2005 CHRYSLER VOYAGER engine oil

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)

RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the PDC fuse as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
to the starter solenoid field coils. There should be
continuity between the cavity for relay terminal 87
and the starter solenoid terminal at all times. If OK,
go to Step 4. If not OK, repair the open circuit to the
starter solenoid as required.
(4) The coil battery terminal (85) is connected to
the electromagnet in the relay. It is energized when
the ignition switch is held in the Start position and
the clutch pedal is depressed (manual trans). Check
for battery voltage at the cavity for relay terminal 86
with the ignition switch in the Start position and the
clutch pedal is depressed (manual trans), and no
voltage when the ignition switch is released to the
On position. If OK, go to Step 5. If not OK, check for
an open or short circuit to the ignition switch and
repair, if required. If the circuit to the ignition switch
is OK, see the Ignition Switch Test procedure in this
group.
(5) The coil ground terminal (86) is connected to
the electromagnet in the relay. It is grounded by the
PCM if the conditions are right to start the car. For
automatic trans. cars the PCM must see Park Neu-
tral switch low and near zero engine speed (rpm).
For manual trans. cars the PCM only needs to see
near zero engine speed (rpm) and low clutch inter-
lock input and see near zero engine speed (rpm). To
diagnose the Park Neutral switch of the trans range
sensor refer to the transaxle section. Check for conti-
nuity to ground while the ignition switch is in the
start position and if equipped the clutch pedal
depressed. If not OK and the vehicle has an auto-
matic trans. verify Park Neutral switch operation. If
that checks OK check for continuity between PCM
and the terminal 86. Repair open circuit as required.
Also check the clutch interlock switch operation if
equipped with a manual transmission. If OK, the
PCM may be defective.
SAFETY SWITCHES
For diagnostics of the Transmission Range Sensor,
refer to the Transaxle section for more information.
If equipped with Clutch Interlock/Upstop Switch,
refer to Diagnosis and Testing in the Clutch section.
IGNITION SWITCH
After testing starter solenoid and relay, test igni-
tion switch and wiring. Refer to the Ignition Section
or Wiring Diagrams for more information. Check all
wiring for opens or shorts, and all connectors for
being loose or corroded.
BATTERY
For battery diagnosis and testing, refer to the Bat-
tery section for procedures.
ALL RELATED WIRING AND CONNECTORS
Refer to Wiring Diagrams for more information.
DIAGNOSIS AND TESTING - FEED CIRCUIT
RESISTANCE TEST
Before proceeding with this operation, review Diag-
nostic Preparation and Starter Feed Circuit Tests.
The following operation will require a voltmeter,
accurate to 1/10 of a volt.
CAUTION: Ignition and Fuel systems must be dis-
abled to prevent engine start while performing the
following tests.
(1) To disable the Ignition and Fuel systems, dis-
connect the Automatic Shutdown Relay (ASD). The
ASD relay is located in the Power Distribution Cen-
ter (PDC). Refer to the PDC cover for proper relay
location.
(2) Gain access to battery terminals.
(3) With all wiring harnesses and components
properly connected, perform the following:
(a) Connect the negative lead of the voltmeter to
the battery negative post, and positive lead to the
battery negative cable clamp. Rotate and hold the
ignition switch in the START position. Observe the
voltmeter. If voltage is detected, correct poor con-
tact between cable clamp and post.
(b) Connect positive lead of the voltmeter to the
battery positive post, and negative lead to the bat-
tery positive cable clamp. Rotate and hold the igni-
tion switch key in the START position. Observe the
voltmeter. If voltage is detected, correct poor con-
tact between the cable clamp and post.
(c) Connect negative lead of voltmeter to battery
negative terminal, and positive lead to engine
block near the battery cable attaching point.
Rotate and hold the ignition switch in the START
position. If voltage reads above 0.2 volt, correct
poor contact at ground cable attaching point. If
voltage reading is still above 0.2 volt after correct-
ing poor contacts, replace ground cable.
(4) Connect positive voltmeter lead to the starter
motor housing and the negative lead to the battery
negative terminal. Hold the ignition switch key in
RSSTARTING8F-35
STARTING (Continued)

STARTER
MANUFACTURER NIPPONDENSO
Engine Application 2.4L /3.3/3.8L
Power rating 1.2 Kw
Voltage 12 VOLTS
No. of Fields 4
No. of Poles 4
Brushes 4
Drive Conventional Gear Train
Free running Test
Voltage 11
Amperage Draw 73 Amp
Minimum Speed 3401 RPM
SolenoidClosing Voltage 7.5 Volts
Cranking Amperage Draw
test150 - 200 Amps.
Engine should be up to operating temperature.
Extremely heavy oil or tight engine will increase
starter amperage draw.
STARTER MOTOR
REMOVAL
REMOVAL - 2.4L
(1) Release hood latch and open hood (Fig. 2).(2) Disconnect and isolate the battery negative
cable.
(3) Disconnect solenoid wire connector from termi-
nal (Fig. 3).
(4) Remove nut holding B+ wire to terminal.
(5) Disconnect solenoid and B+ wires from starter
terminals.
(6) Remove the lower bolt.
(7) Remove the upper bolt and ground wire (Fig.
4).
Fig. 2 STARTER 2.4L
Fig. 3 BATTERY CABLE AND FIELD WIRE 2.4L
Fig. 4 Upper Bolt and Ground Wire
RSSTARTING8F-37
STARTING (Continued)

(5) If broken defogger grid lines are suspected, use
a 12-volt DC voltmeter and contact terminal B with
the negative lead and each rear glass heating grid
line at it's mid-point with the positive lead. The volt-
meter should read approximately 6 volts at each grid
line mid-point C. If the voltmeter does not read
approximately 6 volts, repair the open grid line(s)
(Refer to 8 - ELECTRICAL/HEATED GLASS/REAR
WINDOW DEFOGGER GRID - STANDARD PROCE-
DURE).
REAR WINDOW DEFOGGER
RELAY
DESCRIPTION
The rear window defogger (EBL) relay (Fig. 3) is a
International Standards Organization (ISO)-type
relay. Relays conforming to the ISO specifications
have common physical dimensions, current capaci-
ties, terminal patterns, and terminal functions. The
rear window defogger relay is a electromechanical
device that switches battery current through a fuse
in the integrated power module (IPM) to the rear
window defogger grid and switches battery current
through a positive thermal coefficient (PTC) in the
IPM to the outside mirror heating grids. The relay isenergized when the relay coil is provided a ground
path by the rear window defogger relay control in the
front control module (FCM).
The rear window defogger (EBL) relay is located in
the IPM in the engine compartment. See the fuse
and relay layout map on the inner surface of the
cover of the IPM for rear window defogger relay iden-
tification and location.
The rear window defogger (EBL) relay cannot be
adjusted or repaired and, if damaged or faulty, it
must be replaced.
OPERATION
The ISO-standard rear window defogger (EBL)
relay consists of an electromagnetic coil, a resistor or
diode, and three (two fixed and one movable) electri-
cal contacts. The movable (common feed) relay con-
tact is held against one of the fixed contacts
(normally closed) by spring pressure. When the elec-
tromagnetic coil is energized, it draws the movable
contact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact.
When the electromagnetic coil is de-energized,
spring pressure returns the movable contact to the
normally closed position. The resistor is connected in
parallel with the electromagnetic coil in the relay,
and helps to dissipate voltage spikes that are pro-
duced when the coil is de-energized.
Refer to the appropriate wiring information for
diagnosis and testing of the EBL relay and for com-
plete EBL system wiring diagrams.
Fig. 2 Grid Line Test
1 - VOLTMETER
2 - VOLTAGE FEED (A)
3 - FEED WIRE
4 - MID-POINT (C)
5 - HEATED WINDOW GRID
6 - GROUND WIRE
7 - GROUND (B)Fig. 3 Rear Window Defogger (EBL) Relay
RSHEATED GLASS8G-3
HEATED GLASS (Continued)

IGNITION CONTROL
TABLE OF CONTENTS
page page
IGNITION CONTROL
DESCRIPTION - IGNITION SYSTEM..........1
OPERATION - IGNITION SYSTEM...........1
SPECIFICATIONS
TORQUE.............................2
SPARK PLUG CABLE RESISTANCE........2
SPARK PLUG.........................2
FIRING ORDER........................3
AUTO SHUT DOWN RELAY
DESCRIPTION..........................3
OPERATION............................3
CAMSHAFT POSITION SENSOR
DESCRIPTION..........................4
OPERATION............................4
REMOVAL
REMOVAL - 2.4L.......................5
REMOVAL - 3.3/3.8L....................5
INSTALLATION
INSTALLATION - 2.4L...................6
INSTALLATION - 3.3/3.8L.................6
IGNITION COIL
DESCRIPTION..........................6
OPERATION............................6
REMOVAL
REMOVAL - 2.4L.......................7REMOVAL - 3.3/3.8L....................7
INSTALLATION
INSTALLATION - 2.4L...................7
INSTALLATION - 3.3/3.8L.................8
KNOCK SENSOR
DESCRIPTION..........................8
OPERATION............................8
REMOVAL
REMOVAL - 2.4L.......................8
REMOVAL - 3.8L.......................8
INSTALLATION
INSTALLATION - 2.4L...................8
INSTALLATION - 3.8L...................8
SPARK PLUG
DESCRIPTION
DESCRIPTION - STANDARD 4 CYLINDER . . . 9
DESCRIPTION - PLATINUM PLUGS........9
REMOVAL.............................10
INSTALLATION.........................10
SPARK PLUG CABLE
DESCRIPTION.........................10
REMOVAL - 2.0/2.4L.....................10
INSTALLATION - 2.0/2.4L.................10
IGNITION CONTROL
DESCRIPTION - IGNITION SYSTEM
NOTE: All engines use a fixed ignition timing sys-
tem. Basic ignition timing is not adjustable. All
spark advance is determined by the Powertrain
Control Module (PCM).
The ignition system used on these engines is
referred to as the Direct Ignition System (DIS). The
system's three main components are the coils, crank-
shaft position sensor, and camshaft position sensor. If
equipped with the coil on plug ignition system it uti-
lizes an ignition coil for every cylinder, it is mounted
directly over the each spark plug.
OPERATION - IGNITION SYSTEM
The crankshaft position sensor and camshaft posi-
tion sensor are hall effect devices. The camshaft posi-
tion sensor and crankshaft position sensor generate
pulses that are inputs to the PCM. The PCM deter-
mines engine position from these sensors. The PCM
calculates injector sequence and ignition timing from
crankshaft & camshaft position. For a description of
both sensors, refer to Camshaft Position Sensor and
Crankshaft Position Sensor.
RSIGNITION CONTROL8I-1

SPECIFICATIONS
TORQUE
DESCRIPTION N´m Ft. Lbs. In. Lbs.
2.4L Target Magnet Screw 3 30
2.4L Camshaft Sensor
Screw12.9 115
3.3/3.8L Camshaft Sensor
Screw14.1 125
2.4L Ignition coil bolts 11.8 105
3.3/3.8LIgnition coil bolts 11.8 105
Spark Plugs 17.5 13
Knock Sensor 10 7
SPARK PLUG CABLE RESISTANCE
2.4L
CABLE Maximum Resistance
1, 2, 3, & 4 10.8K ohms
3.3/3.8L
CABLE Maximum Resistance
#1 22.5K ohms
#2 22.8K ohms
#3 19.3K ohms
#4 19.3K ohms
#5 13.6K ohms
#6 16.4K ohms
SPARK PLUG
Engine Spark Plug Gap Thread Size
2.4L RE14MCC5 0.048 TO 0.053 14mm (1 in.) reach
Engine Spark Plug Gap Thread Size
3.3L RE14PLP5 0.048 TO 0.053 14mm (1 in.) reach
3.8L RE14PLP5 0.048 TO 0.053 14mm (1 in. ) reach
8I - 2 IGNITION CONTROLRS
IGNITION CONTROL (Continued)

FIRING ORDERAUTO SHUT DOWN RELAY
DESCRIPTION
The relay is located in the Power Distribution Cen-
ter (PDC). For the location of the relay within the
PDC, refer to the PDC cover for location. Check elec-
trical terminals for corrosion and repair as necessary
OPERATION
The engine switched battery (NGC vehicles)
informs the PCM when the ASD relay energizes. A 12
volt signal at this input indicates to the PCM that
the ASD has been activated. This input is also used
to power certain drivers on NGC vehicles.
When energized, the ASD relay on NGC vehicles
provides power to operate the injectors, ignition coil,
generator field, O2 sensor heaters (both upstream
and downstream), evaporative purge solenoid, EGR
solenoid (if equipped) wastegate solenoid (if
equipped), and NVLD solenoid (if equipped).
The ASD relay also provides a sense circuit to the
PCM for diagnostic purposes. If the PCM does not
receive 12 volts from this input after grounding the
control side of the ASD relay, it sets a Diagnostic
Trouble Code (DTC). The PCM energizes the ASD
any time there is an engine speed that exceeds a pre-
determined value (typically about 50 rpm). The ASD
relay can also be energized after the engine has been
turned off to perform an O2 sensor heater test, if
vehicle is equipped with OBD II diagnostics.
As mentioned earlier, the PCM energizes the ASD
relay during an O2 sensor heater test. On NGC vehi-
cles it checks the O2 heater upon vehicle start. The
PCM still operates internally to perform several
checks, including monitoring the O2 sensor heaters.
FIRING ORDER 2.4L
Firing Order 1-2-3-4-5-6 3.3/3.8L
1 - Electrical Connector
RSIGNITION CONTROL8I-3
IGNITION CONTROL (Continued)