2005 CHRYSLER VOYAGER width

²All monitored components (refer to the Emission
section for On-Board Diagnostics).
The PCM compares the upstream and downstream
heated oxygen sensor inputs to measure catalytic
convertor efficiency. If the catalyst efficiency drops
below the minimum acceptable percentage, the PCM
stores a diagnostic trouble code in memory, after 2
trips.
During certain idle conditions, the PCM may enter
a variable idle speed strategy. During variable idle
speed strategy the PCM adjusts engine speed based
on the following inputs.
²A/C status
²Battery voltage
²Battery temperature or Calculated Battery Tem-
perature
²Engine coolant temperature
²Engine run time
²Inlet/Intake air temperature
²Vehicle mileage
ACCELERATION MODE
This is a CLOSED LOOP mode. The PCM recog-
nizes an abrupt increase in Throttle Position sensor
output voltage or MAP sensor output voltage as a
demand for increased engine output and vehicle
acceleration. The PCM increases injector pulse width
in response to increased fuel demand.
²Wide Open Throttle-open loop
DECELERATION MODE
This is a CLOSED LOOP mode. During decelera-
tion the following inputs are received by the PCM:
²A/C status
²Battery voltage
²Inlet/Intake air temperature
²Engine coolant temperature
²Crankshaft position (engine speed)
²Exhaust gas oxygen content (upstream heated
oxygen sensor)
²Knock sensor
²Manifold absolute pressure
²Throttle position sensor
²IAC motor (solenoid) control changes in response
to MAP sensor feedback
The PCM may receive a closed throttle input from
the Throttle Position Sensor (TPS) when it senses an
abrupt decrease in manifold pressure. This indicates
a hard deceleration (Open Loop). In response, the
PCM may momentarily turn off the injectors. This
helps improve fuel economy, emissions and engine
braking.
WIDE-OPEN-THROTTLE MODE
This is an OPEN LOOP mode. During wide-open-
throttle operation, the following inputs are used by
the PCM:
²Inlet/Intake air temperature
²Engine coolant temperature
²Engine speed
²Knock sensor
²Manifold absolute pressure
²Throttle position
When the PCM senses a wide-open-throttle condi-
tion through the Throttle Position Sensor (TPS) it de-
energizes the A/C compressor clutch relay. This
disables the air conditioning system and disables
EGR (if equipped).
The PCM adjusts injector pulse width to supply a
predetermined amount of additional fuel, based on
MAP and RPM.
IGNITION SWITCH OFF MODE
When the operator turns the ignition switch to the
OFF position, the following occurs:
²All outputs are turned off, unless 02 Heater
Monitor test is being run. Refer to the Emission sec-
tion for On-Board Diagnostics.
²No inputs are monitored except for the heated
oxygen sensors. The PCM monitors the heating ele-
ments in the oxygen sensors and then shuts down.
FUEL CORRECTION or ADAPTIVE MEMORIES
DESCRIPTION
In Open Loop, the PCM changes pulse width with-
out feedback from the O2 Sensors. Once the engine
warms up to approximately 30 to 35É F, the PCM
goes into closed loopShort Term Correctionand
utilizes feedback from the O2 Sensors. Closed loop
Long Term Adaptive Memoryis maintained above
170É to 190É F unless the PCM senses wide open
throttle. At that time the PCM returns to Open Loop
operation.
OPERATION
Short Term
The first fuel correction program that begins func-
tioning is the short term fuel correction. This system
corrects fuel delivery in direct proportion to the read-
ings from the Upstream O2 Sensor.
The PCM monitors the air/fuel ratio by using the
input voltage from the O2 Sensor. When the voltage
reaches its preset high or low limit, the PCM begins
to add or remove fuel until the sensor reaches its
switch point. The short term corrections then begin.
The PCM makes a series of quick changes in the
injector pulse-width until the O2 Sensor reaches its
14 - 24 FUEL INJECTIONRS
FUEL INJECTION (Continued)

opposite preset limit or switch point. The process
then repeats itself in the opposite direction.
Short term fuel correction will keep increasing or
decreasing injector pulse-width based upon the
upstream O2 Sensor input. The maximum range of
authority for short term memory is 25% (+/-) of base
pulse-width. Short term is violated and is lost when
ignition is turned OFF.
Long Term
The second fuel correction program is the long
term adaptive memory. In order to maintain correct
emission throughout all operating ranges of the
engine, a cell structure based on engine rpm and load
(MAP) is used.
Ther number of cells varies upon the driving con-
ditions. Two cells are used only during idle, based
upon TPS and Park/Neutral switch inputs. There
may be two other cells used for deceleration, based
on TPS, engine rpm, and vehicle speed. The other
twelve cells represent a manifold pressure and an
rpm range. Six of the cells are high rpm and the
other six are low rpm. Each of these cells has a spe-
cific MAP voltage range Typical Adaptive Memory
Fuel Cells.As the engine enters one of these cells the PCM
looks at the amount of short term correction being
used. Because the goal is to keep short term at 0 (O2
Sensor switching at 0.5 volt), long term will update
in the same direction as short term correction was
moving to bring the short term back to 0. Once short
term is back at 0, this long term correction factor is
stored in memory.
The values stored in long term adaptive memory
are used for all operating conditions, including open
loop and cold starting. However, the updating of the
long term memory occurs after the engine has
exceeded approximately 170É-190É F, with fuel control
in closed loop and two minutes of engine run time.
This is done to prevent any transitional temperature
or start-up compensations from corrupting long term
fuel correction.
Long term adaptive memory can change the pulse-
width by as much as 25%, which means it can correct
for all of short term. It is possible to have a problem
that would drive long term to 25% and short term to
another 25% for a total change of 50% away from
base pulse-width calculation.
TYPICAL ADAPTIVE MEMORY FUEL CELLS
Open
ThrottleOpen
ThrottleOpen
ThrottleOpen
ThrottleOpen
ThrottleOpen
Throttle Idle Decel
Vacuum 20 17 13 9 5 0
Above 1,984
rpm1 3 5 7 9 11 13 Drive 15
Below 1,984
rpm02 4 6 8 1012
Neutral14
MAP volt =0 1.4 2.0 2.6 3.3 3.9
Fuel Correction Diagnostics
There are two fuel correction diagnostic routines:
²Fuel System Rich
²Fuel System Lean
A DTC is set and the MIL is illuminated if the
PCM detects either of these conditions. This is deter-
mined based on total fuel correction, short term
times long term.
PROGRAMMABLE COMMUNICATIONS
INTERFACE (PCI) BUS
DESCRIPTION
The Programmable Communication Interface Mul-
tiplex system (PCI Bus) consist of a single wire. The
Body Control Module (BCM) acts as a splice to con-nect each module and the Data Link Connector
(DLC) together. Each module is wired in parallel to
the data bus through its PCI chip set and uses its
ground as the bus reference. The wiring is a mini-
mum 20 gage wire.
OPERATION
Various modules exchange information through a
communications port called the PCI Bus. The Power-
train Control Module (PCM) transmits the Malfunc-
tion Indicator Lamp (Check Engine) On/Off signal
and engine RPM on the PCI Bus. The PCM receives
the Air Conditioning select input, transaxle gear
position inputs over the PCI Bus. The PCM also
receives the air conditioning evaporator temperature
signal from the PCI Bus.
RSFUEL INJECTION14-25
FUEL INJECTION (Continued)

OPERATION
The fuel injectors are 12 volt electrical solenoids
(Fig. 11). The injector contains a pintle that closes off
an orifice at the nozzle end. When electric current is
supplied to the injector, the armature and needle
move a short distance against a spring, allowing fuel
to flow out the orifice. Because the fuel is under high
pressure, a fine spray is developed in the shape of a
hollow cone or two streams. The spraying action
atomizes the fuel, adding it to the air entering the
combustion chamber. Fuel injectors are not inter-
changeable between engines.
The PCM provides battery voltage to each injector
through the ASD relay. Injector operation is con-
trolled by a ground path provided for each injector by
the PCM. Injector on-time (pulse-width) is variable,
and is determined by the PCM processing all the
data previously discussed to obtain the optimum
injector pulse width for each operating condition. The
pulse width is controlled by the duration of the
ground path provided.
REMOVAL
REMOVAL - 2.4L
The fuel rail must be removed first (Fig. 12). Refer
to Fuel Rail Removal in this section.
(1) Disconnect injector wiring connector from injec-
tor.
(2) Position fuel rail assembly so that the fuel
injectors are easily accessible (Fig. 13).
(3) Rotate injector and pull injector out of fuel rail.
The clip will stay on the injector.
(4) Check injector O-ring for damage. If O-ring is
damaged, it must be replaced. If injector is reused, a
protective cap must be installed on the injector tip toprevent damage. Replace the injector clip if it is dam-
aged.
(5) Repeat for remaining injectors.
REMOVAL - 3.3/3.8L
(1) Disconnect the negative battery cable.
(2) Remove the Intake Manifold, (Refer to 9 -
ENGINE/MANIFOLDS/INTAKE MANIFOLD -
REMOVAL)
(3) Disconnect injector wiring connector from injec-
tor.
(4) Position fuel rail assembly so that the fuel
injectors are easily accessible (Fig. 13).
Fig. 11 FUEL INJECTOR - TYPICAL
1 - FUEL INJECTOR
2 - NOZZLE
3 - TOP (FUEL ENTRY)
Fig. 12 FUEL RAIL AND INJECTORS 2.4L
1 - Fuel Injectors
2 - Fuel Rail
Fig. 13 FUEL INJECTOR AND RAIL TYPICAL
1 - FUEL RAIL ASSEMBLY
2 - FUEL INJECTOR
3 - FUEL RAIL RECEIVER
RSFUEL INJECTION14-31
FUEL INJECTOR (Continued)

(2) Install mounting screw. Tighten screw to 7 N´m
(62 in. lbs.) torque.
(3) Connect electrical connector to idle air control
motor.
(4) Connect negative cable to battery.
INLET AIR TEMPERATURE
SENSOR
DESCRIPTION
The IAT Sensor is a Negative Temperature Coeffi-
cient (NTC) Sensor that provides information to the
PCM regarding the temperature of the air entering
the intake manifold (Fig. 19).
MAP SENSOR
DESCRIPTION
The MAP sensor (Fig. 20) or (Fig. 21) mounts to
the intake manifold. The sensor is connects electri-
cally to the PCM.
OPERATION
The MAP serves as a PCM input, using a silicon
based sensing unit, to provide data on the manifold
vacuum that draws the air/fuel mixture into the com-
bustion chamber. The PCM requires this information
to determine injector pulse width and spark advance.
When MAP equals Barometric pressure, the pulse
width will be at maximum.
Fig. 17 IDLE AIR CONTROL VALVE LOCATION
Fig. 18 O-RINGS
1 - O-rings
Fig. 19 3.3/3.8L IAT SENSOR
Fig. 20 MAP SENSOR - 2.4L
14 - 34 FUEL INJECTIONRS
IDLE AIR CONTROL MOTOR (Continued)

Also like the cam and crank sensors, a 5 volt ref-
erence is supplied from the PCM and returns a volt-
age signal to the PCM that reflects manifold
pressure. The zero pressure reading is 0.5V and full
scale is 4.5V. For a pressure swing of0Ð15psithe
voltage changes 4.0V. The sensor is supplied a regu-
lated 4.8 to 5.1 volts to operate the sensor. Like the
cam and crank sensors ground is provided through
the sensor return circuit.
The MAP sensor input is the number one contrib-
utor to pulse width. The most important function of
the MAP sensor is to determine barometric pressure.
The PCM needs to know if the vehicle is at sea level
or is it in Denver at 5000 feet above sea level,
because the air density changes with altitude. It will
also help to correct for varying weather conditions. If
a hurricane was coming through the pressure would
be very, very low or there could be a real fair
weather, high pressure area. This is important
because as air pressure changes the barometric pres-
sure changes. Barometric pressure and altitude have
a direct inverse correlation, as altitude goes up baro-
metric goes down. The first thing that happens as
the key is rolled on, before reaching the crank posi-
tion, the PCM powers up, comes around and looks at
the MAP voltage, and based upon the voltage it sees,
it knows the current barometric pressure relative to
altitude. Once the engine starts, the PCM looks at
the voltage again, continuously every 12 milliseconds,
and compares the current voltage to what it was at
key on. The difference between current and what it
was at key on is manifold vacuum.
During key On (engine not running) the sensor
reads (updates) barometric pressure. A normal range
can be obtained by monitoring known good sensor in
you work area.As the altitude increases the air becomes thinner
(less oxygen). If a vehicle is started and driven to a
very different altitude than where it was at key On
the barometric pressure needs to be updated. Any
time the PCM sees Wide Open throttle, based upon
TPS angle and RPM it will update barometric pres-
sure in the MAP memory cell. With periodic updates,
the PCM can make its calculations more effectively.
The PCM uses the MAP sensor to aid in calculat-
ing the following:
²Barometric pressure
²Engine load
²Manifold pressure
²Injector pulse-width
²Spark-advance programs
²Shift-point strategies (F4AC1 transmissions
only, via the PCI bus)
²Idle speed
²Decel fuel shutoff
The PCM recognizes a decrease in manifold pres-
sure by monitoring a decrease in voltage from the
reading stored in the barometric pressure memory
cell. The MAP sensor is a linear sensor; as pressure
changes, voltage changes proportionately. The range
of voltage output from the sensor is usually between
4.6 volts at sea level to as low as 0.3 volts at 26 in. of
Hg. Barometric pressure is the pressure exerted by
the atmosphere upon an object. At sea level on a
standard day, no storm, barometric pressure is 29.92
in Hg. For every 100 feet of altitude barometric pres-
sure drops .10 in. Hg. If a storm goes through it can
either add, high pressure, or decrease, low pressure,
from what should be present for that altitude. You
should make a habit of knowing what the average
pressure and corresponding barometric pressure is
for your area.
REMOVAL
REMOVAL - 2.4L
(1) Disconnect the negative battery cable.
(2) Disconnect electrical connector and vacuum
hose from MAP sensor (Fig. 20).
(3) Remove two screws holding sensor to the
intake manifold.
REMOVAL - 3.3/3.8L
(1) Disconnect the negative battery cable.
(2) Remove vacuum hose and mounting screws
from manifold absolute pressure (MAP) sensor (Fig.
21).
(3) Disconnect electrical connector from sensor.
Remove sensor.
Fig. 21 MAP SENSOR - 3.3/3.8L
RSFUEL INJECTION14-35
MAP SENSOR (Continued)

INSTALLATION
INSTALLATION - 2.4L
(1) Install sensor.
(2) Install two screws and tighten.
(3) Connect the electrical connector and vacuum
hose to the MAP sensor (Fig. 20).
(4) Connect the negative battery cable.
INSTALLATION - 3.3/3.8L
(1) Install sensor (Fig. 21).
(2) Install screws and tighten toPLASTIC MAN-
IFOLD 1.7 N´m (15 in. lbs.) ALUMINUM MANI-
FOLD 3.3 N´m (30 in. lbs.).
(3) Connect the electrical connector to the sensor.
Install vacuum hose.
(4) Connect the negative battery cable.
O2 SENSOR
DESCRIPTION
The upstream oxygen sensor threads into the out-
let flange of the exhaust manifold (Fig. 22) or (Fig.
23).
The downstream heated oxygen sensor threads into
the outlet pipe at the rear of the catalytic convertor
(Fig. 24).
OPERATION
A seperate upstream and downstream grounds are
used on the NGC vehicles (4 Cyl.).
As vehicles accumulate mileage, the catalytic con-
vertor deteriorates. The deterioration results in a
less efficient catalyst. To monitor catalytic convertordeterioration, the fuel injection system uses two
heated oxygen sensors. One sensor upstream of the
catalytic convertor, one downstream of the convertor.
The PCM compares the reading from the sensors to
calculate the catalytic convertor oxygen storage
capacity and converter efficiency. Also, the PCM uses
the upstream heated oxygen sensor input when
adjusting injector pulse width.
When the catalytic converter efficiency drops below
emission standards, the PCM stores a diagnostic
trouble code and illuminates the malfunction indica-
tor lamp (MIL).
The O2 sensors produce a constant 2.5 volts on
NGC vehicles, depending upon the oxygen content of
the exhaust gas. When a large amount of oxygen is
Fig. 22 O2 SENSOR UPSTREAM 1/1 - 2.4L
Fig. 23 O2 SENSOR UPSTREAM 1/1 - 3.3/3.8L
Fig. 24 O2 SENSOR DOWNSTREAM 1/2 - 2.4/3.3/
3.8L
14 - 36 FUEL INJECTIONRS
MAP SENSOR (Continued)

present (caused by a lean air/fuel mixture, can be
caused by misfire and exhaust leaks), the sensors
produces a low voltage. When there is a lesser
amount of oxygen present (caused by a rich air/fuel
mixture, can be caused by internal engine problems)
it produces a higher voltage. By monitoring the oxy-
gen content and converting it to electrical voltage,
the sensors act as a rich-lean switch.
The oxygen sensors are equipped with a heating
element that keeps the sensors at proper operating
temperature during all operating modes. Maintaining
correct sensor temperature at all times allows the
system to enter into closed loop operation sooner.
Also, it allows the system to remain in closed loop
operation during periods of extended idle.
In Closed Loop operation the PCM monitors the O2
sensors input (along with other inputs) and adjusts
the injector pulse width accordingly. During Open
Loop operation the PCM ignores the O2 sensor input.
The PCM adjusts injector pulse width based on pre-
programmed (fixed) values and inputs from other
sensors.
NGC Controller - Has a common ground for the
heater in the O2S. 12 volts is supplied to the heater
in the O2S by the NGC controller. Both the upstream
and downstream O2 sensors for NGC are pulse width
modulation (PWM).NOTE: When replacing an O2
Sensor, the PCM RAM memory must be cleared,
either by disconnecting the PCM C-1 connector or
momentarily disconnecting the Battery negative ter-
minal. The NGC learns the characteristics of each O2
heater element and these old values should be
cleared when installing a new O2 sensor. The cus-
tomer may experience driveability issues if this is not
performed.
UPSTREAM OXYGEN SENSOR
The input from the upstream heated oxygen sensor
tells the PCM the oxygen content of the exhaust gas.
Based on this input, the PCM fine tunes the air-fuel
ratio by adjusting injector pulse width.
The sensor input switches from 2.5 to 3.5 volt,
depending upon the oxygen content of the exhaust
gas in the exhaust manifold. When a large amount ofoxygen is present (caused by a lean air-fuel mixture),
the sensor produces voltage as low as 2.5 volt. When
there is a lesser amount of oxygen present (rich air-
fuel mixture) the sensor produces a voltage as high
as 3.5 volt. By monitoring the oxygen content and
converting it to electrical voltage, the sensor acts as
a rich-lean switch.
The heating element in the sensor provides heat to
the sensor ceramic element. Heating the sensor
allows the system to enter into closed loop operation
sooner. Also, it allows the system to remain in closed
loop operation during periods of extended idle.
In Closed Loop, the PCM adjusts injector pulse
width based on the upstream heated oxygen sensor
input along with other inputs. In Open Loop, the
PCM adjusts injector pulse width based on prepro-
grammed (fixed) values and inputs from other sen-
sors.
DOWNSTREAM OXYGEN SENSOR
The downstream heated oxygen sensor input is
used to detect catalytic convertor deterioration. As
the convertor deteriorates, the input from the down-
stream sensor begins to match the upstream sensor
input except for a slight time delay. By comparing
the downstream heated oxygen sensor input to the
input from the upstream sensor, the PCM calculates
catalytic convertor efficiency. Also used to establish
the upstream O2 goal voltage (switching point).
REMOVAL
REMOVAL - UPSTREAM 1/1 - 2.4L
(1) Disconnect the negative battery cable.
(2) Raise and support the vehicle.
(3) Disconnect the electrical connector (Fig. 23).
(4) Use a socket such as the Snap-OntYA8875 or
equivalent to remove the sensor
(5) When the sensor is removed, the threads must
be cleaned with an 18 mm X 1.5 + 6E tap. If using
the original sensor, coat the threads with Loctite
771±64 anti-seize compound or equivalent.
RSFUEL INJECTION14-37
O2 SENSOR (Continued)

OPERATION
The signal represents throttle blade position. As
the position of the throttle blade changes, the resis-
tance of the TPS changes.
The PCM supplies approximately 5 volts to the
TPS. The TPS output voltage (input signal to the
powertrain control module) represents throttle blade
position. The TPS output voltage to the PCM varies
from approximately 0.6 volt at minimum throttle
opening (idle) to a maximum of 4.5 volts at wide open
throttle.Along with inputs from other sensors, the PCM
uses the TPS input to determine current engine oper-
ating conditions. The PCM also adjusts fuel injector
pulse width and ignition timing based on these
inputs.
REMOVAL - 3.3/3.8L
(1) Disconnect the negative battery cable.
(2) Remove the electrical connector from the Inlet
Air Temperature sensor.
(3) Remove the air cleaner box lid. Remove hose
from throttle body.
(4) Disconnect the electrical connector at TPS.
(5) Disconnect the electrical connector at IAC.
(6) Remove the throttle and speed control cables
from throttle body.
(7) Remove 3 mounting bolts from throttle body.
(8) Remove throttle body.
(9) Disconnect the purge vacuum line from the
throttle body.
(10) Remove TPS from throttle body.
INSTALLATION - 3.3/3.8L
(1) Install TPS to throttle body.
(2) Disconnect the purge vacuum line from the
throttle body.
(3) Install throttle body.
(4) Install 3 mounting bolts from throttle body.
Tighten bolts.
(5) Install the throttle and speed control cables to
throttle body.
(6) Connect the electrical connector at TPS.
(7) Connect the electrical connector at IAC.
(8) Install the air cleaner box lid. Install hose to
throttle body.
(9) Install the electrical connector to the Inlet Air
Temperature sensor.
(10) Connect the negative battery cable.
Fig. 31 Throttle Position SensorÐ3.3/3.8L Engine
1 - Idle Air Control Valve
2 - Throttle Position Sensor
RSFUEL INJECTION14-41
THROTTLE POSITION SENSOR (Continued)