2005 CHRYSLER VOYAGER steering rack

(1) Drain cooling system below engine coolant tem-
perature sensor level. (Refer to 7 - COOLING -
STANDARD PROCEDURE)
(2) Remove power steering reservoir and relocate
(Fig. 4). Do not disconnect hoses.
(3) Remove ignition coil and bracket (Fig. 5).
(4) Disconnect coolant sensor electrical connector
(Fig. 6).
(5) Remove coolant sensor (Fig. 6).
Fig. 4 Power Steering Fluid Reservoir
1 - POWER STEERING RESERVOIR
2 - BOLT - RESERVOIR TO MANIFOLD
3 - NUT - RESERVOIR TO COIL BRACKET
Fig. 5 Fuel Rail, Ignition Coil and Bracket
1 - FUEL RAIL
2 - BOLT - FUEL RAIL
3 - NUT - IGNITION COIL
4 - BOLT - IGNITION COIL
5 - IGNITION COIL
6 - BRACKET - IGNITION COIL
7 - STUD - IGNITION COIL
8 - SEPARATOR - SPARK PLUG CABLE
9 - BRACKET - SPARK PLUG CABLE SEPARATOR
10 - BOLT - SEPARATOR BRACKET
11 - BRACKET - SPARK PLUG CABLE SEPARATOR
7 - 22 ENGINERS
ENGINE COOLANT TEMPERATURE SENSOR - 3.3/3.8L (Continued)

INSTALLATION
(1) Install engine coolant temperature sensor (Fig.
6). Tighten sensor to 7 N´m (60 in. lbs.).
(2) Connect electrical connector to sensor (Fig. 6).
(3) Install ignition coil bracket (Fig. 5).
(4) Install ignition coil (Fig. 5).
(5) Install power steering reservoir (Fig. 4).
(6) Fill cooling system. (Refer to 7 - COOLING -
STANDARD PROCEDURE)
ENGINE COOLANT
THERMOSTAT
DESCRIPTION
The engine cooling thermostats are a wax pellet
driven, reverse poppet choke type. The thermostat is
mounted in a housing on the coolant outlet of the
engine (Fig. 8) or (Fig. 10).
OPERATION
The engine cooling thermostat is a wax pellet
driven, reverse poppet choke type. The thermostat is
designed to provide the fastest warm up possible by
preventing leakage through it and to guarantee a
minimum engine operating temperature of 88 to
93ÉC (192 to 199ÉF). The thermostat also will auto-
matically reach wide open so it will not restrict flow
to the radiator as temperature of the coolant rises in
hot weather to around 104ÉC (220ÉF). Above this
temperature the coolant temperature is controlled by
the radiator, fan, and ambient temperature, not the
thermostat.
The thermostat is operated by a wax filled con-
tainer (pellet) which is sealed. When heated coolant
reaches a predetermined temperature, the wax
expands enough to overcome the closing spring and
water pump pressure, which forces the valve to open.
DIAGNOSIS AND TESTING - ENGINE COOLANT
THERMOSTAT
The thermostat is operated by a wax filled cham-
ber (pellet) which is sealed. When heated coolant
reaches a predetermined temperature the wax pellet
expands enough to overcome the closing spring and
water pump pressure, which forces the valve to open.
Coolant leakage into the pellet will cause a thermo-
stat to fail open. Do not attempt to free up a thermo-
stat with a screwdriver.
Thermostat diagnostics is included in powertrain
control module's (PCM) programing for on-board
diagnosis. The malfunction indicator light (MIL) will
illuminate and a diagnostic trouble code (DTC) will
be set when an ªopen too soonº condition occurs. Do
not change a thermostat for lack of heater perfor-
mance or temperature gauge position, unless a DTC
is present. For other probable causes, (Refer to 7 -
COOLING/ENGINE - DIAGNOSIS AND TESTING).
Thermostat failing shut is the normal long term
mode of failure, and normally, only on high mileage
vehicles. The temperature gauge will indicate this
(Refer to 7 - COOLING/ENGINE - DIAGNOSIS AND
TESTING).Fig. 6 Engine Coolant Temperature Sensor
1 - ENGINE COOLANT TEMPERATURE SENSOR
2 - CONNECTOR - ENGINE COOLANT SENSOR
3 - FITTING - HEATER SUPPLY
RSENGINE7-23
ENGINE COOLANT TEMPERATURE SENSOR - 3.3/3.8L (Continued)

TRANSMISSION OIL COOLER
DESCRIPTION
The automatic transmission cooler is located in the
front of the radiator and behind the front fascia and
is conbined with the A/C condensor. The transmission
cooler is a heat exchanger that allows heat in the
transmission flud to be transferred to the air passing
over the cooler fins.
The Transmission oil cooler/A/C condenser assem-
blly is equipped with quick connect fitting for the
transmission oil cooler lines, a tapping block, for the
receiver/drier, and mounting provisions for the power
steering cooler.
The transmission oil cooler/AC condenser is ser-
viced as an assembly. For removal on vehicles
equipped with 2.4L/3.3L/3.8L engines, (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING/A/C
CONDENSER - REMOVAL), vehicles equipped with2.5L/2.8L engines (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING/A/C CONDENSER -
REMOVAL). For installation on vehicles equipped
with 2.4L/3.3L/3.8L engines (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING/A/C CON-
DENSER - INSTALLATION), and vehicles equipped
with 2.5L/2.8L engines (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING/A/C CON-
DENSER - INSTALLATION).
INSPECTION
Inspect all hoses, tubes, clamps and connections for
leaks, cracks, or damage. Replace as necessary. Use
only approved transmission oil cooler hoses that are
molded to fit the space available.
Inspect external coolers for leaks, loose mounts, or
damage. Replace as necessary.
TRANSMISSION OIL COOLER
LINES
REMOVAL
(1) Remove the two large screws that secure the
front fascia and the outboard ends of the radiator
sight shield to the radiator closure panel crossmem-
ber (Fig. 3).
(2) Remove the five small screws that secure the
front fascia grille inserts to the radiator sight shield.
(3) Remove the radiator sight shield from the radi-
ator closure panel crossmember.
Fig. 2 Oil Cooler Line Quick Connect Fitting -
Assembly
1 - QUICK CONNECT FITTING
2 - CLIP
3 - OIL COOLER LINE
4 - DUST CAP
Fig. 3 Radiator Sight Shield - Typical
1 - LARGE SCREWS (2)
2 - SMALL SCREWS (5)
3 - RADIATOR SIGHT SHIELD
4 - GRILLE INSERTS
5 - FRONT FASCIA
RSTRANSMISSION7-39
TRANSMISSION (Continued)

OPERATION
The radio receiver operates on ignition switched
battery current that is available only when the igni-
tion switch is in the On or Accessory/Accessory Delay
positions. The electronic digital clock function of the
radio operates on fused battery current supplied
through the IOD fuse, regardless of the ignition
switch position.
For complete circuit diagrams, refer to the appro-
priate wiring information.
DIAGNOSIS AND TESTING
RADIO
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.
Any diagnosis of the Audio system should
begin with the use of the DRB IIItdiagnostic
tool. For information on the use of the DRB
IIIt, refer to the appropriate Diagnostic Service
Manual.
Refer to the appropriate wiring information.
If the vehicle is equipped with remote radio
switches located on the back of the steering wheel
spokes, and the problem being diagnosed is related to
one of the symptoms listed below, be certain to check
the remote radio switches and circuits as described
in this group, prior to attempting radio diagnosis or
repair.
²Stations changing with no remote radio switch
input
²Radio memory presets not working properly
²Volume changes with no remote radio switch
input
²Remote radio switch buttons taking on other
functions
²CD player skipping tracks
²Remote radio switch inoperative.
CAUTION: The speaker output of the radio is a
ªfloating groundº system. Do not allow any speaker
lead to short to ground, as damage to the radio
may result.
(1) Check the fuse(s) in the junction block and the
Integrated Power Module (IPM). If OK, go to Step 2.
If not OK, repair the shorted circuit or component as
required and replace the faulty fuse(s).(2) Check for battery voltage at the fuse in the
(IPM). If OK, go to Step 3. If not OK, repair the open
circuit to the battery as required.
(3) Turn the ignition switch to the ON position.
Check for battery voltage at the fuse in the junction
block. If OK, go to Step 4. If not OK, repair the open
circuit to the ignition switch as required.
(4) Turn the ignition switch to the OFF position.
Remove the radio, but do not unplug the wire har-
ness connectors. Check for continuity between the
radio chassis and a good ground. There should be
continuity. If OK, go to Step 5. If not OK, repair the
open radio chassis ground circuit as required.
(5) Connect the battery negative cable. Turn the
ignition switch to the ON position. Check for battery
voltage at the fused ignition switch output circuit
cavity of the radio wire harness connector. If OK, go
to Step 6. If not OK, repair the open circuit as
required.
(6) Turn the ignition switch to the OFF position.
Check for battery voltage at the fused B(+) circuit
cavity of the radio wire harness connector. If OK,
replace the faulty radio. If not OK, repair the open
circuit to the Ignition-Off Draw (IOD) fuse as
required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove cup holder.
(3) Remove trim panel above cupholder by pulling
straight out.
(4) Remove center instrument panel trim panel.
(5) Remove screws holding radio to instrument
panel.
(6) Pull radio rearward to gain access to the back
of radio (Fig. 13).
Fig. 13 RADIO
1 - RADIO
2 - CD-PLAYER
8A - 14 AUDIO/VIDEORS
RADIO (Continued)

- DIAGNOSIS AND TESTING). If battery connec-
tions and battery charge is OK proceed to Step 2.
(2) Using a voltmeter, test for battery voltage at
both sides of horn fuse 7. If voltage is OK, on both
sides of fuse, proceed to Fuse OK. If voltage is OK,
on one side of fuse, the fuse is blown, proceed to Step
3.
(3) Using a suitable ammeter in place of the fuse,
test amperage draw of the horn circuit. If amperage
draw is greater than 20 amps without the horn
switch depressed, a grounded circuit exists between
the fuse and the horn relay. Proceed to Step 4. If
amperage draw is greater than 20 amps with the
horn switch depressed, a grounded circuit exists
between the horn relay and the horn. Proceed to step
Step 5.
(4) Remove the horn relay from the IPM. If the
amperage draw drops to 0 amps, the horn switch or
circuit is shorted. If the amperage draw does not
drop to 0 amps, repair short at the IPM.
(5) Disengage a wire connector from one of the
horns. If amperage drops and the connected horn
sounds, replace the faulty horn. If amperage does not
drop with both horns disconnected and the horn
switch depressed, proceed to Step 6.
(6) Using a continuity tester, with the horns dis-
connected test continuity of the X2 cavity of the horn
relay to ground. If continuity is detected, the circuit
is grounded between the Junction Block and the
horns. Locate and repair pinched harness.
FUSE OK
(1) Remove the horn relay from the intelligent
power module.
(2) Using a continuity tester, Depress horn switch
and test continuity from the X3 cavity of the horn
relay to ground.
(a) If continuity is detected, proceed to Step 3.
(b) If NO continuity, proceed to Step 4.
(3) Using a suitable jumper wire, jump across the
fuse F62 cavity and the X2 cavity of the horn relay in
the Junction Block.
(a) If the horn sounds, replace the horn relay.
(b) If the horn does not sound, proceed to Step 4.
(4) Remove airbag trim cover from steering wheel.
Refer to ELECTRICAL, RESTRAINTS.
(5) Test continuity across horn switch connectors
with horn switch depressed.
(a) If continuity is detected, repair open circuit
between the relay and the horn switch.
(b) If NO continuity, replace airbag trim cover.
(6) Install horn relay into intelligent power mod-
ule.
(7) Disengage wire connectors from horns.(8) Using a voltmeter, with the horn switch
depressed test voltage across horn connector termi-
nals of the wire harness (Fig. 1).
(a) If voltage is detected, replace horns.
(b) If NO voltage, proceed to step Step 9.
(9) With the horn switch depressed, test for volt-
age between the X2 circuit and ground.
(a) If voltage OK, repair system ground at right
cowl area.
(b) If NO voltage, repair open X2 circuit between
the relay and the horns.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Hoist and support the front of the vehicle on
safety stands.
(3) From behind the front fascia and forward of
the left front wheel, disconnect the wire connectors
from horn.
(4) Remove the mounting bracket attaching nut
from the bottom of radiator closure panel. Do not
remove the horn from mounting bracket.
(5) Separate the horn(s) from vehicle.
INSTALLATION
(1) Install the horns to the vehicle.
(2) Install the mounting bracket fastener.
(3) Reconnect the wire connectors to the horns.
(4) Lower the vehicle.
(5) Reconnect the battery negative cable.
HORN SWITCH
DESCRIPTION
The horn switch is molded into the airbag trim
cover. The horn switch can not be serviced separately.
For service procedures (Refer to 8 - ELECTRICAL/
RESTRAINTS/AIRBAG COVER - REMOVAL).
Fig. 1 Horn Connector
8H - 4 HORNRS
HORN (Continued)

REMOVAL
REMOVAL - 2.4L
The electronic ignition coil pack attaches directly
to the valve cover.
(1) Diconnect the negative battery cable.
(2) Disconnect electrical connector from coil pack.
(3) Remove coil pack mounting bolts.(4) Remove coil pack and heat shield (Fig. 9).
REMOVAL - 3.3/3.8L
(1) Disconnect the negative battery cable.
(2) Remove the throttle and speed control cables
from clip.
(3) Remove 2 bolts from the Power steering reser-
voir to intake manifold.
(4) Loosen the lower nut for the power steering
reservoir from stud on ignition coil bracket.
(5) Reposition the Power steering reservoir (Fig.
11).
(6) Remove the ignition cables from the ignition
coil.
(7) Disconnect the electrical connector from the
ignition coil.
(8) Remove 2 nuts from the ignition coil studs.
INSTALLATION
INSTALLATION - 2.4L
(1) Install ignition coil and heat shield to valve
cover and tighten bolts.
(2) Connect the electrical connector to the ignition
coil.
(3) Transfer spark plug cables to new coil pack.
The coil pack towers are numbered with the cylinder
identification. Be sure the ignition cables are fully
seated onto the towers.
(4) Connect the negative battery cable.
Fig. 9 IGNITION COIL - 2.4L
Fig. 10 IGNITION COIL - 3.3/3.8L
1 -Ignition Coil
Fig. 11 IGNITION COIL BRACKET 3.3/3.8L
RSIGNITION CONTROL8I-7
IGNITION COIL (Continued)

INSTALLATION - 3.3/3.8L
(1) Install coil over studs on bracket.
(2) Install 2 nuts to the ignition coil studs. Tighten
nuts and bolts.
(3) Connect the electrical connector to the ignition
coil.
(4) Install the ignition cables to the ignition coil.
(5) Reposition the Power steering reservoir. Slide
bracket over the mounting stud (Fig. 11).
(6) Install 2 bolts to the Power steering reservoir
to intake manifold.
(7) Tighten the lower nut to stud on ignition coil
bracket.
(8) Install the throttle and speed control cables to
clip.
(9) Connect the negative battery cable.
KNOCK SENSOR
DESCRIPTION
The knock sensor threads into the cylinder block.
The knock sensor is designed to detect engine vibra-
tion that is caused by detonation.
OPERATION
When the knock sensor detects a knock in one of
the cylinders, it sends an input signal to the PCM. In
response, the PCM retards ignition timing for all cyl-
inders by a scheduled amount.
Knock sensors contain a piezoelectric material
which constantly vibrates and sends an input voltage
(signal) to the PCM while the engine operates. As the
intensity of the crystal's vibration increases, the
knock sensor output voltage also increases.
The voltage signal produced by the knock sensor
increases with the amplitude of vibration. The PCM
receives as an input the knock sensor voltage signal.
If the signal rises above a predetermined level, the
PCM will store that value in memory and retard
ignition timing to reduce engine knock. If the knock
sensor voltage exceeds a preset value, the PCM
retards ignition timing for all cylinders. It is not a
selective cylinder retard.
The PCM ignores knock sensor input during engine
idle conditions. Once the engine speed exceeds a
specified value, knock retard is allowed.
Knock retard uses its own short term and long
term memory program.
Long term memory stores previous detonation
information in its battery-backed RAM. The maxi-
mum authority that long term memory has over tim-
ing retard can be calibrated.
Short term memory is allowed to retard timing up
to a preset amount under all operating conditions (as
long as rpm is above the minimum rpm) except WOT.The PCM, using short term memory, can respond
quickly to retard timing when engine knock is
detected. Short term memory is lost any time the
ignition key is turned off.
NOTE: Over or under tightening affects knock sen-
sor performance, possibly causing improper spark
control.
REMOVAL
REMOVAL - 2.4L
The knock sensor threads into the side of the cyl-
inder block in front of the starter (Fig. 12).
(1) Disconnect electrical connector from knock sen-
sor.
(2) Use a crow foot socket to remove the knock
sensors.
REMOVAL - 3.8L
The knock sensor threads into the side of the cyl-
inder block in the rear.
(1) Disconnect the negative battery cable.
(2) Raise vehicle and support.
(3) On All Wheel Drive vehicles remove the PTU
(Power Transfer Unit), refer to the Transmission sec-
tion for more information.
(4) Disconnect electrical connector from knock sen-
sor.
(5) Use a crow foot socket to remove the knock
sensor.
INSTALLATION
INSTALLATION - 2.4L
The knock sensor threads into the side of the cyl-
inder block in front of the starter (Fig. 12).
(1) Install knock sensor. Tighten knock sensor to
10 N´m (7 ft. lbs.) torque.Over or under tighten-
ing effects knock sensor performance, possibly
causing improper spark control.
(2) Attach electrical connector to knock sensor.
INSTALLATION - 3.8L
The knock sensor threads into the side of the cyl-
inder block in the rear.
(1) Install knock sensor. Tighten knock sensor to
10 N´m (7 ft. lbs.) torque.Over or under tighten-
ing effects knock sensor performance, possibly
causing improper spark control.
(2) Attach electrical connector to knock sensor.
(3) On All Wheel Drive vehicles install the PTU
(Power Transfer Unit) for the rear wheels, refer to
the Transmission section for more information.
8I - 8 IGNITION CONTROLRS
IGNITION COIL (Continued)

(3) Gently push the plunger on the brake lamp
switch in until it stops.
(4) With the switch in this depressed position
(plunger pushed in), use an ohmmeter to test each of
the three internal switches as shown (Fig. 2). You
should achieve the results as listed in the figure.
If you do not achieve the results as listed in both
figures, the switch is faulty and must be replaced.
Refer to Removal And Installation in this section.
If the switch is found to be operating properly, it
may be misadjusted. Do not reinstall the switch,
replace it. (Refer to 8 - ELECTRICAL/LAMPS/
LIGHTING - EXTERIOR/BRAKE LAMP SWITCH -
INSTALLATION)
CAUTION: The switch can only be adjusted once.
That is during initial installation of the switch. If the
switch is not adjusted properly or has beenremoved for any reason, a new switch must be
installed and adjusted.
REMOVAL
(1) Disconnect and isolate the battery negative
cable from its post on the battery.
(2) Remove silencer panel below steering column
and knee blocker.
(3) Remove the brake lamp switch by rotating the
switch in a counterclockwise direction approximately
30 degrees and pulling it out of the bracket (Fig. 3).
(4) Release the locking tab and disconnect the wir-
ing connector from the switch.
(5) Discard the brake lamp switch. It must not be
reused.
INSTALLATION
CAUTION: Do not reuse the original brake lamp
switch. The switch can only be adjusted once. That
is during initial installation of the switch. If the
switch is not adjusted properly or has been
removed for some service, a new switch must be
installed and adjusted.
(1) Mount and adjust the NEW brake lamp switch
using the following procedure:
(a) Connect the wiring connector to the switch
and latch the locking tab.
Fig. 1 SWITCH TEST - RELEASED POSITION
Fig. 2 SWITCH TEST - DEPRESSED POSITION
Fig. 3 Brake Lamp Switch And Pedal With Bracket
1 - BRAKE LAMP SWITCH
2 - WIRING CONNECTOR
3 - PEDAL AND BRACKET
RSLAMPS/LIGHTING - EXTERIOR8L-5
BRAKE LAMP SWITCH (Continued)