Chrysler RG Voyager. Manual — part 376

4.2

SAFETY

4.2.1

TECHNICIAN SAFETY INFORMATION

WARNING: HIGH-PRESSURE FUEL LINES
DELIVER DIESEL FUEL UNDER EXTREME
PRESSURE FROM THE INJECTION PUMP TO
THE FUEL INJECTORS. THIS MAY BE AS
HIGH AS

23,200

PSI

(1600

BAR).

USE

EXTREME

CAUTION

WHEN

INSPECTING

FOR HIGH-PRESSURE FUEL LEAKS. FUEL
UNDER THIS AMOUNT OF PRESSURE CAN
PENETRATE

SKIN

CAUSING

PERSONAL

INJURY

OR

DEATH.

INSPECT

FOR

HIGH-PRESSURE

FUEL

LEAKS

WITH

A

SHEET OF CARDBOARD. WEAR SAFETY
GOGGLES AND ADEQUATE PROTECTIVE
CLOTHING

WHEN

SERVICING

FUEL

SYSTEM.

WARNING: ENGINES PRODUCE CARBON
MONOXIDE THAT IS ODORLESS, CAUSES
SLOWER REACTION TIME, AND CAN LEAD
TO SERIOUS INJURY. WHEN THE ENGINE IS
OPERATING, KEEP SERVICE AREAS WELL
VENTILATED OR ATTACH THE VEHICLE
EXHAUST SYSTEM TO THE SHOP EXHAUST
REMOVAL SYSTEM.

Set the parking brake and block the wheels before

testing or repairing the vehicle. It is especially
important to block the wheels on front wheel drive
vehicles; the parking brake does not hold the drive
wheels.

When servicing a vehicle, always wear eye pro-

tection, and remove any metal jewelry such as
watchbands or bracelets that might make electrical
contact.

When diagnosing a powertrain system problem,

it is important to follow approved procedures where
applicable. These procedures can be found in the
service manual. Following these procedures is very
important to the safety of individuals performing
diagnostic tests.

4.2.2

VEHICLE PREPARATION FOR
TESTING

Make sure the vehicle being tested has a fully

charged battery. If it does not, false diagnostic codes
or error messages may occur.

4.2.3

SERVICING SUB-ASSEMBLIES

Some components of the powertrain system are

intended to be serviced as an assembly only. At-
tempting to remove or repair certain system sub-

components may result in personal injury and/or
improper system operation. Only those components
with approved repair and installation procedures in
the service manual should be serviced.

4.2.4

DRBIII

T SAFETY INFORMATION

WARNING: EXCEEDING THE LIMITS OF THE
DRBIII

T

MULTIMETER IS DANGEROUS. IT

CAN

EXPOSE

YOU

TO

SERIOUS

OR

POSSIBLY

FATAL

INJURY.

CAREFULLY

READ AND UNDERSTAND THE CAUTIONS
AND SPECIFICATION LIMITS.

Follow the vehicle manufacturer’s service specifi-

cations at all times.

•

Do not use the DRBIII

t if it has been damaged.

•

Do not use the test leads if the insulation is
damaged or if metal is exposed.

•

To avoid electrical shock, do not touch the test
leads, tip or the circuit being tested.

•

Choose the proper range and function for the
measurement. Do not try voltage or current mea-
surements that may exceed the rated capacity.

•

Do not exceed the limits shown in the table below:

FUNCTION

INPUT LIMIT

Volts

0-500 peak volts AC
0-500 volts DC

Ohms (Resistance)*

0-1.12 megohms

Frequency Measure
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 measuring voltage above 25v
DC or 25v AC.

•

The circuit being tested must be protected by a 10
amp fuse or circuit breaker.

•

Use the low current shunt to measure circuits up
to 10 amps. Use the high current shunt to mea-
sure circuits exceeding 10 amps.

•

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.

7

GENERAL INFORMATION

4.3

WARNINGS AND CAUTIONS

4.3.1

ROAD TEST WARNINGS

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
code or symptom condition.

CAUTION: Before road testing a vehicle, be
sure that all components are reassembled.
During the test drive, do not hang the DRBIII

T

from the rear view mirror. Do not attempt to
read the DRBIII

T

while driving. Have an

assistant available to operate the DRBIII

T

.

4.3.2

VEHICLE DAMAGE CAUTIONS

Before disconnecting any control module, make

sure the ignition is off. Failure to do so could
damage the module. When testing voltage or circuit
integrity at any control module, use the terminal
side (not the wire end) of the harness connector. Do
not probe through the insulation; this will damage
it and eventually cause it to fail because of corro-
sion.

Be careful when performing electrical test so as to

prevent accidental shorting of terminals. Such a
mistake can damage fuses or components. Also, a
second code could be set, making diagnosis of the
original problem more difficult.

5.0

REQUIRED TOOLS AND
EQUIPMENT

DRBIII

t (diagnostic read-out box) scan tool

vacuum gauge
ammeter
ohmmeter
voltmeter
jumper wires and probes
oscilloscope

6.0

GLOSSARY OF TERMS

A/C

air conditioning

APP

accelerator pedal position (sensor)

backfire,
popback

fuel ignites in either the intake or
the exhaust system

BCM

body control module

BP

boost pressure (sensor)

CKP

crankshaft position (sensor)

CMP

camshaft position (sensor)

cuts out,
misses

a steady pulsation or the inability of
the engine to maintain a consistent
rpm

DLC

data link connector

detona-
tion,
spark
knock

a mild to severe ping, especially un-
der loaded engine conditions

ECM

engine control module

ECT

engine coolant temperature (sensor)

EGR

exhaust gas recirculation
(solenoid/valve)

hard
start

the engine takes longer than usual
to start, even though it is able to
crank at normal speed.

IAT

intake air temperature (sensor)

IPM

integrated power module

lack of
power,
sluggish

the engine power output has been
reduced

MAF

mass air flow (sensor)

MIL

malfunction indicator lamp

ms

millisecond(s)

PDC

power distribution center

poor fuel
economy

there is significantly less fuel mile-
age than other vehicles of the same
design and configuration

runs
rough/
unstable
idle

the engine runs unevenly at idle
causing the engine to shake if it is
severe enough

S/C

speed control

SKREEM

sentry key remote entry module

SKREES

sentry key remote entry system

start and
stall

The engine starts but immediately
dies (stalls)

surge

engine rpm fluctuation without cor-
responding change in accelerator
pedal position

SRC

signal range check

WIF

water in fuel (sensor)

VSS

vehicle speed sensor

8

GENERAL INFORMATION

7.0

DIAGNOSTIC INFORMATION AND

PROCEDURES

9

Symptom List:

P0100-MASS AIR FLOW SENSOR PLAUSIBILITY
P0100-MASS AIR FLOW SENSOR PLAUSIBILITY POSITIVE AREA
P0100-MASS AIR FLOW SENSOR SIGNAL VOLTAGE TOO HIGH
P0100-MASS AIR FLOW SENSOR SIGNAL VOLTAGE TOO LOW
P0100-MASS AIR FLOW SENSOR SUPPLY VOLTAGE TOO HIGH OR
LOW

Test Note:

All symptoms listed above are diagnosed using the same tests.

The title for the tests will be P0100-MASS AIR FLOW SENSOR
PLAUSIBILITY.

When Monitored and Set Condition:

P0100-MASS AIR FLOW SENSOR PLAUSIBILITY

When Monitored:

With the engine running.

Set Condition:

The mass airflow measure does not correspond with the engine load

measurements.

P0100-MASS AIR FLOW SENSOR SIGNAL VOLTAGE TOO HIGH

When Monitored:

With the ignition on.

Set Condition:

The Mass Air Flow Sensor Signal voltage is above 4.5 volts.

P0100-MASS AIR FLOW SENSOR SIGNAL VOLTAGE TOO LOW

When Monitored:

With the ignition on.

Set Condition:

The Mass Air Flow Sensor Signal voltage is below 0.2 volt.

P0100-MASS AIR FLOW SENSOR SUPPLY VOLTAGE TOO HIGH OR LOW

When Monitored:

With the ignition on.

Set Condition:

The Sensor Reference Voltage A circuit voltage to the MAF is below 4.8

volts or above 5.2 volts for at least 100 ms.

POSSIBLE CAUSES

ECM - 5-VOLT SUPPLY CIRCUIT

ECM/PCM RELAY OUTPUT CIRCUIT OPEN

MASS AIRFLOW SENSOR

SENSOR GROUND OPEN

INTERMITTENT CONDITION

SENSOR REFERENCE VOLTAGE A CIRCUIT OPEN

MAF SENSOR SIGNAL CIRCUIT OPEN

10

DRIVEABILITY - DIESEL