor switch applies the
blower motor ground path through fewer of the resis-
tor wires, increasing the blower motor speed.
The blower motor resistor cannot be adjusted or
repaired and, if faulty or damaged, it must be
replaced.
DIAGNOSIS AND TESTING
FRONT BLOWER MOTOR RESISTOR BLOCK
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
For circuit descriptions and diagrams, refer to the
appropriate wiring information. The wiring informa-
tion includes wiring diagrams, proper wire and con-
nector 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.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the glove box from the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
GLOVE BOX - REMOVAL).
(3) Disconnect the two wire harness connectors
from the blower motor resistor block.
(4) Check for continuity between each of the
blower motor switch input terminals of the resistor
and the resistor output terminal. In each case there
should be continuity. If OK, repair the wire harness
circuits between the blower motor switch and the
blower motor resistor, blower motor or blower motorrelay as required. If not OK, replace the faulty
blower motor resistor block.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
WARNING: THE BLOWER MOTOR RESISTOR
BLOCK MAY GET VERY HOT DURING NORMAL
OPERATION. IF THE BLOWER MOTOR WAS
TURNED ON PRIOR TO SERVICING THE BLOWER
MOTOR RESISTOR BLOCK, WAIT FIVE MINUTES
TO ALLOW THE BLOWER MOTOR RESISTORS TO
COOL BEFORE PERFORMING DIAGNOSIS OR SER-
VICE. FAILURE TO TAKE THIS PRECAUTION CAN
RESULT IN PERSONAL INJURY.
CAUTION: Do not operate the blower motor with the
blower motor resistor removed from the circuit.
Failure to take this precaution can result in vehicle
damage.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the glove box from the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
GLOVE BOX - REMOVAL).
(3) Disconnect the two wire harness connectors
from the blower motor resistor block (Fig. 14).
(4) Remove the two screws that secure the blower
motor resistor block to the HVAC housing.
(5) Remove the resistor block from the HVAC
housing.
INSTALLATION
(1) Position the blower motor resistor block into
the HVAC housing.
(2) Install the two screws that secure the blower
motor resistor block to the HVAC housing. Tighten
the screws to 2 N´m (17 in. lbs.).
(3) Connect the two wire connectors to the resistor
block.
RSCONTROLS - FRONT24-25
BLOWER MOTOR RESISTOR BLOCK (Continued)

The evaporator temperature sensor cannot be
adjusted or repaired and, if faulty or damaged, it
must be replaced.
OPERATION
The evaporator temperature sensor monitors the
temperature of the conditioned air once it passes
through the A/C evaporator. The evaporator temper-
ature sensor will change its internal resistance in
response to the air temperatures it monitors and is
connected to the A/C-heater control through sensor
ground and signal circuits. As the conditioned air
temperature increases, the resistance of the evapora-
tor temperature sensor decreases and the voltage
monitored by the A/C-heater control decreases. The
external location of the evaporator temperature sen-
sor allows the sensor to be removed or installed with-
out disturbing the refrigerant in the A/C system.
The A/C-heater control uses this monitored voltage
reading as an indication of the evaporator tempera-
ture. The A/C-heater control is programmed to
respond to this input by sending electronic messages
to the powertrain control module (PCM) over the con-
troller area network (CAN) data bus. The PCM then
cycles the A/C compressor clutch as necessary to opti-
mize A/C system performance and to protect the A/C
system from evaporator freezing.
The evaporator temperature sensor cannot be
adjusted or repaired and, if faulty or damaged, it
must be replaced.
The evaporator temperature sensor is diagnosed
using the DRBIIItscan tool. Refer to Body Diagnos-
tic Procedures.
REMOVAL
RG MODELS
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the air cleaner housing from the right
side of the engine compartment.
(3) Remove the windshield wiper assembly from
the vehicle (Refer to 8 - ELECTRICAL/WIPERS/
WASHERS/WIPER MODULE - REMOVAL).
(4) Remove the temperature sensor retainer from
the expansion valve (Fig. 17).
(5) Pull the evaporator temperature sensor away
from the expansion valve far enough to access the
red release ring on the wiring connector. Push the
red ring toward the connector to release the lock and
disconnect the wire harness connector from the tem-
perature sensor.
(6) Remove the evaporator temperature sensor
from the engine compartment.
RS MODELS
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the instrument panel from the vehicle
(Refer to 23 - BODY/INSTRUMENT PANEL/IN-
STRUMENT PANEL ASSEMBLY - REMOVAL).
(3) Disconnect the wire harness connector from the
evaporator temperature sensor located on the top of
the HVAC housing (Fig. 18).
(4) Remove the evaporator temperature sensor
from the HVAC housing.
INSTALLATION
RG MODELS
NOTE: Any grease removed with the evaporator
temperature sensor must be replaced. Failure to do
so could result in poor A/C performance.
(1) Position the evaporator temperature sensor
into the right rear corner of the engine compartment.
(2) Reconnect the wire harness connector to the
evaporator temperature sensor.
(3) Position the evaporator temperature sensor
onto the top of the expansion valve with the sensor
probe inserted into the well in the expansion valve.
(4) Install the temperature sensor retainer.
(5) Install the window wiper module (Refer to 8 -
ELECTRICAL/WIPERS/WASHERS/WIPER MOD-
ULE - INSTALLATION).
(6) Reinstall the air cleaner housing into the right
side of the engine compartment.
(7) Reconnect the battery negative cable.
Fig. 17 Evaporator Temperature Sensor - RG Models
1 - RIGHT FRONT STRUT TOWER
2 - EVAPORATOR TEMPERATURE SENSOR
3 - EXPANSION VALVE
4 - DASH PANEL
5 - RETAINER
RSCONTROLS - FRONT24-27
EVAPORATOR TEMPERATURE SENSOR (Continued)