2005 CHRYSLER VOYAGER traction

ABS SECONDARY HYDRAULIC CIRCUIT AND
SOLENOID VALVE FUNCTION (ABS WITHOUT
TRACTION CONTROL)
The hydraulic diagram (Fig. 8) shows the vehicle in
the ABS braking mode. The diagram shows one
wheel is slipping because the driver is attempting to
stop the vehicle at a faster rate than is allowed by
the surface on which the tires are riding.
²The normally open and normally closed valves
modulate (build/decay) the brake hydraulic pressure
as required.²The pump/motor is switched on so that the
brake fluid from the low pressure accumulators is
returned to the master cylinder circuits.
²The brake fluid will then be routed to either the
master cylinder or the wheel brake depending on the
position of the normally open valve.
²In the secondary circuit, 1.2 cc brake fluid is
taken in by the lip seal saver to protect the lip seals
on the master cylinder piston.
Fig. 8 ABS Without Traction Control - Secondary Hydraulic Circuit
1 - OUTLET VALVE
2 - PUMP PISTON
3 - LOW PRESSURE ACCUMULATOR PRESSURE
4 - TO RIGHT FRONT WHEEL
5 - FROM MASTER CYLINDER6 - MASTER CYLINDER PRESSURE
7 - CONTROLLED WHEEL PRESSURE
8 - PUMP INTERSTAGE PRESSURE
9 - LIP SEAL SAVER (SECONDARY CIRCUIT ONLY)
RSBRAKES - ABS5-97
HYDRAULIC/MECHANICAL (Continued)

NORMAL BRAKING HYDRAULIC CIRCUIT,
SOLENOID VALVE, AND SHUTTLE VALVE
FUNCTION (ABS WITH TRACTION CONTROL)
The hydraulic diagram (Fig. 9) shows a vehicle
with traction control in the normal braking mode.
The diagram shows no wheel spin or slip occurring
relative to the speed of the vehicle. The driver is
applying the brake pedal which builds pressure in
the brake hydraulic system to engage the brakes and
stop the vehicle. the hydraulic shuttle valve closes
with every brake pedal application so pressure is not
created at the inlet to the pump/motor.
Fig. 9 ABS With Traction Control - Normal Braking Hydraulic Circuit
1 - OUTLET VALVE
2 - PUMP PISTON
3 - PUMP MOTOR (OFF)
4 - SUCTION VALVE
5 - LOW PRESSURE ACCUMULATOR
6 - NORMALLY CLOSED VALVE (OFF)
7 - TO RIGHT FRONT WHEEL8 - NORMALLY OPEN VALVE (OFF)
9 - NORMALLY OPEN ASR VALVE (OFF)
10 - FROM MASTER CYLINDER
11 - HYDRAULIC SHUTTLE VALVE
12 - MASTER CYLINDER PRESSURE
13 - NOISE DAMPER CHAMBER
5 - 98 BRAKES - ABSRS
HYDRAULIC/MECHANICAL (Continued)

ABS BRAKING HYDRAULIC CIRCUIT, SOLENOID
VALVE, AND SHUTTLE VALVE FUNCTION (ABS
WITH TRACTION CONTROL)
The hydraulic diagram (Fig. 10) shows the vehicle
in the ABS braking mode. The diagram shows one
wheel is slipping because the driver is attempting to
stop the vehicle at a faster rate than is allowed by
the surface on which the tires are riding.
²The hydraulic shuttle valve closes upon brake
application so that the pump/motor cannot siphon
brake fluid from the master cylinder.²The normally open and normally closed valves
modulate (build/decay) the brake hydraulic pressure
as required.
²The pump/motor is switched on so that the
brake fluid from the low pressure accumulators is
returned to the master cylinder circuits.
²The brake fluid is routed to either the master
cylinder or the wheel brake depending on the posi-
tion of the normally open valve.
Fig. 10 ABS With Traction Control - ABS Braking Hydraulic Circuit
1 - OUTLET VALVE
2 - PUMP PISTON
3 - PUMP MOTOR (ON)
4 - SUCTION VALVE
5 - LOW PRESSURE ACCUMULATOR
6 - NORMALLY CLOSED VALVE (MODULATING)
7 - TO RIGHT FRONT WHEEL
8 - NORMALLY OPEN VALVE (MODULATING)9 - NORMALLY OPEN ASR VALVE (OFF)
10 - FROM MASTER CYLINDER
11 - HYDRAULIC SHUTTLE VALVE
12 - MASTER CYLINDER PRESSURE
13 - CONTROLLED WHEEL PRESSURE
14 - LOW PRESSURE ACCUMULATOR PRESSURE
15 - PUMP INTERSTAGE PRESSURE
16 - NOISE DAMPER CHAMBER
RSBRAKES - ABS5-99
HYDRAULIC/MECHANICAL (Continued)

ABS TRACTION CONTROL HYDRAULIC CIRCUIT,
SOLENOID VALVE, AND SHUTTLE VALVE
FUNCTION (ABS WITH TRACTION CONTROL)
The hydraulic diagram (Fig. 11) shows the vehicle
in the ABS braking mode. The diagram shows a drive
wheel is spinning and brake pressure is required to
reduce its speed.
²The normally open ASR valve is energized to iso-
late the brake fluid being pumped from the master
cylinder and to isolate the driven wheel.
²The normally open ASR valve bypasses the
pump output back to the master cylinder at a fixed
pressure setting.
²The normally open and normally closed valves
modulate (build/decay) the brake pressure as
required to the spinning wheel.
HCU (HYDRAULIC CONTROL
UNIT)
DESCRIPTION
The hydraulic control unit (HCU) is mounted to
the CAB as part of the ICU (Fig. 22). The HCU con-
trols the flow of brake fluid to the brakes using a
series of valves and accumulators. A pump/motor is
mounted on the HCU to supply build pressure to the
brakes during an ABS stop.
The HCU on a vehicle equipped with ABS and
traction control has a valve block housing that is
approximately 1 inch longer on the low pressure fluid
accumulators side than a HCU on a vehicle that is
equipped with only ABS.
Fig. 11 Traction Control Hydraulic Circuit
1 - OUTLET VALVE
2 - PUMP PISTON
3 - PUMP MOTOR (ON)
4 - LOW PRESSURE ACCUMULATOR PRESSURE
5 - LOW PRESSURE ACCUMULATOR
6 - NORMALLY CLOSED VALVE (MODULATING)
7 - TO RIGHT FRONT WHEEL (SPINNING)
8 - NORMALLY OPEN VALVE (MODULATING)
9 - NORMALLY OPEN ASR VALVE ON (REGULATING)10 - FROM MASTER CYLINDER
11 - HYDRAULIC SHUTTLE VALVE
12 - CONTROLLED WHEEL PRESSURE
13 - SUCTION VALVE
14 - PUMP INTERSTAGE PRESSURE
15 - NOISE DAMPER CHAMBER
16 - MASTER CYLINDER PRESSURE
17 - PUMP PRESSURE
5 - 100 BRAKES - ABSRS
HYDRAULIC/MECHANICAL (Continued)

For more information, (Refer to 5 - BRAKES/HY-
DRAULIC/MECHANICAL/ICU (INTEGRATED CON-
TROL UNIT) - DESCRIPTION)
OPERATION
For information on the operation of the HCU as a
whole, refer to Hydraulic Circuits And Valve Opera-
tion which can be found elsewhere in this section.
For information on the operation of the components
within the HCU, refer to the following three topics.
VALVES AND SOLENOIDS
The valve block contains four inlet valves and four
outlet valves. The inlet valves are spring-loaded in
the open position and the outlet valves are spring-
loaded in the closed position during normal braking.
The fluid is allowed to flow from the master cylinder
to the wheel brakes.
During an ABS stop, these valves cycle to maintain
the proper slip ratio for each wheel. The inlet valve
closes preventing further pressure increase and the
outlet valve opens to provide a path from the wheel
brake to the HCU accumulators and pump/motor.
This releases (decays) pressure from the wheel brake,
thus releasing the wheel from excessive slippage.
Once the wheel is no longer slipping, the outlet valve
is closed and the inlet valve is opened to reapply
(build) pressure.
On vehicles with traction control, there is an extra
set of valves and solenoids. The ASR valves, mounted
in the HCU valve block, are normally in the open
position and close only when the traction control is
applied.
These isolator valves are used to isolate the rear
(non-driving) wheels of the vehicle from the hydraulic
pressure that the HCU pump/motor is sending to the
front (driving) wheels when traction control is being
applied. The rear brakes need to be isolated from the
master cylinder when traction control is being
applied so the rear wheels do not drag. For more
information, refer to Traction Control System in this
section.
BRAKE FLUID ACCUMULATORS
There are two fluid accumulators in the HCU±one
for the primary hydraulic circuit and one for the sec-
ondary hydraulic circuit. Each hydraulic circuit uses
a 5 cc accumulator.
The fluid accumulators temporarily store brake
fluid that is removed from the wheel brakes during
an ABS cycle. This stored fluid is used by the pump/
motor to provide build pressure for the brake hydrau-
lic system. When the antilock stop is complete, the
accumulators are drained by the pump/motor.
On ABS-only vehicles, there is a mini-accumulator
on the secondary hydraulic circuit that protects the
master cylinder seals during an ABS stop, and there
is a noise dampening chamber on the primary circuit.
On ABS with traction control vehicles, there are
two noise dampening chambers in the HCU.
PUMP/MOTOR
There are two pump assemblies in the HCUÐone
for the primary hydraulic circuit and one for the sec-
ondary hydraulic circuit. Both pumps are driven by a
common electric motor. This DC-type motor is inte-
gral to the HCU and is controlled by the CAB.
The pump/motor provides the extra amount of
brake fluid needed during antilock braking. Brake
fluid is released to the accumulators when the outlet
valve is opened during an antilock stop. The pump
mechanism consists of two opposing pistons operated
by an eccentric camshaft. In operation, one piston
draws fluid from the accumulators, and the opposing
piston pumps fluid to the master cylinder circuits.
When the antilock stop is complete, the pump/motor
drains the accumulators.
The CAB may turn on the pump/motor when an
antilock stop is detected. The pump/motor continues
to run during the antilock stop and is turned off after
the stop is complete. Under some conditions, the
pump/motor runs to drain the accumulators during
the next drive-off.
The pump/motor is not a serviceable item; if it
requires replacement, the HCU must be replaced.
RSBRAKES - ABS5 - 101
HCU (HYDRAULIC CONTROL UNIT) (Continued)

ICU (INTEGRATED CONTROL
UNIT)
DESCRIPTION
The hydraulic control unit (HCU) and the control-
ler antilock brake (CAB) used with this antilock
brake system are combined (integrated) into one
unit, which is called the integrated control unit (ICU)
(Fig. 12). The ICU is located below the master cylin-
der in the engine compartment (Fig. 13).
Two different ICU's (HCU and CAB) are used on
this vehicle depending on whether or not the vehicle
is equipped with traction control. The HCU on avehicle equipped with traction control has a valve
block that is approximately one inch longer than a
HCU on a vehicle that is equipped with ABS only.
The ABS-only ICU consists of the following compo-
nents: the CAB, eight (build/decay) solenoid valves
(four inlet valves and four outlet valves), valve block,
fluid accumulators, a pump, and an electric motor.
The ABS-with traction control ICU consists of the
following components: the CAB, eight (build/decay)
solenoid valves (four inlet valves and four outlet
valves), two traction control (ASR) valves, two
hydraulic shuttle valves, valve block, fluid accumula-
tors, a pump, and an electric motor.
The replaceable components of the ICU are the
HCU and the CAB. No attempt should be made to
service any individual components of the HCU or
CAB. For information on the CAB, (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/CONTROLLER ANTILOCK BRAKE -
DESCRIPTION).
OPERATION
For information of the ICU, refer to these individ-
ual components of the ICU:
²CONTROLLER ANTILOCK BRAKE (CAB)
(Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/CONTROLLER ANTILOCK
BRAKE - OPERATION)
²HYDRAULIC CONTROL UNIT (HCU) (Refer to
5 - BRAKES - ABS/HYDRAULIC/MECHANICAL/
HCU (HYDRAULIC CONTROL UNIT) - OPERA-
TION)
For information on the ICU's hydraulic circuits,
refer to HYDRAULIC CIRCUITS AND VALVE
OPERATION. (Refer to 5 - BRAKES - ABS/HY-
DRAULIC/MECHANICAL - OPERATION)
REMOVAL
REMOVAL - LHD
(1) Disconnect the negative (ground) cable from
the battery and isolate cable.
(2) Remove the battery shield.
(3) Remove the battery (Refer to 8 - ELECTRI-
CAL/BATTERY SYSTEM/BATTERY - REMOVAL).
(4) Disconnect the vacuum hose connector at the
tank built into the battery tray.
(5) Remove the screw securing the engine coolant
filler neck to the battery tray.
(6) Remove the battery tray (Refer to 8 - ELEC-
TRICAL/BATTERY SYSTEM/TRAY - REMOVAL).
(7) Using a brake pedal depressor, move and lock
the brake pedal to a position past the first inch of
pedal travel.This will prevent brake fluid from
Fig. 12 INTEGRATED CONTROL UNIT (ICU)
1 - PUMP/MOTOR
2 - HCU
3 - PUMP/MOTOR CONNECTOR
4 - CAB
Fig. 13 ICU LOCATION IN VEHICLE
1 - POWER BRAKE BOOSTER
2 - MASTER CYLINDER
3 - ICU
5 - 102 BRAKES - ABSRS

COOLANT RECOVERY
CONTAINER
DESCRIPTION
The coolant recovery/reserve system container is
mounted in the engine compartment (Fig. 2). The
container is made of plastic.
OPERATION
The coolant recovery system works with the radia-
tor pressure cap to use thermal expansion and con-
traction of the coolant to keep the coolant free of
trapped air. Provides a convenient and safe method
for checking coolant level and adjusting level at
atmospheric pressure without removing the radiator
pressure cap. It also provides reserve coolant to cover
deaeration, evaporation, or boiling losses.
DIAGNOSIS AND TESTING - COOLANT
RECOVERY SYSTEM
The cooling system is closed and designed to main-
tain coolant level to the top of the radiator.
(1) With the engineoffand cooling systemnot
under pressure, drain several ounces of coolant from
the radiator draincock while observing the coolant
recovery container. Coolant level in the container
should drop.
(2) Remove the radiator pressure cap. The coolant
level should be full to the top radiator neck. If not,
and the coolant level in the container is at or above
the MIN mark, there is an air leak in the coolant
recovery system.
(3) Check hose and hose connections to the con-
tainer, radiator filler neck or the pressure cap seal to
the radiator filler neck for leaks.
REMOVAL
(1) Raise the vehicle on hoist.
(2) Remove the lower attaching screws (Fig. 2).
(3) Lower the vehicle.
(4) Remove the upper attaching screw (Fig. 2).
(5) Disconnect recovery hose from container (Fig.
2).
(6) Remove the recovery container.
INSTALLATION
(1) Connect the recovery hose to container (Fig. 2).
(2) Position the recovery container on the frame
rail (Fig. 2).
(3) Install the upper attaching screw and tighten
to 7 N´m (60 in. lbs.) (Fig. 2).
(4) Raise the vehicle on hoist.
(5) Install the lower attaching screws and tighten
to 8.5 N´m (75 in. lbs.) (Fig. 2).
(6) Lower the vehicle.(7) Add coolant to container as necessary. (Refer to
7 - COOLING - STANDARD PROCEDURE)
ENGINE BLOCK HEATER
DESCRIPTION
The engine block heater is available as an optional
accessory on all models. The heater is operated by
ordinary house current (110 Volt A.C.) through a
power cord located behind the radiator grille. This
provides easier engine starting and faster warm-up
when vehicle is operated in areas having extremely
low temperatures. The heater is mounted in a core
hole (in place of a core hole plug) in the engine block,
with the heating element immersed in coolant.
OPERATION
The block heater element is submerged in the cool-
ing system's coolant. When electrical power (110 volt
A.C.) is applied to the element, it creates heat. This
heat is transferred to the engine coolant. This pro-
vides easier engine starting and faster warm-up
when vehicle is operated in areas having extremely
low temperatures.
Fig. 2 Coolant Recovery Container
1 - COOLANT RECOVERY CONTAINER
2 - HOSE
3 - BOLT
4 - SUB FRAME RAIL
7 - 20 ENGINERS

FEATURE LEARNING KEY
THE BCM HAS ONE LIFTGATE INPUT LOCATED IN THE OVERHEAD CONSOLE.
POWER LOCKOUT SWITCH INPUT
THE BCM HAS ONE LOCKOUT SWITCH INPUT THAT WHEN ENABLED WILL DISABLE THE B-PILLAR
SLIDING DOOR SWITCHES FROM ACTIVATING EITHER SLIDING DOOR WHEN DEPRESSED.
PCI AUDIO SYSTEM PCI MESSAGE RECEIVED FROM MODULE
REMOTE RADIO CONTROLS REMOTE RADIO SWITCHES PRESENT
VEHICLE THEFT SECURITY SKREEM MESSAGE RECEIVED, VALID KEY
RECEIVED, & DIAGNOSTIC PID RECEIVED.
MEMORY SEAT AND MIRRORS MEMORY SEAT SWITCH PRESENT AND OR PCI
MESSAGE RECEIVED FROM MEMORY MODULE
ABS W/TRACTION CONTROL PCI MESSAGE RECEIVED FROM CAB
SENTRY KEY IMMOBILIZER SYSTEM PCI MESSAGE RECEIVED FROM SKIM OR VTSS
PRESENT
ADJUSTABLE PEDAL MODULE PCI MESSAGE RECEIVED FROM ADJUSTABLE
PEDAL MODULE (APM)
When replacing a BCM there are three modules
available:
²Base
²Midline
²RG - Export
The Midline controller is used on vehicles that
have Power Door Locks. If a vehicle is equipped with
the Vehicle Theft Security System, the Midline con-
troller becomes a Premium when the theft feature is
enabled.
CAUTION: Do not swap Body Control Modules
between vehicles or body controller's off the shelf.
The BCM has internal diagnostic capability that
assists in diagnosing the system error. When an
OPEN or a SHORT circuit exists, the diagnostic tool
can be used to read the BCM faults. The faults are
very descriptive in identifying the appropriate fea-
ture that has faulted.
The only two faults that the BCM logs that con-
clude the replacement of a BCM are faults;
²# 01 - Internal BCM failure (replace BCM)
²# 1F - J1850 Internal Hardware Failure (replace
BCM)
Otherwise the appropriate diagnostic procedures
for each of the features should be taken when the
BCM logs a fault.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the lower instrument panel silencer.(3) Remove the knee blocker and reinforcement
(Refer to 23 - BODY/INSTRUMENT PANEL/KNEE
BLOCKER REINFORCEMENT - REMOVAL).
(4) Disconnect the five wire connectors from the
bottom of the Body Control Module (BCM).
(5) Move bulkhead wiring aside.
(6) Remove the screws holding the BCM to the
bulkhead.
(7) Remove the BCM from the mounting bracket.
INSTALLATION
(1) Install the BCM to the mounting bracket.
(2) Install the screws holding the BCM to the
bulkhead.
(3) Connect the five wire connectors to the bottom
of the Body Control Module (BCM).
(4) Install the knee blocker and reinforcement
(Refer to 23 - BODY/INSTRUMENT PANEL/KNEE
BLOCKER REINFORCEMENT - INSTALLATION).
(5) Install the lower instrument panel silencer.
(6) Connect the battery negative cable.
(7) Verify proper operation of BCM and its func-
tions.
CONTROLLER ANTILOCK
BRAKE
DESCRIPTION
The controller antilock brake (CAB) is a micropro-
cessor-based device which monitors the antilock
brake system (ABS) during normal braking and con-
trols it when the vehicle is in an ABS stop. The CAB
is mounted to the HCU as part of the integrated con-
trol unit (ICU) (Fig. 1). The CAB uses a 24-way elec-
8E - 4 ELECTRONIC CONTROL MODULESRS
BODY CONTROL MODULE (Continued)