2005 CHRYSLER CARAVAN oil

By comparing the two inputs, the PCM can deter-
mine transaxle gear ratio. This is important to the
CVI calculation because the PCM determines CVIs
by monitoring how long it takes for a gear change to
occur (Fig. 10).
Gear ratios can be determined by using the DRB
Scan Tool and reading the Input/Output Speed Sen-
sor values in the ªMonitorsº display. Gear ratio can
be obtained by dividing the Input Speed Sensor value
by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000
rpm and the output shaft is rotating at 500 rpm,
then the PCM can determine that the gear ratio is
2:1. In direct drive (3rd gear), the gear ratio changes
to 1:1. The gear ratio changes as clutches are applied
and released. By monitoring the length of time it
takes for the gear ratio to change following a shift
request, the PCM can determine the volume of fluid
used to apply or release a friction element.
The volume of transmission fluid needed to apply
the friction elements are continuously updated for
adaptive controls. As friction material wears, the vol-
ume of fluid need to apply the element increases.
Certain mechanical problems within the clutch
assemblies (broken return springs, out of position
snap rings, excessive clutch pack clearance, improper
assembly, etc.) can cause inadequate or out-of-range
clutch volumes. Also, defective Input/Output Speed
Sensors and wiring can cause these conditions. The
following chart identifies the appropriate clutch vol-
umes and when they are monitored/updated:
CLUTCH VOLUMES
ClutchWhen Updated
Proper Clutch
Volume
Shift Sequence Oil Temperature Throttle Angle
L/R2-1 or 3-1 coast
downshift>70É <5É 35to83
2/4 1-2 shift
> 110É5 - 54É20 to 77
OD 2-3 shift 48 to 150
UD 4-3 or 4-2 shift > 5É 24 to 70
SHIFT SCHEDULES
As mentioned earlier, the PCM has programming
that allows it to select a variety of shift schedules.
Shift schedule selection is dependent on the follow-
ing:
²Shift lever position
²Throttle position²Engine load
²Fluid temperature
²Software level
As driving conditions change, the PCM appropri-
ately adjusts the shift schedule. Refer to the follow-
ing chart to determine the appropriate operation
expected, depending on driving conditions.
Fig. 10 Example of CVI Calculation
1 - OUTPUT SPEED SENSOR
2 - OUTPUT SHAFT
3 - CLUTCH PACK
4 - SEPARATOR PLATE
5 - FRICTION DISCS
6 - INPUT SHAFT
7 - INPUT SPEED SENSOR
8 - PISTON AND SEAL
RSELECTRONIC CONTROL MODULES8E-13
POWERTRAIN CONTROL MODULE (Continued)

Schedule Condition Expected Operation
Extreme ColdOil temperature at start-up below
-16É FPark, Reverse, Neutral and 2nd
gear only (prevents shifting which
may fail a clutch with frequent
shifts)
ColdOil temperature at start-up above
-12É F and below 36É F± Delayed 2-3 upshift
(approximately 22-31 mph)
± Delayed 3-4 upshift (45-53 mph)
± Early 4-3 costdown shift
(approximately 30 mph)
± Early 3-2 coastdown shift
(approximately 17 mph)
± High speed 4-2, 3-2, 2-1 kickdown
shifts are prevented
± No EMCC
WarmOil temperature at start-up above
36É F and below 80 degree F± Normal operation (upshift,
kickdowns, and coastdowns)
± No EMCC
HotOil temperature at start-up above
80É F± Normal operation (upshift,
kickdowns, and coastdowns)
± Full EMCC, no PEMCC except to
engage FEMCC (except at closed
throttle at speeds above 70-83 mph)
OverheatOil temperature above 240É F or
engine coolant temperature above
244É F± Delayed 2-3 upshift (25-32 mph)
± Delayed 3-4 upshift (41-48 mph)
± 3rd gear FEMCC from 30-48 mph
± 3rd gear PEMCC from 27-31 mph
Super OverheatOil temperature above 260É F ± All9Overheat9shift schedule
features apply
± 2nd gear PEMCC above 22 mph
± Above 22 mph the torque
converter will not unlock unless the
throttle is closed or if a wide open
throttle 2nd PEMCC to 1 kickdown
is made
OPERATION - SENSOR RETURN - PCM INPUT
The sensor return circuit provides a low electrical
noise ground reference for all of the systems sensors.
The sensor return circuit connects to internal ground
circuits within the Powertrain Control Module
(PCM).
OPERATION - DATA BUS COMMUNICATION
RECEIVE - PCM INPUT
The PCM uses the SCI communication bus to pre-
form engine diagnostics and flash operations. The
transmission side of the PCM uses the SCI commu-
nication bus to flash new software. However, diagnos-tics is performed via the vehicles J1850 bus for the
transmission side of the PCM.
OPERATION - IGNITION SENSE - PCM INPUT
The ignition sense input informs the Powertrain
Control Module (PCM) that the ignition switch is in
the crank or run position.
OPERATION - PCM GROUND
Ground is provided through multiple pins of the
PCM connector. Depending on the vehicle there may
be as many as two different ground pins. There are
power grounds and sensor grounds.
8E - 14 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)

CAUTION: Battery electrolyte will bubble inside the
battery case during normal battery charging. Elec-
trolyte boiling or being discharged from the battery
vents indicates a battery overcharging condition.
Immediately reduce the charging rate or turn off the
charger to evaluate the battery condition. Damage
to the battery may result from overcharging.
CAUTION: The battery should not be hot to the
touch. If the battery feels hot to the touch, turn off
the charger and let the battery cool before continu-
ing the charging operation. Damage to the battery
may result.
After the battery has been charged to an open-cir-
cuit voltage reading of 12.4 volts or greater, retest
the battery with the Micro 420 tester or perform a
load test to determine the battery cranking capacity.
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BAT-
TERY - STANDARD PROCEDURE) for the proper
battery load test procedures. If the battery passes a
load test, return the battery to service. If the battery
will not pass a load test, it is inoperative and must
be replaced.
Clean and inspect the battery hold downs, tray,
terminals, posts, and top before completing battery
service. (Refer to 8 - ELECTRICAL/BATTERY SYS-
TEM - CLEANING) for the proper battery system
cleaning procedures, and (Refer to 8 - ELECTRICAL/
BATTERY SYSTEM - INSPECTION) for the proper
battery system inspection procedures.
CHARGING A COMPLETELY DISCHARGED
CONVENTIONAL BATTERY
The following procedure should be used to recharge
a completely discharged battery. Unless this proce-
dure is properly followed, a good battery may be
needlessly replaced.
(1) Measure the voltage at the battery posts with a
voltmeter, accurate to 1/10 (0.10) volt (Fig. 8). If the
reading is below ten volts, the battery charging cur-
rent will be low. It could take some time before the
battery accepts a current greater than a few milliam-
peres. Such low current may not be detectable on the
ammeters built into many battery chargers.
(2) Disconnect and isolate the battery negative
cable. Connect the battery charger leads. Some bat-
tery chargers are equipped with polarity-sensing cir-
cuitry. This circuitry protects the battery charger and
the battery from being damaged if they are improp-
erly connected. If the battery state-of-charge is too
low for the polarity-sensing circuitry to detect, the
battery charger will not operate. This makes it
appear that the battery will not accept charging cur-
rent. See the instructions provided by the manufac-turer of the battery charger for details on how to
bypass the polarity-sensing circuitry.
(3) Battery chargers vary in the amount of voltage
and current they provide. The amount of time
required for a battery to accept measurable charging
current at various voltages is shown in the Charge
Rate Table. If the charging current is still not mea-
surable at the end of the charging time, the battery
is inoperative and must be replaced. If the charging
current is measurable during the charging time, the
battery may be good and the charging should be com-
pleted in the normal manner.
CONVENTIONAL BATTERY CHARGE RATE TABLE
Voltage Minutes
16.0 volts maximum up to 10 min.
14.0 to 15.9 volts up to 20 min.
13.9 volts or less up to 30 min.
CHARGING TIME REQUIRED
The time required to charge a battery will vary,
depending upon the following factors:
²Battery Capacity- A completely discharged
heavy-duty battery requires twice the charging time
of a small capacity battery.
²Temperature- A longer time will be needed to
charge a battery at -18É C (0É F) than at 27É C (80É
F). When a fast battery charger is connected to a cold
battery, the current accepted by the battery will be
very low at first. As the battery warms, it will accept
a higher charging current rate (amperage).
²Charger Capacity- A battery charger that
supplies only five amperes will require a longer
charging time. A battery charger that supplies
Fig. 8 VOLTMETER ACCURATE TO 1/10 VOLT
8F - 12 BATTERY SYSTEMRS
BATTERY (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:
²Worn, loose or defective bearings
²Loose or defective drive pulley (2.4L) or decou-
pler (3.3/3.8L)
²Incorrect, worn, damaged or misadjusted drive
belt
²Loose mounting bolts
²Misaligned drive pulley
²Defective stator or diode
²Damaged 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
8F - 24 CHARGINGRS
CHARGING (Continued)

REMOVAL - 3.3/3.8L
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable.
(3) Disconnect the push-in field wire connector
from back of generator.
(4) Remove nut holding B+ wire terminal to back
of generator.
(5) Separate B+ terminal from generator.
(6) Raise vehicle and support.
(7) Remove the right front lower splash shield.
(8) Remove accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(9)
Remove the lower oil dip stick tube bolt (Fig. 9).
(10) Remove wiring harness from the oil dip stick
tube
(11) Remove the 3 mounting bolts.
(12) Lower vehicle.
(13) Remove oil dip stick tube from vehicle.
(14) Roll and remove the generator from vehicle
(Fig. 10).
INSTALLATION
INSTALLATION - 2.4L
(1) Install the generator.
(2) Install the accessory drive belt, refer to the
Cooling System section for proper procedures.
(3) Connect B+ terminal to generator.
(4) Install nut holding B+ wire terminal to back of
generator.
(5) Connect the push-in field wire connector to
back of generator.
(6) Install the EVAP Purge solenoid to its bracket.(7) Install the Air Box, refer to the Engine/Air
Cleaner for more information.
(8) Connect the Inlet Air Temperature sensor.
(9) Connect battery negative cable.
INSTALLATION - 2.5L
(1) Install generator.
(2) Install the 2 lower mounting Bolts (Fig. 8).
(3) Install the Air Cleaner Box (Fig. 7).
(4) Install the upper support bracket (Fig. 6).
(5) Install the wiring harness on upper generator
bracket (Fig. 6).
(6) Connect the field connection (Fig. 5).
(7) Connect the generator battery connection (Fig.
5).
(8) Raise vehicle and support.
(9) Install the generator drive belt (Fig. 4).
(10) Install the right front splash shield (Fig. 3).
(11) Lower vehicle.
(12) Install the engine cover (Fig. 2).
(13) Connect the negative battery cable (Fig. 1).
INSTALLATION - 3.3/3.8L
(1) Roll and place generator in position on vehicle
(Fig. 10).
(2) Install upper bolts to hold generator in place.
(3) Lubricate the o-ring. Install oil dip stick tube.
(4) Install the upper oil dip stick tube bolt.
(5) Place B+ terminal in position on generator.
(6) Install nut to hold B+ wire terminal to back of
generator.
(7) Connect the push-in field wire connector into
back of generator.
Fig. 9 DIP STICK LOWER BOLT
Fig. 10 GENERATOR 3.3/3.8L
RSCHARGING8F-27
GENERATOR (Continued)

(8) Raise vehicle and support.
(9) Install the lower mounting bolt and tighten.
(10) Install the lower oil dip stick tube bolt and
tighten (Fig. 9).
(11) Install accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(12) Install the right front lower splash shield.
(13) Lower vehicle.
(14) Install wiring harness to the oil dip stick tube
(15) Connect battery negative cable.
(16) Verify generator output rate.
GENERATOR DECOUPLER
PULLEY
DESCRIPTION
The Generator Decoupler is a one way clutch (Fig.
11). It is attached to the generator and replaces the
standard pulley. It is a non-serviceable item and is to
be replaced as an assembly. It is a dry operation (no
grease or lubricants). The operation of it is not tem-
perature sensitive and has a low sensitivity to elec-
trical load.
OPERATION
The generator decoupler is a one way clutch and
should be replaced as an assembly. It is designed to
help reduce belt tension fluctuation, reduce fatigue
loads, improve belt life, reduce hubloads on compo-
nents, and reduce noise.
DIAGNOSIS AND TESTING - GENERATOR DECOUPLER PULLEY
CONDITION VERIFICATION PROCEDURE POSSIBLE
CAUSESCORRECTION
Does not drive generator
(Generator not Charging)1. Start engine and allow engine to idle. Clutch
failureReplace
Decoupler
2.Verify generator pulley is rotating.
3. View generator internal fins thru generator housing.
4. Fins either do not rotate or rotate very erratic.
5. Rotate decoupler pulley in clockwise direction then
quickly rotate in counterclockwise direction to see if
clutch engages.
Noise from generator at
engine shut down.1. Start engine and allow engine to idle. Defective
decoupler
pulley
bearing.Replace
decoupler
pulley.
2. Shutdown engine and listen to generator.
3. Noise heard just as engine stops. Sounds like a
click.
4. Remove accessory drive belt.
5. Verify rotation in counterclock wise direction is
rough.
Fig. 11 GENERATOR DECOUPLER 3.3/3.8L
8F - 28 CHARGINGRS
GENERATOR (Continued)