2005 CHRYSLER CARAVAN oil pressure

INSTALLATION
(1)Be sure the air seal is in position before
radiator is installed.Slide radiator down into posi-
tion. Seat the radiator with the rubber isolators into
the mounting holes provided, with a 10 lbs. force.
(2) Position air conditioning condenser onto the
radiator lower mounts and ingage upper mounting
tabs. (Fig. 15).
(3) Install the radiator upper and lower hoses (Fig.
13) or (Fig. 14).
(4) Connect the coolant reserve/recovery hose.
(5) Connect the vapor purge solenoid to the mount-
ing bracket.
(6) Install the radiator fans. (Refer to 7 - COOL-
ING/ENGINE/RADIATOR FAN - INSTALLATION)
(7) Install the radiator upper crossmember sup-
port. (Refer to 23 - BODY/EXTERIOR/GRILLE
OPENING REINFORCEMENT - INSTALLATION)
(8) Fill the cooling system. (Refer to 7 - COOLING
- STANDARD PROCEDURE)
(9) Connect negative cable to battery.
RADIATOR DRAINCOCK
REMOVAL
NOTE: It is not necessary to remove draincock dur-
ing a routine coolant drain.
(1) Drain the cooling system. (Refer to 7 - COOL-
ING - STANDARD PROCEDURE)
(2) Using a screwdriver, open the draincock by
turning it counterclockwise until it stops.
(3) Pull the draincock from the radiator tank.
INSTALLATION
(1) Align draincock stem to radiator tank opening.
(2) Push draincock into the radiator tank opening.
CAUTION: Do not overtighten. The head of the
draincock may break off.
(3) Using a screwdriver, tighten the draincock by
turning clockwise until it stops.
(4) Fill the cooling system. (Refer to 7 - COOLING
- STANDARD PROCEDURE)
RADIATOR PRESSURE CAP
DESCRIPTION
The cooling system pressure cap is located on the
radiator. The cap construction includes; stainless
steel swivel top, rubber seals, and retainer, main
spring, and a spring loaded valve (Fig. 16).
OPERATION
The cooling system is equipped with a pressure cap
that releases excessive pressure; maintaining a range
of 97-124 kPa (14-18 psi).
The cooling system will operate at higher than
atmospheric pressure. The higher pressure raises the
coolant boiling point thus, allowing increased radia-
tor cooling capacity.
There is also a vent valve in the center of the cap.
This valve also opens when coolant is cooling and
contracting, allowing the coolant to return to cooling
system from coolant reserve system tank by vacuum
through a connecting hose.If valve is stuck shut,
or the coolant recovery hose is pinched, the
radiator hoses will be collapsed on cool down.
Clean the vent valve (Fig. 16) and inspect cool-
ant recovery hose routing, to ensure proper
sealing when boiling point is reached.
The gasket in the cap seals the filler neck, so that
vacuum can be maintained, allowing coolant to be
drawn back into the radiator from the reserve tank.
If the gasket is dirty or damaged, a vacuum
may not be achieved, resulting is loss of coolant
and eventual overheating due to low coolant
level in radiator and engine.
Fig. 16 Cooling System Pressure Cap Filler Neck
1 - OVERFLOW NIPPLE
2 - MAIN SPRING
3 - GASKET RETAINER
4 - STAINLESS-STEEL SWIVEL TOP
5 - RUBBER SEALS
6 - VENT VALVE
7 - RADIATOR
8 - FILLER NECK
RSENGINE7-27
RADIATOR (Continued)

INSPECTION
Hold the cap in your hand,top side up(Fig. 19).
The vent valve at the bottom of the cap should open.
If the rubber gasket has swollen, preventing the
valve from opening, replace the cap.
Hold the cleaned cap in your hand,upside down.
If any light can be seen between vent valve and the
rubber gasket, replace the cap.Do not use a
replacement cap that has a spring to hold the
vent shut.
A replacement cap must be of the type designed for
coolant reserve systems. This design ensures coolant
return to the radiator.
RADIATOR FAN
DESCRIPTION
The dual radiator fans are mounted to the back
side of the radiator (Fig. 20). The radiator fan consist
of the fan blade, electric motor and a support shroud
which are all serviced as an assembly.
OPERATION
RADIATOR FAN OPERATION CHART
COOLANT TEMPERATURE A/C PRESSURE TRANSAXLE OIL
TEMPERATURE
Fan
Operation
Speeds:Initial Max Initial Max Initial Max
Fan On: 104ÉC
(220ÉF)110ÉC
(230ÉF) Fan
Speed
Duty-Cycles
(Ramps-up)
from 30% to
99%1,724 Kpa
(250 psi)2,068 Kpa
(300 psi) Fan
Speed
Duty-Cycles
(Ramps-up)
from 30% to
99%96ÉC (204ÉF) 111ÉC (232ÉF)
Fan Speed
Duty Cycles
(Ramps-up)
from 30% to
99%
Fan Off: 101ÉC
(214ÉF)Fan Speed
Duty-Cycles
(Ramps-
down) from
99% to 30%1,710 Kpa
(248 psi)Fan Speed
Duty-Cycles
(Ramps-
down) from
99% to 30%89ÉC (192ÉF) Fan Speed
Duty Cycles
(Ramps-down)
from 99% to
30%
Fig. 19 Cooling System Pressure Cap
1 - OVERFLOW NIPPLE
2 - MAIN SPRING
3 - GASKET RETAINER
4 - STAINLESS-STEEL SWIVEL TOP
5 - RUBBER SEALS
6 - VENT VALVE
7 - RADIATOR
8 - FILLER NECK
RSENGINE7-29
RADIATOR PRESSURE CAP (Continued)

(5) Install the upper radiator mounts to the cross-
member bolts, if removed. Tighten to 8 N´m (70 in.
lbs.).
(6) Install the radiator upper hose to the support
clip (2.4L engine).
RADIATOR FAN RELAY
DESCRIPTION
The radiator fan relay is a solid state type and is
located on the front bumper reinforcment (Fig. 21).
Refer to WIRING DIAGRAMS for a circuit sche-
matic.
OPERATION
The solid state radiator fan relay is controlled by
the Powertrain Control Module (PCM) by way of a
Pulse Width Modulated (PWM) signal. The relay con-
trol circuit supplies a 12 volt signal to the PCM. The
PCM then pulses the ground circuit to achieve fan on
time. The relay provides a voltage to the fan motors
which is proportional to the pulse width it receives
from the PCM. The duty cycle ranges from 30% for
low speed operation, then ramps-up to 100% for high
speed operation. This fan control system provides
infinitely variable fan speeds, allowing for improved
fan noise, A/C performance, better engine cooling,
and additional vehicle power.
To control operation of the relay, the PCM looks at
inputs from:
²Engine coolant temperature
²A/C pressure transducer
²Ambient temperature from the body controller
²Vehicle speed
²Transmission oil temperature
The PCM uses these inputs to determine when the
fan should operate and at what speed. For further
information on fan operation, (Refer to 7 - COOL-
ING/ENGINE/RADIATOR FAN - OPERATION).
REMOVAL
(1) Open hood.
(2) Disconnect and isolate the battery negative
cable.
(3) Remove the radiator crossmember to front fas-
cia closure panel.
(4) Disconnect the relay electrical connector (Fig.
21).
(5) Remove the rivet attaching the relay to the
front bumper beam (Fig. 21).
(6) Remove the relay.
INSTALLATION
CAUTION: The relay mounting location is designed
to dissipate heat. Ensure the relay is securely
attached to prevent relay ªthermalº shutdown and
relay damage, resulting in possible engine over-
heating.
(1) Position relay and install a new rivet (Fig. 21).
(2) Connect electrical connector to relay.
(3) Install closure panel and attaching screws.
(4) Connect negative cable to battery.
Fig. 21 Radiator Fan Relay
1 - FRONT FASCIA
2 - FAN RELAY
3 - RIVET
4 - A/C CONDENSER (FRONT SIDE)
RSENGINE7-31
RADIATOR FAN (Continued)

CHIME/BUZZER
TABLE OF CONTENTS
page page
CHIME/BUZZER
DESCRIPTION..........................1
OPERATION............................1
WARNING.............................2
DIAGNOSIS AND TESTING - CHIME SYSTEM . . 2
PARK ASSIST DISPLAY
DESCRIPTION..........................3
OPERATION............................3
REMOVAL.............................4
INSTALLATION..........................4PARK ASSIST MODULE
DESCRIPTION..........................4
OPERATION............................5
REMOVAL.............................5
INSTALLATION..........................6
PARK ASSIST SENSOR
DESCRIPTION..........................6
OPERATION............................6
REMOVAL.............................6
INSTALLATION..........................6
CHIME/BUZZER
DESCRIPTION
The chime/buzzer system provides the driver with
warning chimes for:
²Seat Belt
²Exterior Lamps ON
²Key-In Ignition
²Engine Temperature Critical
²Turn Signals ON
²Dome Lamp ON
²Low Oil Pressure
²High Speed Warning
²Warning Lamp Announcement
²Key-In Accessory
²Low/High Tire Pressure
²Service Tire Pressure Monitor (TPM)
HIGH SPEED WARNING - EXPORT
The chime will sound, acting as a warning to the
driver that the vehicle speed has exceeded 120   3
Kp/h (75   2 mph).
Refer to the proper body diagnostic information
diagnosis and testing with a scan tool.
PARK ASSIST SYSTEM
The Park Assist System is an electronic parking
aid that alerts the driver to obstacles which are
located immediately behind the vehicle. Objects are
sensed using ultrasonic sound waves. When an object
is detected, the system will give the driver visual and
audible warnings. The system is customer program-
mable through the Electronic Vehicle Information
Center (EVIC) but will be enabled from the factory
as a default.
The major components of the park assist system
are:²Park Assist Module- supplies voltage to the
object detection sensors and park assist display. It
triggers the sensors, analyzes the echo delay times
and calculates obstacle distances. It sends display
information to the park assist display, performs sys-
tem diagnostics, and communicates via the Program-
mable Communication Interface (PCI) date bus
network.
²Park Assist Sensors- there are four sensors
located in the rear bumper that generate ultrasonic
pulses when triggered by the park assist module. The
sensors signal the park assist module when reflected
ultrasonic pulses are received.
²Park Assist Display- there are sixteen Light
Emitting Diode (LED) indicators which provide indi-
cation of relative distance to obstacles. When the sys-
tem is engaged and no obstacles are detected, the
two outermost yellow LED's are lit at reduced bright-
ness to show the system is working. As the distance
to a detected obstacle decreases, more yellow LED's
towards the center of the display illuminate.
For diagnosis and testing of the park assist sys-
tem, use a scan tool and the appropriate body diag-
nostic information.
OPERATION
Refer to the proper Body Diagnostic Procedures
manual for complete chime/buzzer operation and con-
ditions for operation.
HIGH SPEED WARNING - EXPORT
When the vehicle speed sensor sees 120   3 Km/h
(75   2 mph), it sends a PCI data bus message to the
Body Control Module (BCM). The BCM then turns on
the chime to let the driver know that the vehicle has
reached a speed greater than 120   3 Km/h (75   2
mph). This audible message will continue until the
vehicle is slowed below the predetermined speed.
RSCHIME/BUZZER8B-1

trical connector on the vehicle wiring harness. The
power source for the CAB is through the ignition
switch in the RUN or ON position. The CAB is on
the PCI bus.
OPERATION
The primary functions of the controller antilock
brake (CAB) are to:
²Monitor the antilock brake system for proper
operation.
²Detect wheel locking or wheel slipping tenden-
cies by monitoring the speed of all four wheels of the
vehicle.
²Control fluid modulation to the wheel brakes
while the system is in an ABS mode.
²Store diagnostic information.
²Provide communication to the DRBIIItscan tool
while in diagnostic mode.
²Illuminate the amber ABS warning indicator
lamp.
²(With traction control only) Illuminate the TRAC
ON lamp in the message center on the instrument
panel when a traction control event occurs.
²(with traction control only) Illuminate the TRAC
OFF lamp when the amber ABS warning indicator
lamp illuminates.
The CAB constantly monitors the antilock brake
system for proper operation. If the CAB detects a
fault, it will turn on the amber ABS warning indica-
tor lamp and disable the antilock braking system.
The normal base braking system will remain opera-
tional.
NOTE: If the vehicle is equipped with traction con-
trol, the TRAC OFF lamp will illuminate anytime the
amber ABS warning indicator lamp illuminates.The CAB continuously monitors the speed of each
wheel through the signals generated by the wheel
speed sensors to determine if any wheel is beginning
to lock. When a wheel locking tendency is detected,
the CAB commands the CAB command coils to actu-
ate. The coils then open and close the valves in the
HCU that modulate brake fluid pressure in some or
all of the hydraulic circuits. The CAB continues to
control pressure in individual hydraulic circuits until
a locking tendency is no longer present.
The CAB contains a self-diagnostic program that
monitors the antilock brake system for system faults.
When a fault is detected, the amber ABS warning
indicator lamp is turned on and the fault diagnostic
trouble code (DTC) is then stored in a diagnostic pro-
gram memory. A latched fault will disable certain
system functionality for the current ignition cycle. An
unlatched fault will disable certain system function-
ality until the fault condition disappears. These
DTC's will remain in the CAB memory even after the
ignition has been turned off. The DTC's can be read
and cleared from the CAB memory by a technician
using the DRBIIItscan tool. If not cleared with a
DRBIIItscan tool, the fault occurrence and DTC will
be automatically cleared from the CAB memory after
the identical fault has not been seen during the next
3,500 miles. Drive-off may be required for the amber
ABS warning indicator lamp to go out on the next
ignition cycle.
CAB INPUTS
²Wheel speed sensors (four)
²Brake lamp switch
²Ignition switch
²System and pump voltage
²Ground
²Traction control switch (if equipped)
²Diagnostic communication (PCI)
CAB OUTPUTS
²Amber ABS warning indicator lamp actuation
(via BUS)
²Red BRAKE warning indicator lamp actuation
(via BUS)
²Instrument cluster (MIC) communication (PCI)
²Traction control lamps (if equipped)
²Diagnostic communication (PCI, via BUS)
REMOVAL
(1) Disconnect the battery cables.
(2) Remove the battery (Refer to 8 - ELECTRI-
CAL/BATTERY SYSTEM/BATTERY - REMOVAL).
(3) Disconnect the vacuum hose connector at the
tank built into the battery tray.
(4) Remove the screw securing the coolant filler
neck to the battery tray.
Fig. 1 Integrated Control Unit (ICU)
1 - PUMP/MOTOR
2 - HCU
3 - PUMP/MOTOR CONNECTOR
4 - CAB
RSELECTRONIC CONTROL MODULES8E-5
CONTROLLER ANTILOCK BRAKE (Continued)

²SCI Receive
²Speed Control
²Throttle Position Sensor
²Transmission Control Relay (Switched B+)
²Transmission Pressure Switches
²Transmission Temperature Sensor
²Transmission Input Shaft Speed Sensor
²Transmission Output Shaft Speed Sensor
²Transaxle Gear Engagement
²Vehicle Speed
NOTE: PCM Outputs:
²Air Conditioning Clutch Relay
²Automatic Shut Down (ASD) and Fuel Pump
Relays
²Data Link Connector (PCI and SCI Transmit)
²Double Start Override
²EGR Solenoid
²Fuel Injectors
²Generator Field
²High Speed Fan Relay
²Idle Air Control Motor
²Ignition Coils
²Leak Detection Pump
²Low Speed Fan Relay
²MTV Actuator
²Proportional Purge Solenoid
²SRV Valve
²Speed Control Relay
²Speed Control Vent Relay
²Speed Control Vacuum Relay
²8 Volt Output
²5 Volt Output
²Torque Reduction Request
²Transmission Control Relay
²Transmission Solenoids
²Vehicle Speed
Based on inputs it receives, the powertrain control
module (PCM) adjusts fuel injector pulse width, idle
speed, ignition timing, and canister purge operation.
The PCM regulates the cooling fans, air conditioning
and speed control systems. The PCM changes gener-
ator charge rate by adjusting the generator field.
The PCM adjusts injector pulse width (air-fuel
ratio) based on the following inputs.
²Battery Voltage
²Intake Air Temperature Sensor
²Engine Coolant Temperature
²Engine Speed (crankshaft position sensor)
²Exhaust Gas Oxygen Content (heated oxygen
sensors)
²Manifold Absolute Pressure
²Throttle Position
The PCM adjusts engine idle speed through the
idle air control motor based on the following inputs.
²Brake Switch²Engine Coolant Temperature
²Engine Speed (crankshaft position sensor)
²Park/Neutral
²Transaxle Gear Engagement
²Throttle Position
²Vehicle Speed
The PCM adjusts ignition timing based on the fol-
lowing inputs.
²Intake Air Temperature
²Engine Coolant Temperature
²Engine Speed (crankshaft position sensor)
²Knock Sensor
²Manifold Absolute Pressure
²Park/Neutral
²Transaxle Gear Engagement
²Throttle Position
The automatic shut down (ASD) and fuel pump
relays are mounted externally, but turned on and off
by the powertrain control module through the same
circuit.
The camshaft and crankshaft signals are sent to
the powertrain control module. If the PCM does not
receive both signals within approximately one second
of engine cranking, it deactivates the ASD and fuel
pump relays. When these relays are deactivated,
power is shut off to the fuel injectors, ignition coils,
fuel pump and the heating element in each oxygen
sensor.
The PCM contains a voltage converter that
changes battery voltage to a regulated 8.0 volts. The
8.0 volts power the camshaft position sensor, crank-
shaft position sensor and vehicle speed sensor. The
PCM also provides a 5.0 volts supply for the engine
coolant temperature sensor, intake air temperature
sensor, manifold absolute pressure sensor and throt-
tle position sensor.
The PCM engine control strategy prevents reduced
idle speeds until after the engine operates for 320 km
(200 miles). If the PCM is replaced after 320 km (200
miles) of usage, update the mileage in new PCM. Use
the DRBIIItscan tool to change the mileage in the
PCM. Refer to the appropriate Powertrain Diagnostic
Manual and the DRBIIItscan tool.
TRANSMISSION CONTROL
CLUTCH VOLUME INDEX (CVI)
An important function of the PCM is to monitor
Clutch Volume Index (CVI). CVIs represent the vol-
ume of fluid needed to compress a clutch pack.
The PCM monitors gear ratio changes by monitor-
ing the Input and Output Speed Sensors. The Input,
or Turbine Speed Sensor sends an electrical signal to
the PCM that represents input shaft rpm. The Out-
put Speed Sensor provides the PCM with output
shaft speed information.
8E - 12 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)

The power grounds are used to control the ground
side relays, solenoids, ignition coil or injectors. The
signal ground is used for any input that uses sensor
return for ground, and the ground side of any inter-
nal processing component.
The PCM case is shielded to prevent RFI and EMI.
The PCM case is grounded and must be firmly
attached to a good, clean body ground.
Internally all grounds are connected together, how-
ever there is noise suppression on the sensor ground.
For EMI and RFI protection the housing and cover
are also grounded separately from the ground pins.
OPERATION - 5 VOLT SUPPLY - PCM OUTPUT
The PCM supplies 5 volts to the following sensors:
²A/C pressure transducer
²Ambient Temperature sensor
²Battery temperature
²Camshaft Position Sensor (NGC)
²Crankshaft Position Sensor (NGC)
²Engine coolant temperature sensor
²Inlet Air Temperature Sensor
²Knock sensor
²Linear EGR solenoid (if equipped)
²Manifold absolute pressure sensor
²Oil Pressure Switch
²Throttle position sensor
STANDARD PROCEDURE
STANDARD PROCEDURE - OBTAINING
DIAGNOSTIC TROUBLE CODES
BULB CHECK
Key on: Bulb illuminated until vehicle starts, as
long as all once per trip (readiness) monitors com-
pleted. If monitors havenotbeen completed, then:
Key on: bulb check for about 5 to 8 seconds, lamp
then flashes if once per trip (readiness) monitors
havenotbeen completed until vehicle is started,
then MIL is extinguished.
OBTAINING DTC'S USING DRB SCAN TOOL
(1) Connect the DRB scan tool to the data link
(diagnostic) connector. This connector is located in
the passenger compartment; at the lower edge of
instrument panel; near the steering column.
(2) Turn the ignition switch on and access the
ªRead Faultº screen.
(3) Record all the DTC's and ªfreeze frameº infor-
mation shown on the DRB scan tool.
(4) To erase DTC's, use the ªErase Trouble Codeº
data screen on the DRB scan tool.Do not erase any
DTC's until problems have been investigated
and repairs have been performed.
STANDARD PROCEDURE - PINION FACTOR
SETTING
NOTE: This procedure must be performed if the
PCM has been replaced with a NEW or replacement
unit. Failure to perform this procedure will result in
an inoperative or improperly calibrated speedome-
ter.
The vehicle speed readings for the speedometer are
taken from the output speed sensor. The PCM must
be calibrated to the different combinations of equip-
ment (final drive and tires) available. Pinion Factor
allows the technician to set the Powertrain Control
Module initial setting so that the speedometer read-
ings will be correct. To properly read and/or reset the
Pinion Factor, it is necessary to use a DRBIIItscan
tool.
(1) Plug the DRBIIItscan tool into the diagnostic
connector located under the instrument panel.
(2) Select the Transmission menu.
(3) Select the Miscellaneous menu.
(4) Select Pinion Factor. Then follow the instruc-
tions on the DRBIIItscan tool screen.
STANDARD PROCEDURE - QUICK LEARN
PROCEDURE
The quick learn procedure requires the use of the
DRBIIItscan tool. This program allows the PCM to
recalibrate itself. This will provide the best possible
transaxle operation.
NOTE: The quick learn procedure should be per-
formed if any of the following procedures are per-
formed:
²Transaxle Assembly Replacement
²Powertrain Control Module Replacement
²Solenoid/Pressure Switch Assembly Replacement
²Clutch Plate and/or Seal Replacement
²Valve Body Replacement or Recondition
To perform the Quick Learn Procedure, the follow-
ing conditions must be met:
²The brakes must be applied
²The engine speed must be above 500 rpm
²The throttle angle (TPS) must be less than 3
degrees
²The shift lever position must stay until
prompted to shift to overdrive
²The shift lever position must stay in overdrive
after the Shift to Overdrive prompt until the
DRBIIItindicates the procedure is complete
²The calculated oil temperature must be above
60É and below 200É
RSELECTRONIC CONTROL MODULES8E-15
POWERTRAIN CONTROL MODULE (Continued)

SPECIAL TOOLS
BATTERY SYSTEM SPECIAL TOOLS
BATTERY
DESCRIPTION
There are three different batteries available for
this vehicle. Vehicles equipped with a diesel engine
utilize a spiral wound plate designed battery with
recombination technology. This is a maintenance-free
battery that is capable of delivering more power than
a conventional battery. This additional power is
required by a diesel engine during cold cranking.
Vehicles equipped with a gasoline engine utilize a
conventional battery. Refer to the following informa-
tion for detailed differences and descriptions of these
batteries.
SPIRAL PLATE BATTERY - DIESEL ENGINE
By tightly winding layers of spiral grids and acid-
permeated vitreous separators into cells, the battery
has more power and service life than conventional
batteries of the same size. The spiral plate battery is
permanently sealed. Through gas recombination,
hydrogen and oxygen within the battery are captured
during normal charging and reunited to form thewater within the electrolyte, eliminating the need to
add distilled water. Therefore, these batteries have
non-removable battery vent caps (Fig. 4).
The acid inside a spiral plate battery is bound
within the vitreous separators, ending the threat of
acid leaks. This feature allows the battery to be
installed in any position anywhere in the vehicle.
Spiral plate technology is the process by which the
plates holding the active material in the battery are
wound tightly in coils instead of hanging flat, like
conventional batteries. This design has a lower inter-
nal resistance and also increases the active material
surface area.
WARNING: NEVER EXCEED 14.4 VOLTS WHEN
CHARGING A SPIRAL PLATE BATTERY. PERSONAL
INJURY AND/OR BATTERY DAMAGE MAY RESULT.
Due to the maintanance-free design, distilled water
cannot be added to this battery. Therefore, if more
than 14.4 volts are used during the spiral plate bat-
tery charging process, water vapor can be exhausted
through the pressure-sensitive battery vents and lost
for good. This can permanently damage the spiral
plate battery.
Micro 420 Battery Tester
Fig. 4 MAINTENANCE-FREE DIESEL ENGINE
BATTERY
RSBATTERY SYSTEM8F-7
BATTERY SYSTEM (Continued)