2005 CHRYSLER CARAVAN wiring diagram

(5) If broken defogger grid lines are suspected, use
a 12-volt DC voltmeter and contact terminal B with
the negative lead and each rear glass heating grid
line at it's mid-point with the positive lead. The volt-
meter should read approximately 6 volts at each grid
line mid-point C. If the voltmeter does not read
approximately 6 volts, repair the open grid line(s)
(Refer to 8 - ELECTRICAL/HEATED GLASS/REAR
WINDOW DEFOGGER GRID - STANDARD PROCE-
DURE).
REAR WINDOW DEFOGGER
RELAY
DESCRIPTION
The rear window defogger (EBL) relay (Fig. 3) is a
International Standards Organization (ISO)-type
relay. Relays conforming to the ISO specifications
have common physical dimensions, current capaci-
ties, terminal patterns, and terminal functions. The
rear window defogger relay is a electromechanical
device that switches battery current through a fuse
in the integrated power module (IPM) to the rear
window defogger grid and switches battery current
through a positive thermal coefficient (PTC) in the
IPM to the outside mirror heating grids. The relay isenergized when the relay coil is provided a ground
path by the rear window defogger relay control in the
front control module (FCM).
The rear window defogger (EBL) relay is located in
the IPM in the engine compartment. See the fuse
and relay layout map on the inner surface of the
cover of the IPM for rear window defogger relay iden-
tification and location.
The rear window defogger (EBL) relay cannot be
adjusted or repaired and, if damaged or faulty, it
must be replaced.
OPERATION
The ISO-standard rear window defogger (EBL)
relay consists of an electromagnetic coil, a resistor or
diode, and three (two fixed and one movable) electri-
cal contacts. The movable (common feed) relay con-
tact is held against one of the fixed contacts
(normally closed) by spring pressure. When the elec-
tromagnetic coil is energized, it draws the movable
contact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact.
When the electromagnetic coil is de-energized,
spring pressure returns the movable contact to the
normally closed position. The resistor is connected in
parallel with the electromagnetic coil in the relay,
and helps to dissipate voltage spikes that are pro-
duced when the coil is de-energized.
Refer to the appropriate wiring information for
diagnosis and testing of the EBL relay and for com-
plete EBL system wiring diagrams.
Fig. 2 Grid Line Test
1 - VOLTMETER
2 - VOLTAGE FEED (A)
3 - FEED WIRE
4 - MID-POINT (C)
5 - HEATED WINDOW GRID
6 - GROUND WIRE
7 - GROUND (B)Fig. 3 Rear Window Defogger (EBL) Relay
RSHEATED GLASS8G-3
HEATED GLASS (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..........................4
HORN SWITCH
DESCRIPTION..........................4
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.
If the relay is OK, test horn.
CAUTION: Continuous sounding of horn may
cause horn failure.
Should the horn sound continuously, unplug the
horn relay from IPM.
Refer to the appropriate wiring information.
RSHORN8H-1

CONDITION POSSIBLE CAUSE CORRECTION
(6) CLOCKSPRING
INOPERATIVE.(6) REPLACE CLOCKSPRING.
(7) FRONT CONTROL
MODULE INOPERATIVE.(7) REFER TO ELECTRONIC CONTROL
MODULES/FRONT CONTROL MODULE.
FUSE BLOWS WHEN HORN SOUNDS (1) SHORT CIRCUIT IN
HORN OR HORN WIRING.(1) REMOVE HORN RELAY, CHECK
FOR SHORTED HORN OR HORN
WIRING. DISCONNECT HORN WIRE
HARNESS TO ISOLATE SHORT AND
REPAIR AS NECESSARY.
(2) CLOCKSPRING
INOPERATIVE.(2) REPLACE CLOCKSPRING.
FUSE BLOWS WITHOUT BLOWING
HORN(1) SHORT CIRCUIT. (1) REMOVE RELAY, INSTALL NEW
FUSE, IF FUSE DOES NOT BLOW
REPLACE HORN RELAY. IF FUSE
BLOWS WITH RELAY REMOVED,
CHECK FOR SHORT TO GROUND
WITH OHMMETER ON CIRCUIT
BETWEEN TERMINALS 30 & 86 AND
THE FUSE TERMINAL. REPAIR AS
NECESSARY.
(2) CLOCKSPRING
INOPERATIVE.(2) REPLACE CLOCKSPRING.
HORN
DIAGNOSIS AND TESTING
HORN
HORN
(1) Disconnect wire connector at horn.
(2) Using a voltmeter, connect one lead to ground
terminal and the other lead to the positive wire ter-
minal (Fig. 1).
(3) Depress the horn switch, battery voltage
should be present.
(4) If no voltage, refer toHORNS WILL NOT
SOUND. If voltage is OK, go to step Step 5.
(5) Using ohmmeter, test ground wire for continu-
ity to ground.
(6) If no ground repair as necessary.
(7) If wires test OK and horn does not sound,
replace horn.
HORNS SOUND CONTINUOUSLY
CAUTION: Continuous sounding of horns may
cause relay to fail.
The horn switch (membrane) sometimes can be the
cause without the switch being depressed.(1) Remove the horn relay from the intelligent
power module.
(2)
Using a continuity tester, test continuity from the
X3 cavity of the horn relay to ground. 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.
(a)If continuity is detected, proceed to step Step 3.
(b) If NO continuity, replace the horn relay.
(3) Remove the airbag trim cover from the steering
wheel and disengage horn connector.
(4) Install horn relay into Integrated Power Mod-
ule (IPM).
(a)
If horn does not sound, replace airbag trim
cover.
(b) If horn sounds, repair grounded X3 circuit
from IPM to clockspring in the steering column.
HORNS WILL NOT SOUND
Check horn fuse#8intheIPM. If fuse is blown,
check for a shorted switch in the airbag module. and
refer to FUSE BLOWN section. If fuse is OK, refer to
FUSE OK section.
FUSE BLOWN
(1) Verify condition of battery terminals and volt-
age, (Refer to 8 - ELECTRICAL/BATTERY SYSTEM
RSHORN8H-3
HORN SYSTEM (Continued)

DIAGNOSIS AND TESTING - CLUSTER
DIAGNOSIS
CONDITIONS
Refer to the following tables for possible problems,
causes, and corrections.
²INSTRUMENT CLUSTER DIAGNOSIS
²SPEEDOMETER DIAGNOSIS
²TACHOMETER DIAGNOSIS²FUEL GAUGE DIAGNOSIS
²TEMPERATURE GAUGE DIAGNOSIS
²ODOMETER DIAGNOSIS
²ELECTRONIC GEAR INDICATOR DISPLAY
DIAGNOSIS
NOTE: Always check the functionality of the cluster
by running the self test prior to troubleshooting.
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)

HEADLAMP
DIAGNOSIS AND TESTING - HEADLAMP
When a vehicle experiences problems with the
headlamp system, verify the condition of the battery
connections, fuses, charging system, headlamp bulbs,
wire connectors, relay, high beam switch, dimmer
switch, and headlamp switch. Refer to the appropri-
ate wiring information.
Each vehicle is equipped with various lamp assem-
blies. A good ground is necessary for proper lighting
operation. Grounding is provided by the lamp socketwhen it comes in contact with the metal body, or
through a separate ground wire.
When changing lamp bulbs check the socket for
corrosion. If corrosion is present, clean it with a wire
brush.
When it is necessary to remove components to ser-
vice another, it should not be necessary to apply
excessive force or bend a component to remove it.
Before damaging a trim component, verify hidden
fasteners or captured edges are not holding the com-
ponent in place.
HEADLAMP DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
HEADLAMPS ARE DIM
WITH ENGINE IDLING
OR IGNITION TURNED
OFF.1. Loose or corroded battery
cables.1. Clean and secure battery cable clamps and
posts.
2. Loose or worn generator drive
belt.2. Adjust or replace generator drive belt.
3. Charging system output too low. 3. Test and repair charging system, refer to
Electrical, Charging
4. Battery has insufficient charge. 4. Test battery state-of-charge, refer to
Electrical, Battery System.
5. Battery is sulfated or shorted. 5. Load test battery, refer to Electrical, Battery
System.
6. Poor lighting circuit Z343/Z344-
ground.6. Test for voltage drop across Z343/Z344-
ground locations, refer to Electrical, Wiring
Diagram Information.
HEADLAMP BULBS
BURN OUT
FREQUENTLY.1. Integrated Power Module (IPM)
not controlling voltage.1. Test and repair Integrated Power Module.
2. Loose or corroded terminals or
splices in circuit.2. Inspect and repair all connectors and splices.
Refer to Electrical, Wiring Information.
HEADLAMPS ARE DIM
WITH ENGINE
RUNNING ABOVE IDLE.1. Charging system output too low. 1. Test and repair charging system, refer to
Electrical, Wiring Information.
2. Poor lighting circuit Z343/Z344-
ground.2. Test for voltage drop across Z343/Z344-
ground locations, refer to Electrical, Wiring
Information.
3. High resistance in headlamp
circuit.3. Test amperage draw of headlamp circuit.
RSLAMPS/LIGHTING - EXTERIOR8L-11

DIAGNOSIS AND TESTING - MULTI-FUNCTION
SWITCH
To test turn signal, headlamp beam select and opti-
cal horn portion of the multi-function switch:
(1) Remove the multi-function switch, refer to
Electrical, Lamps/Lighting - Exterior, Multi-Function
Switch, Removal, and Installation.
(2) Using an ohmmeter check the resistance read-
ings between multi-function switch pins. Refer to
Wiring Diagrams for proper pin numbers and the
MULTI-FUNCTION SWITCH RESISTANCE table.
MULTI-FUNCTION SWITCH RESISTANCE
SWITCH
POSITIONPIN NUMBER RESISTANCE
LEFT 2 AND 3 2.7V 5%
RIGHT 2 AND 3 1KV 5%
OPTICAL
HORN2 AND 4 1.7KV 5%
HI BEAM 2 AND 4 2.32KV 5%
REMOVAL
(1) Disconnect and isolate battery negative cable.
(2) Remove upper and lower steering column
shrouds. Refer to Steering, Column, Shroud,
Removal.
(3) Disconnect wire connector from back of multi-
function switch.
(4) Remove screws holding multi-function switch to
steering column adapter collar.
(5) Remove the multi-function switch.
INSTALLATION
(1) Position the switch on to the steering column.
(2) Install the two retaining screws.
(3) Connect the wire harness connector.
(4) Install the upper and lower steering column
shrouds. Refer to Steering, Column, Shroud, Installa-
tion.
(5) Connect the battery negative cable.
PARK/TURN SIGNAL LAMP
REMOVAL
(1) Disconnect and isolate battery negative cable.
(2) Remove headlamp retaining screws.
(3) Twist socket counter - clockwise and remove
(Fig. 20).
(4) Pull bulb from socket.
INSTALLATION
(1) Push bulb into socket.
(2) Twist socket into headlamp.
(3) Install headlamp retaining screws.
(4) Reconnect battery negative cable.
TAIL LAMP
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the tail lamp unit. (Refer to 8 - ELEC-
TRICAL/LAMPS/LIGHTING - EXTERIOR/TAIL
LAMP UNIT - REMOVAL).
(3) Squeeze the tabs on the bulb socket and
remove from tail lamp unit (Fig. 21).
(4) Pull bulb from lamp socket.
Fig. 20 PARK/TURN SIGNAL LAMP
1 - PARK/TURN SIGNAL LAMP
2 - LAMP SOCKET
Fig. 21 TAIL LAMP SOCKET
1 - LAMP SOCKET
2 - TAIL LAMP UNIT
8L - 18 LAMPS/LIGHTING - EXTERIORRS
MULTI-FUNCTION SWITCH (Continued)

STANDARD PROCEDURE
SETTING TRANSMITTER CODES
(1) Turn off the engine.
(2) Erase the codes by pressing the two outside
buttons. Release the buttons when the display con-
firms the operation (about 20 seconds).
(3) Choose one of the three buttons to train. Place
the hand-held transmitter within one inch of the uni-
versal transmitter and push the buttons on both
transmitters.
(4) Release both buttons. Your universal transmit-
ter is now ªtrainedº. To train the other buttons,
repeat Step 3 and Step 4. Be sure to keep your hand-
held transmitter in case you need to retrain the uni-
versal transmitter.
ERASING TRANSMITTER CODES
To erase the universal transmitter codes, simply
hold down the two outside buttons until the display
confirms the operation.
NOTE: Individual channels cannot be erased. Eras-
ing the transmitter codes will erase ALL pro-
grammed codes.
REMOVAL
(1) For the universal transmitter removal proce-
dure, (Refer to 8 - ELECTRICAL/OVERHEAD CON-
SOLE/COMPASS/MINI-TRIP COMPUTER -
REMOVAL.
AMBIENT TEMP SENSOR
DESCRIPTION
Ambient air temperature is monitored by the over-
head console through ambient temperature messages
received from the Powertrain Control Module (PCM)
over the Programmable Communications Interface
(PCI) data bus circuit. The PCM receives a hard
wired input from the ambient temperature sensor.
The ambient temperature sensor is a variable resis-
tor mounted to a bracket that is secured with a screw
to the right side of the headlamp mounting module
grille opening, behind the radiator grille and in front
of the engine compartment.
For additional information on the PCM, (Refer to 8
- ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/POWERTRAIN CONTROL MODULE -
DESCRIPTION).
OPERATION
The ambient temperature sensor is a variable
resistor that operates on a five-volt reference signal
sent by the Powertrain Control Module (PCM). The
resistance in the sensor changes as temperature
changes, changing the temperature sensor signal cir-
cuit voltage to the PCM. Based upon the resistance
in the sensor, the PCM senses a specific voltage on
the temperature sensor signal circuit, which it is pro-
grammed to correspond to a specific temperature.
The PCM then sends the proper ambient tempera-
ture messages to the Electronic Vehicle Information
Center (EVIC)/Compass Mini-Trip Computer (CMTC)
over the Programmable Communication Interface
(PCI) data bus.
The thermometer function is supported by the
ambient temperature sensor, a wiring circuit, the
PCM, the PCI data bus, and the Electronics module.
If any portion of the ambient temperature sensor cir-
cuit fails, the PCM will self-diagnose the circuit.
The ambient temperature sensor circuit can also be
diagnosed manually (Refer to 8 - ELECTRICAL/
OVERHEAD CONSOLE/AMBIENT TEMP SENSOR
- DIAGNOSIS AND TESTING - AMBIENT TEM-
PERATURE SENSOR CIRCUIT). If the temperature
sensor and circuit are confirmed to be OK, but the
temperature display is inoperative or incorrect,
(Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE -
DIAGNOSIS AND TESTING) to determine the cause.
For complete circuit diagrams, refer to the appropri-
ate wiring information.
DIAGNOSIS AND TESTING
AMBIENT TEMPERATURE SENSOR
(1) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the ambient temperature sensor wire har-
ness connector.
(2) Measure the resistance of the ambient temper-
ature sensor. At room temperature (approx. 68ÉF),
the sensor resistance should be between 10-13 Kilo-
hms. The sensor resistance should be between these
two values at 68ÉF. If the resistance is out of range
replace the ambient temperature sensor.
AMBIENT TEMPERATURE SENSOR CIRCUIT
(1) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Disconnect the ambient temperature sensor wire har-
ness connector and the Powertrain Control Module
(PCM) wire harness connector.
8M - 12 OVERHEAD CONSOLERS
UNIVERSAL TRANSMITTER (Continued)

The lock function works from the RKE transmitter
even in an out of synchronization condition, therefore
it could be verified by pressing the LOCK button on
the RKE key fob.
DOOR CYLINDER LOCK
SWITCH - EXPORT
DESCRIPTION
The Door Cylinder Lock Switch (If equipped) is
used to:
²Unlock/Lock all the doors via the Central Lock-
ing feature.
²Arm/Disarm the Vehicle Theft Security System.
²Trigger the Illuminated Entry feature.
The door cylinder lock switch is mounted to the
rear of the driver door lock cylinder. When installed
on the rear of the cylinder, there is a tab on the lock
cylinder that aligns with the switch to prevent it
from turning. An anti-rotating device. The door cylin-
der lock switch is a one time use switch. Once it is
removed from the rear of the door lock cylinder, it
may not be reinstalled and a new switch must be
used.
OPERATION
When the Door Cylinder Lock Switch is turned
either way using the door key cylinder, the BCM
reads a direct message signal from the switch.
If turning the key cylinder once, toward the front
of the vehicle, this will:
(1) Mechanically unlock the door lock.
(2) Disarm the Vehicle Theft Security System (if
equipped).
(3) Turn on the Illuminated Entry (if equipped) for
approximately 30 seconds.
If the key cylinder is turned to the unlock position
(toward the front of vehicle) twice within two sec-
onds, all the doors and liftgate will unlock (if
equipped with the central locking feature).
To lock the vehicle using the door cylinder lock
switch, turn the key cylinder toward the rear of the
vehicle once. This will lock the door that you are
using the key on. If equipped with the central locking
feature, this will lock all the other doors and liftgate.
Furthermore, this will arm the vehicle theft security
system and turn off the illuminated entry.
DIAGNOSIS AND TESTING
DOOR CYLINDER LOCK SWITCH - EXPORT
Any diagnosis of the power lock system
should begin with the use of the DRB IIItdiag-
nostic tool. For information on the use of theDRB IIIt, refer to the appropriate Diagnostic
Service Manual.
For complete circuit diagrams, refer to the appro-
priate wiring information.
(1) Visually inspect the switch for proper installa-
tion. Make sure it is seated on the rear of the key
cylinder, with the tab of the door key cylinder prop-
erly aligned with the slot on the door cylinder lock
switch.
(2) Disconnect the switch at the harness connector
and check the resistance in each switch position.
CAUTION: Do not disconnect the switch from the
rear of the door key cylinder. This switch is a one
time use switch. Once it is removed from the rear of
the switch, it is not reusable and must be replaced.
Test the switch at the harness connector.
DOOR CYLINDER LOCK SWITCH RESISTANCE
SWITCH POSITION RESISTANCE VALUE
COUNTERCLOCKWISE 5.4K OHMS
NEUTRAL 18.4K OHMS
CLOCKWISE 2K OHMS
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the door trim panel of the effected door
cylinder lock switch (Refer to 23 - BODY/DOOR -
FRONT/TRIM PANEL - REMOVAL).
(3) Close the door window.
(4) Disconnect the door cylinder lock switch wire
connector from the door harness, and wiring clip
from the impact beam.
(5) Remove the outer door handle from the door.
(6) Remove the switch from the key cylinder in the
door handle and remove from vehicle.
INSTALLATION
(1) Install the switch on the key cylinder in the
door handle.
(2) Install the door handle.
(3) Connect the door cylinder lock switch wire con-
nector to the door harness, and the wiring clip to the
impact beam.
(4) Install the door trim panel of the affected door
cylinder lock switch (Refer to 23 - BODY/DOOR -
FRONT/TRIM PANEL - INSTALLATION).
(5) Connect the battery negative cable.
(6) Verify system operation.
8N - 22 POWER LOCKSRS
POWER LOCKS (Continued)