Chrysler Voyager. Manual — part 445
•
Do not exceed the limits shown in the table.
FUNCTION
INPUT LIMIT
Volts
0-500 volts peak AC
0-500 volts DC
Ohms (resistance)*
0-1.12 megohms
Frequency measured
Frequency generated
0-10 khz
Temperature
-58-1100°F
-50-600°C
*Ohms cannot be measured if voltage is present.
Ohms can be measured only in a non-powered
circuit.
•
Voltage between any terminal and ground must
not exceed 500v DC or 500v peak AC.
•
Use caution when measured voltage above 25v
DC or 25v AC.
•
The circuit being tested must be protected by a
10A fuse or circuit breaker.
•
Use the low current shunt to measure circuits up
to 10A. Use the high current clamp to measure
circuits exceeding 10A.
•
When testing for the presence of voltage or cur-
rent, make sure the meter is functioning cor-
rectly. Take a reading of a known voltage or
current before accepting a zero reading.
•
When measuring current, connect the meter in
series with the load.
•
Disconnect the live test lead before disconnecting
the common test lead.
•
When using the meter function, keep the
DRBIII
t away from spark plug or coil wires to
avoid measuring error from outside interference.
4.3
WARNINGS
4.3.1
VEHICLE DAMAGE WARNINGS
Before disconnecting any control module, make
sure the ignition is ‘‘lock’’ position. Failure to do so
could damage the module.
When testing voltage or continuity at any control
module, use the terminal side (not the wire end) of
the connector. Do not probe a wire through the
insulation: this will damage the wire and eventu-
ally cause the wire to fail because of corrosion.
Be careful when performing electrical tests so as
to prevent accidental shorting of terminals. Such
mistakes can damage fuses or components. Also, a
second DTC could be set, making diagnosis of the
original problem more difficult.
When replacing a blown fuse, it is important to
use only a fuse having the correct amperage rating.
The use of a fuse with a rating other than indicated
may result in a dangerous electrical system over-
load. If a properly rated fuse continues to blow, it
indicates a problem in the circuit that must be
corrected.
4.3.2
ROAD TESTING A COMPLAINT
VEHICLE
Some complaints will require a test drive as part
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic
DTC or symptom condition.
CAUTION: Before road testing a vehicle, be
sure that all components are reassembled.
during the test drive, do not try to read
DRBIII
T
screen while in motion. do not hang
the DRBIII
T
from the rear view mirror or
operate
it
yourself.
Have
an
assistant
available to operate the DRBIII
T
.
Road testing is an essential step in the diagnostic
process that must not be overlooked. Along with the
diagnostic information obtained from the DRBIII
t
Scan Tool and the original customer concern, the
road test helps verify the problem was current and
any repairs performed, fixed the vehicle correctly.
Always operate and observe the vehicle under ac-
tual driving conditions.
Just as important as the road test is, there are
preliminary inspections that should be performed
prior to the road test. Always check the fluid level
and condition before taking the vehicle on a road
test. Determine if an incorrect fluid type is being
used, improper fluid will result in erratic transmis-
sion operation.
Some of the conditions of incorrect fluid level are
as follows:
•
Delayed engagement
•
Poor shifting or erratic shifting
•
Excessive noise
•
Overheating
The next step is to verify that the shift linkage is
correctly adjusted. If the shifter is incorrectly ad-
justed, a number of complaints can result.
The control module monitors the Shift Lever
Position (SLP) Sensor continuously. If the shifter is
incorrectly adjusted, the control module will sense a
shift lever position that is not correct for the gear
chosen by the driver. This may cause a DTC to be
set.
The following complaints may also be the result
of an incorrectly adjusted shifter:
•
Delayed clutch engagement
•
Erratic shifts
•
Vehicle will drive in neutral
7
GENERAL INFORMATION
•
Engine will not crank in park or neutral
•
Shifter will be able to be moved without the key
in the ignition
•
Not able to remove the ignition key in park
•
Parking pawl will not engage properly
The shifter should also be adjusted when replac-
ing the Transmission, repairing the valve body, or
when repairing any component between the shift
lever and the Transmission.
Some questions to ask yourself when performing
the road test are as follows:
•
Is the complaint or concern what you think the
problem is, based on the customers description?
•
Is the Transmission operating normally, or is
there a real problem?
•
When does the problem occur?
•
Is the problem only in one gear range?
•
What temperature does the problem occur?
•
Does the vehicle have to sit over night for the
problem to occur?
•
Does the transmission go into Limp-in mode?
4.3.3
ELECTRONIC PINION FACTOR
WARNINGS (IF APPLICABLE)
The pinion factor must be set when replacing the
control module. Note: The pinion factor is a
fixed number and cannot be changed or up-
dated in some vehicle applications. If the pin-
ion factor is not set or incorrectly set, any speed
related functions will not operate correctly i.e.
speedometer, speed control, rolling door locks, other
control modules will be affected that depend on
speed information.
4.4.4
BULLETINS AND RECALLS
Always perform all Safety Recalls and Technical
Service Bulletins that are applicable to the prob-
lem.
5.0
REQUIRED TOOLS AND
EQUIPMENT
> DRBIII
t (diagnostic read-out box) - Must be at
latest release level.
> Transmission Simulator (Miller # 8333)
> Adapter harness/ panel overlay kit for Transmis-
sion Simulator (Miller # 8333-1A) for FWD vehi-
cles.
> Jumper wires
> Test Light (minimum of 25 ohms of resistance)
> Ohmmeter
> Voltmeter
> Pressure gauge 0-2068 kPa (0-300 PSI)
> Diagnostic pin out box (Miller # 8815)
> Terminal remover (Miller # 3638)
6.0
GLOSSARY OF TERMS
6.1
ACRONYMS
BCM
Body Control Module
CKT
Circuit
CVI
Clutch Volume Index
DLC
Data Link Connector
DRBIII
t
Diagnostic Readout Box
DTC
Diagnostic Trouble Code
EATX
Electronic Automatic Transaxle
EMCC
Electronically Modulated Converter
Clutch
FCM
Front Control Module (part of the
IPM system)
FEMCC
Full Electronically Modulated Con-
verter Clutch
IOD
Ignition off-draw
IPM
Integrated Power Module
IRT
Intelligent Recovery Timer
ISS
Input Speed Sensor
LED
Light Emitting Diode
LR
Low/reverse Clutch or Pressure
Switch
LU
Lockup
MIC
Mechanical Instrument Cluster
MIL
Malfunction Indicator Lamp
NGC
Next Generation Controller
OBDII
On Board Diagnostics
OD
Overdrive Clutch or Pressure
Switch
OSS
Output Speed Sensor
PCM
Powertrain Control Module
PEMCC
Partial Electronically Modulated
Converter Clutch
PLU
Partial Lockup
8
GENERAL INFORMATION
REV
Reverse Clutch
SLPK
Solenoid Pack
SSV
Solenoid Switch Valve
SW
Switch
TCC
Torque Converter Clutch
PCM
Combined PCM and Transmission
Control Module
TP
Throttle Position
TRD
Torque Reduction
TRS
Transmission Range Sensor
UD
Underdrive Clutch
2/4
2nd and 4th gear Clutch or Pres-
sure Switch
6.2
DEFINITIONS
OBDII (EURO STAGE III OBD) Trip - A vehicle
start and drive cycle such that all once per trip
diagnostic monitors have run.
Key Start - A vehicle start and run cycle of at least
20 seconds.
Warm-up Cycle
- A vehicle start and run cycle
such that the engine coolant must rise to at least
71 C (160° F) and must rise by at least 4.4 C (40° F)
from initial start up. To count as a warm-up cycle,
no DTC may occur during the cycle.
9
GENERAL INFORMATION
NOTES
10
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