20 Most Recent 1992 Dodge Grand Caravan - Page 7 Questions & Answers

You could also make this from an automotive grade silencer pad.

Under the hood, locate the throttle control (near or under the air filter housing, you can have someone step on the gas back and forth to see it move and identify it). Once you find it, you can manually move it back and forth (do all this with the engine NOT running, in the off mode). The idle can be adjusted usually with a screwdriver but you also might have a problem with the cable itself sticking. Run some oil or other suitable lubricator (like WD-40) back and forth, moving the cable to get it loose. (there's a little screw to loosen or tighten the idle, it basically opens or closes the throttle more)

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could be a weak radiator cap allow pressure to escape and creating a vibration in the radiator When an engine is turned off, the hot cylinders still put heat into the coolant and as it is not being circulated, the system pressure rises and if the cap is not in good condition it will vibrate as it looses that extra pressure check for cooling fans still running or fuel pump not still operating

Were is the fuse box located for the lights and horn in a 2001 grand Dodge caravan

I can't imagine that the valve cover gaskets would affect your low fuel chime. The fuel sensor is in the tank.

P0720 Dodge Output Speed Sensor Circuit Malfunction

Do you know anything about automotive electronics ?

FRONT WIPER/WASHER SYSTEM

The windshield wipers can be operated with the windshield wiper switch when the ignition switch is in the RUN or ACCESSORY positions. The wiper/washer switch is integral to the multi-function switch. It is a resistive MUX switch that sends inputs to the Steering Control Module (SCCM) then across the LIN bus to the Cabin Control Node (CCN) and from the (CCN) across the CAN Interior High Speed bus (CAN I-HS) to the Totally Integrated Power Module (TIPM) to operate the wiper/washer system.

FRONT WIPER/WASHER SYSTEM

The wiper motor has permanent magnetic fields. The speeds are determined by current flow to the appropriate set of brushes inside the motor. The current flow is controlled by the multi-function switch. The high speed/low speed relays are located in the Totally Integrated Power Module (TIPM), and cannot be serviced separately. The speed sensitive intermittent wiper is controlled by the TIPM. When in the intermittent mode, and the vehicle traveling greater than 10 mph, the delay between wipes will range from 1 to 18 seconds. With the vehicle traveling less than 10 mph, the time delay doubles to a delay range of 2 to 36 seconds. The wiper arms will park at the base of the windshield just above the cowl cover after the wiper switch is turned OFF. The washer pump for the front washer system is shared with the rear washer system by the use of a reversible washer pump motor. The windshield wiper motor and linkage is located in an integral wiper unit at the rear of the engine compartment. The wiper unit must be removed to gain access to the wiper motor. For a complete wiring diagram Refer to the Wiring Information.

1. When Monitored: With the ignition on.
2. Set Condition: The Totally Integrated Power Module (TIPM) detects a short to ground on the Wiper Park Switch Sense circuit.

2 No

1. The condition that caused this symptom is currently not present. Check for an intermittent condition by inspecting the related wiring harness for chafed, pierced, pinched, and partially broken wires. Also, inspect the related connectors for broken, bent, pushed out, spread, corroded, or contaminated terminals. Repair as necessary.
2. Perform the BODY VERIFICATION TEST - VER 1. (Refer to 28 - DTC-Based Diagnostics/MODULE, Totally Integrated Power (TIPM) - Standard Procedure)

(Refer to 28 - DTC-Based Diagnostics/MODULE, Totally Integrated Power (TIPM) - Standard Procedure) No

1. Go To 3

(Refer to 28 - DTC-Based Diagnostics/MODULE, Totally Integrated Power (TIPM) - Standard Procedure) No

1. Repair the (W7) Wiper Park Switch Sense circuit for a short to ground.
2. Perform the BODY VERIFICATION TEST - VER 1. (Refer to 28 - DTC-Based Diagnostics/MODULE, Totally Integrated Power (TIPM) - Standard Procedure)

Your best bet , take it to a qualified repair shop .

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First, check for good ground on the black wire. If that's good, then you've got a power problem. Power to the left brake light comes from splice BS02. Check the white/tan wire for power from the bulb socket back to that splice. Sounds like there's an open in the wire.

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DESCRIPTION Each power sliding door is equipped with a Power Sliding Door Control Module (1) (PSDM). The PSDM is mounted directly to the inboard side of the power sliding door drive assembly (2) with two retaining screws. The drive assembly is mounted to the body near the bottom of the sliding door in the track cavity with the use of five retaining nuts. The wire harness and chain link track and the power sliding door drive assembly are visible with the door open in the lower door sill area. Software technology has enabled the PSDM to detect resistance to door travel. This allows the power sliding door to stop and reverse direction any time an obstruction is felt or any of the command switches are operated. Battery voltage is supplied to the power sliding door system through a 40 amp fuse, located in the Totally Integrated Power Module (TIPM) assembly. The power sliding door lockout switch located in the front overhead console prevents opening or actuation of the power sliding door system when activated. In the unlikely event that the power sliding door system develops a fault, the power sliding door can still be operated manually from the interior or exterior door handle similar to a standard manual sliding door. NOTE: It may be possible to generate Sliding Door Diagnostic Trouble Codes during normal power sliding door operation. Refer to the appropriate power sliding door diagnostic information for a complete list of diagnostic routines. OPERATION Battery voltage is supplied to the power sliding door system through a 40 amp fuse, located in the Totally Integrated Power Module (TIPM) assembly. With the push of a power sliding door open/close command switch (key fob, overhead console or B-pillar mounted) a signal is received by the Power Sliding Door Control Module (PSDM). The PSDM receives this signal via the Controller Area Network (CAN) Data Bus circuit. The PSDM then signals the power sliding door cinching latch to release the door to the unlatched and movable position. The power sliding door drive assembly motor then starts an open cycle. The overhead power sliding door switch is mounted in the front overhead console of the vehicle. The switch has resistors in parallel of 1.76K ohms, 3.17K ohms and 15K ohms. When pressed, the switch will have a nominal resistance of 1.76K ohms for the right sliding door button, 3.76K ohms for the left sliding door button and when not pressed, the switch will have a nominal resistance of 15K ohms. The status of the overhead power sliding door switches is continually monitored by the circuitry within the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN). The instrument cluster receives input messages from the overhead power sliding door switches over a hardwired connection. Whenever the instrument cluster receives an input from the overhead power sliding door switches it sends a function command signal to the selected PSDM. This message from the cluster to the PSDM is delivered via the Controller Area Network (CAN) data bus. The B-pillar switch is located on the lower B-pillar trim panel and allows the rear occupants to power open or close the sliding doors. The B-pillar switch is an R-Mux switch that has a resistance of 3.6K ohms and 16K ohms depending on switch position. When pressed the B-pillar switch will have a nominal resistance of 3.9K. The B-pillar switches are hardwired to the Totally Integrated Power Module (TIPM). The PSDM receives the message for operation status via the Controller Area Network (CAN) data bus. If all the necessary conditions are met the PSDM will then perform the requested operation. The B-pillar switch lockout feature must be disabled and the sliding door must be unlocked in order for the B-pillar switch to function. The FOBIK switch sends a signal to the Wireless Ignition Node (WIN). The PSDM receives the message from the WIN for operation status via the Controller Area Network (CAN) data bus. If all the necessary conditions are met the PSDM will then perform the requested operation. The vehicles theft alarm must be disabled and the sliding door must be unlocked in order for the FOBIK switch to function. When one of the PSDMs receives a command signal it checks the following:

1. PRNDL Status
2. Vehicle Speed Status
3. Ignition Status
4. Vehicle Theft Alarm Armed/Disarmed Status
5. Sliding Door Latch Status
6. Sliding Door Full Open Status
7. Ambient Temperature
8. Door Lock Status
9. Sliding Door B-Pillar Switch Lockout Status
10. Sliding Door Window Up/Down Status

If the appropriate conditions exist the PSDM will send a command signal to the selected Rear Door Control Module (RDCM) so the sliding door can be latched/unlatched as needed. This command signal is sent via the CAN data bus. Once the PSDM senses the latch function it will power the motor on the power sliding door drive assembly to open/close the sliding door as requested by the overhead power sliding door switches. During the door cycle, if the PSDM detects sufficient resistance to door travel, such as an obstruction in the door's path, it will immediately stop door movement and reverse door travel to the full open or closed position. The ability for the PSDM to detect resistance to door travel is accomplished by hall effect sensors detecting the door motor speed. The PSDM has the ability to learn. Anytime a door is opened or closed using the power sliding door system the module learns from its cycle. If a replacement power sliding door component is installed or a door adjustment is made, the module must re-learn the effort required to open or close the door. A learn cycle can be performed with a complete cycle of the door, using any one of the command switches or with the use of a scan tool. (Refer to 08 - Electrical/Power Sliding Door - Standard Procedure) for detailed instructions. The power sliding door system is designed with a number of system inhibitors. These inhibitors are necessary for safety and/or feasibility of the power sliding door system. The power sliding door system inhibitors are:

1. The power sliding door must be in the full open or closed position in order for the power sliding door system to start a normal cycle. If the door is not in this position (based on the input from the switches integral to the cinching latch assembly) the PSDM will only perform a power open cycle.
2. The transmission must be in park or neutral in order for the power sliding door system to start a cycle.
3. The front overhead console lockout switch must be in the "UNLOCKED" position in order for the power sliding door systems B-pillar switches to function.
4. If multiple obstacles are detected during the same power open or close cycle the power sliding door may go into full manual mode.
5. If severe Diagnostic Trouble Codes (DTC) are stored in the PSDM the power sliding door may go into full manual mode.
6. Due to the high pressure created in the passenger compartment with the blower motor on high, the power sliding door may not complete a power close cycle unless a window is cracked, allowing the pressure to escape. This situation will only be experienced on some vehicles, or vehicles with brand new side door weather seals installed.

The hard wired circuits for the power sliding door switches may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the electronic controls and communication between other modules and devices that provide some features of the power sliding door system. The most reliable, efficient, and accurate means to diagnose the power sliding door switches or the electronic controls and communication related to the power sliding door system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

POWER SLIDING DOOR SYSTEM WARNINGS

WARNING: Always disconnect the negative battery cable before attempting any power sliding door system service. WARNING: Extreme care must be taken to prevent objects from entering the doors path once the door reaches the cinch motor contact (approximately 1 inch before fully closed). Never place objects in the power sliding door when cinching closed. The obstacle detection function is inoperative during the cinch phase and damage to the vehicle, power sliding door system or components and/or personal injury may occur. WARNING: Never attempt to enter or exit the vehicle while the power sliding door is in motion. You could damage the power sliding door system or components and/or cause personal injury. WARNING: Never attempt to drive away with the power sliding door in motion. You could damage the power sliding door system or components and/or cause personal injury.

If you have variable speed fan, you don't have a resistor. It's a tranistorized control unit

Been there. The camshaft position sensor is getting weak. It will also take longer to fire up when starting the car. The computer is trying to see which cylinder is next up. Install a new Camshaft position sensor, but make sure that the clearance is close enough to the cam gear. Some aftermarket sensors are too short. This can cause this hesitation issue. So, if you replace it and it still does it, the sensor could be too short. Just saying. Good luck.

You need to remove the plastic clips and retainers on the front bumper plastic bumper cover. Here is a video link. https://www.youtube.com/watch?v=NaorvwlINr4

First are you absolutely positive that you are workig on cyl 4? Looks like its the center cylinder on the front side of the engine bay if i am looking at the right vehicle. Check for voltage at the injector, usually a ecm issue will cause more then one cylinder to fail. I would run a compression test on the cylinder to see if the internals are working properly and go from there. But something would have had to cause the wire to burn up, was the shielding melted? (the rubber outside of the wire) how much of the harness was changed? Did you have to solder it in or was it a plug in harness?

Check the gear shift linkage next to the transmission. It may be loose.

On these website you find fuse box diagram and description for Dodge Caravan (2005) http://www.autogenius.info/dodge-caravan-2005-2007-fuse-box-diagram Dodge Caravan 2005 2007 fuse box diagram