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Vantage Mini Vans

Technical Service ManualJuly 10, 1997

V A N T A G E M I N I V A N S July 10, 1997

Normal Operations1.11 Remote Control Features and Functions1.12 Clifford Ace 500 Remote Alarm System

Safety Features1.21 Door Lock Out1.22 New Power Door Operator1.23 Transmission Safety Switch1.24 Auto Level Kneel System

Power System SummaryGeneral Repair / Service Items

1.41 Accessing The Fuel Pump1.42 Testing The Transmission Safety Switch1.43 Accessing the VMV 1 Control Module1.44 Removing and Replacing the VMV 1 Control Module1.45 Clifford Ace 500 Remote Control Receiver Installation1.46 Clifford Ace 500 - with Alarm - Receiver Installation 1.47 Clifford Ace 500 Transmitter Programming Instructions

Component Function2.10a Compressor2.10b Air Filter2.10c Lubricator2.10d Check Valve2.10e Pressure Switch2.10f Compressor Relay2.10g Compression Valve2.10h Reserve Air Tank2.10i Leveling Valve2.10j Solenoid Valve2.10k Manual Air Fill Valve

Repairs and Adjustments2.21 Testing The Compressor And Pressure Switch2.22 Troubleshooting Air Leaks2.23 Replacing Air Sleeves2.24 Testing And Adjusting The Leveling Valve

Power Door OperationEmergency Door ReleaseRepairs And Adjustments

3.31 Door Cable Replacement

POWER SYSTEM OVERVIEW

TABLE OF CONTENTS

1.101.00

1.20

1.301.40

2.10

2.00 AUTO LEVEL AIR SUSPENSION

2.20

POWER DOOR SYSTEM3.003.103.203.30



3.32 Replacing Door Motor And Clutch Assembly -1995 and Older Chryslerand Ford Through April 1, 1997

3.33 Replacing Door Motor And Clutch Assembly -1996 and Newer Chrysler and Ford on or After April 1, 1997

3.34 Replacing A Door Operator Motor -1995 and Older Chrysler and Ford Through April 1, 1997

3.35 Replacing A Door Operator Motor -1996 and Newer Chrysler and Ford on or After April 1, 1997

New Style Door Operator3.41 Door Jamb Switch3.42 Sliding Door Contact Switch3.43 Door Latch Solenoid3.44 Door Open Limit Switch

Summit Ramp Operation (Units built before May 26, 1997)Repairs And Adjustments

4.21 Actuator Replacement4.22 Limit Switch Adjustment4.23 Replacing The Ramp Cable4.34 Replacing A Summit Lift Arm Assembly

Summit Ramp Operation (Units built after May 26, 1997) Repairs and Adjustments4.41 Summit Ramp Motor Replacement4.42 Summit Ramp Clutch Replacement4.43 Summit Ramp Limit Switch Adjustments4.44 Replacing the Ramp Cable4.45 Replacing the Summit Lift Arm Assembly or Drive Gears

Northstar Ramp OperationRepairs And Adjustments5.21 Removing The Floor Plate5.22 Limit Switch Adjustment5.23 Adjusting The Timing Belt5.24 Adjusting The Emergency Ramp Release Cable5.25 Replacing A Releasing Half Nut Assembly

Vantage Electrical Schematic

Vantage Air System Diagram

3.40

4.004.104.20

4.304.40

5.105.20

6.10

5.00

6.00

SUMMIT RAMP SYSTEM

NORTHSTAR RAMP SYSTEM

ELECTRICAL SCHEMATIC

7.107.00 AIR SYSTEM DIAGRAM

TABLE OF CONTENTS con’t


Manual Air SuspensionManual Door SystemManual Ramp System

Power Air SystemSummit Door / Ramp SystemNorthstar Door / Ramp SystemNew Power Door Operator VMV - 2 Electrical System On-Board Diagnostic Guide

9.109.20

9.309.409.50

9.00 TROUBLE-SHOOTING GUIDE

8.108.20

8.30

8.00 MANUAL SYSTEMS

TABLE OF CONTENTS con’t

Normal Operation

The Vantage Summit and Northstar models are configured with both a power door operator, powerramp, and an automated air kneeling suspension system. These three systems are integrated andclosely tied together through an electrical and mechanical interface. It is important to understandthese systems, how they operate, and how they are related to each other in order to properly servicethe vehicle.

During normal operation with all doors unlocked, and when toggle switch, magnetic switch, key switch,or remote control is activated, the following sequence will occur:

To open:1. The side sliding door will open.2. The air system will release air from the air sleeves to lower the van simultaneously as the side

sliding door is opening.3 The ramp will deploy once the side sliding door has fully opened.4. Once the ramp reaches the ground, the ramp motor will turn off automatically.

To close:1. The ramp will begin to retract 2. The air system will refill the air sleeves from the reserve tank simultaneously as the ramp is

retracting.3. The side sliding door will close once the ramp has completely retracted into the vehicle.

1.11 Clifford Ace 500 Remote Control System Features and Functions

Standard Features

The basic remote control system offered with the Vantage conversion has the following standard features:

1. Remote control door open, van kneel, ramp open (Button #2 on Remote)2. Remote control ramp close, ran raise, door close (Button #3 on Remote)3. Remote control door lock and unlock (if vehicle has OEM power door locks) The lockand unlock feature are both controlled by Button #1

Optional Features

1. Remote control alarm (triggered by Button #1 when doors are locked)2. Remote control engine start (Button #4)3. Extra remote control transmitter.

Remote Control Operating Functions

The basic remote system includes the system module and one 4-button 8 channel transmitter.The system module is mounted behind the dashboard and is connected to the door lock system, and the electronics package that Vantage adds to the van. The transmitter has 4 operation buttons, and a red switch on side of the transmitter. The red switch should alwaysremain in the up position. This switch activates a second bank of 4 functions that we can notuse. It is not an ‘OFF’ switch.

1.10

POWER SYSTEM OVERVIEW1.00


1. Button #1 - Door Lock and Unlock:

Button #1 controls the remote door Lock and Unlock. This feature is standard if the vehicle has power door locks. Pressing Button #1 once will lock all of the vehicle’s doors and rear hatch. Pressing Button #1 again will unlock all of the vehicle’s doors and rear hatch. It will also arm either the OEM alarm or Clifford alarm if equipped. (see below)

NOTE: It is not necessary to ‘hold’ button #1 down. Doing so will ‘Panic” the alarm module.Whether or not the van is equipped with an alarm the system it will stay in the ‘Panic’ mode for 30 second or until Button #1 is pressed again. A 1/2 second push of button #1 is all thatis necessary to activate the door locks. Also, note that while the system is in the Panic mode Button #2 will not operate. When you lock the door with Button #1, the parking lights will blink twice; when you unlock the door with Button #1 the Parking lights will blink once. When the system is in the “ Panic” mode, the parking lights will blink continuously for 30 seconds.

2. Button #2 - Door/Ramp Open:

Button #2 controls the remote door open, van kneel and ramp open. Once the vehicle is unlocked, push and hold down Button #2. This will open the sliding door, kneel the vehicle ifthe kneel switch is in the on position, and deploy the ramp. This button does not have a “latch”mechanism for “one touch” operation. If the button is released at any point when the door andramp are opening, the system will stop until the button is pushed again. There is a one seconddelay after releasing the button before the function stops.

3. Button #3 - Ramp/Door Close:

Button #3 controls the remote ramp close, van raise and door close. Button #3 operates exactly the same as Button #2 except that it closes the vehicle rather than opens it.

4. Button #4 - Remote Start Option:

Button #4 controls the optional Remote Engine Start. Press and hold Button #4 until the parking lights flash then release the button. Within 5 seconds, the vehicle will automatically start. the vehicle has a timer which will allow the engine to run for 15 minutes and then shutoff. If the vehicle has an alarm (OEM or Clifford) the doors must be unlocked before the remote start will work.

When the vehicle is running in the remote start mode, you may momentarily press Button #4to turn off the engine. The parking lights will flash. While the vehicle is running in the remotestart mode, the following will cause the engine to shut off: Pushing on the foot brake withoutthe key in the run position or momentarily pushing Button #4.

WARNING! A low battery condition, jump starting, or charging the battery in your van, may put the system into a protection mode. In this mode, the transmitter will not operate functions.Simply removing the 20A fuse in the Vantage Maxi-Fuse block under the hood for 10 secondsand reconnecting it will reset the unit. If you should have any troubles with your system thatis not covered here, please call our Technical Support Department.

POWER SYSTEM OVERVIEW con’t1.00


1.12 Clifford Ace 500 Remote Alarm System

Arming:

This system activates when doors are remotely locked. At that time a vibration sensor and starter kill system are activated. A visible 2 flashes of the parking lights will follow. The system is now active, any intrusive impact on the van, or opening of any entry door will soundthe alarm siren.

There is a LED light mounted on the dash panel. This will tell you the status of the alarm system. The chart below explains the status.

LED Action Alarm Status

Not lit Alarm is Not Active

Lit Continuously Alarm is in Valet Mode

Slow Blinking Armed

One Blink-Pause- One Blink Shock Sensor has Triggered Alarm

One Blink-Pause-Two Blinks Door Circuit has Triggered Alarm

One Blink-Pause-Three Blinks Other Sensor has Triggered Alarm

Valet Mode:

Mounted on lower panel of the van is a small toggle switch. This switch has 2 functions. Thefirst is to place the alarm into ‘Valet Mode’ or inactive mode. Turn the ignition key to the ‘run’position, flip the Switch, and you will see the LED light up solid. Flip it again and the light goesout. When this LED is lit solid, the alarm will not function. However all other remote functionswill still work. The second function is to disarm the system if your transmitter is lost or inoperable. Turn the ignition key to the “Run” position and flip the switch twice, it will disarmthe alarm.

You can turn on, or arm the system, by locking the door with Button #1 with your remote transmitter. When the system arms, you will hear two short chirps and see the parking lightsflash twice. If you hear you hear more chirps after 15 seconds of armed time, one or more ofthe sensors may have been bypassed due to an ‘on’ condition. If you have this happen, please call Vantage Technical support for further instructions.

Disarming:

To turn off or disarm the system, unlock the doors using Button #1 of your remote transmitter.Remotely unlocking the vehicle will turn the siren off, if it has been triggered, or it will reset in30 seconds on it’s own and resume protecting the vehicle. When you remotely unlock the van, a single flash from the parking lights will tell you it is disarmed.



Important Note: If the doors are locked with the remote, they need to be unlocked with the remote. If doors are locked with key, unlock with key.

Diagnostics:

The alarm system will keep track of what happens to your vehicle while the system is armed.It monitors everything connected to it, such as the door switches and the impact sensor. It willtell you if they have been triggered and check for malfunctions during system use.

Bypass Notification

A string of chirps after arming is called “Bypass Notification.” If a door, for example, is openwhile the system is being armed, the system will arm itself however it will bypass that door an“Invalid Zone.” Once the door is closed, the system will trigger if the door is re-opened.

Nuisance Prevention Circuitry:

The alarm will prevent repetitive false alarms due to faulty door pin switches or environmental conditions such as thunder or jackhammers.If the alarm is triggered into a full alarm three times by the same sensor or trigger. The NPC will interpret this pattern as false alarms. When the NPC sees the third trigger, it bypasses that sensor for 60 minutes. If the bypassedsensor tries to trigger the system while bypassed, the 60 minute timer will start over. This ensures the sensor will remain bypassed.

Safety Features

1.21 Door Lock Out

On all vans with power door and ramp systems delivered before December 1, 1996 the powerfeed for all three door/ramp switches is routed through a limit switch which is tied to the frontpassenger door locking mechanism. When the front passenger door is locked, a limit switchprevents any power from reaching the door/ramp toggle switches. This is the only way you can lock the toggles when the vehicle is in “Park” or “Neutral.” When a key switch or magneticswitch is installed on the exterior of the vehicle instead of the standard toggle switch, the keyswitch or magnetic switch is always HOT in “Park” and “Neutral” and not affected by the doorlock out feature. This is also true of all remote controls which operate the door and ramp. Thedoor lock out limit switch is accessed by removing the front passenger door interior panel.

All vans with power door and ramp systems delivered on or after December 1, 1996 the doorlockout switch is not used. Instead, the power sliding door must be locked in order to preventthe toggle switches from opening the power door system.

1.22 Power Door Operator

On 1995 and newer vehicles, the power door operator allows all of the power door locks to function at all times (including the sliding door). The sliding door can lock and unlock, and canbe opened and closed from the inside or outside. It is important to note that the Child SafetyLock has not been deactivated; and if activated, will not allow the sliding door to open from

1.20



the inside manually. The sliding door will still operate by power if the child safety lock is activated.

1.23 Transmission Safety Mechanism

The VMV 1 Control Module, standard equipment on all 1996 and newer Chrysler conversionsand all Ford conversions delivered after April 1, 1996, interfaces with the OEM electrical system to control how and when the entire electrical system and air suspension function. Prior to the introduction of the VMV 1 Control Module this function was operated through a small circuit board and relay (Transmission Safety Switch) located behind the front lower leftdash panel, just above the fuse box. The system is designed to prevent accidental activationof the door and ramp system any time the vehicle is in a “Drive” gear. When the vehicle is in“Park” or “Neutral”, this safety mechanism applies power to the door/ramp switches as well asany key or magnetic switch or remote control receiver. None of the door/ramp activation devices will work is the vehicle is not in “Park” or “Neutral”.

The Transmission Safety Mechanism also controls the vehicle’s air suspension system. Withthe vehicle in “Park” or “Neutral”, the air suspension will kneel when the door/ramp are activated and raise back up when the door/ramp are closed. With the vehicle in a “Drive” gear,the air suspension will Auto Level.

The VMV 1 control module and transmission safety switch circuit board and relay (referencedabove) are located behind the front lower left dash panel, just above the fuse box. The VMV2 control module is located under the rear bench seat. All of the wires are color coded and fitted with quick disconnect fittings for easy testing and replacement.

1.24 Auto Level Kneel System

This switch is located on the front left dash panel. When this switch is in the “On” position, the vehicle will auto level and kneel as described above. When this switch is in the “Off” position, the entire kneeling and auto leveling system is turned off. This is particularly usefulwhen the ramp is being deployed onto a sidewalk or raised area where kneeling is not necessary.

Note: For vans equipped with the VMV 2 control module, with the kneel switch in the “off” position and the vehicle in “drive” the vehicle will still raise up when a door ramp switch is activated. The compressor may come on and cycle until the air resivoir is filled.



Power System Summary (Summit and Northstar Models)

VEHICLE IN “PARK” OR “NEUTRAL”, PASSENGER SLIDING DOOR UNLOCKED, KNEEL SWITCH IN “ON” POSITION:

Opening the Door and Ramp

1. Door will open and ramp will deploy.2. Air will exhaust out of the suspension and kneel the vehicle down, but only while thedoor/ramp switch is being held. If the toggle is released, the door and ramp will stop operatingand the air suspension will stop kneeling.

Closing the Door and Ramp

1. The ramp will retract and the door will close.2. The vehicle will begin to raise back up and the air compressor will switch on. IF thetoggle is released, the door and ramp will stop operating and the suspension will stop raising, however the air compressor will continue to run. This is normal.3. Do not continue to attempt closing the door once it has latched; this will burn out thedoor operator motor.

VEHICLE IN “PARK” OR “NEUTRAL”, PASSENGER SLIDING DOOR UNLOCKED, KNEEL SWITCH IN “OFF” POSITION

Opening the Door and Ramp

1. Door will open and ramp will deploy.2. Air will NOT exhaust out of the suspension system. Vehicle will remain at normal rideheight.

Closing the Door and Ramp

1. The ramp will retract and the door will close.2. The vehicle will remain at normal ride height, compressor should not come on.

VEHICLE IN “DRIVE” OR “REVERSE”

1. Door and ramp will not operate by any means.2. With the kneel switch in the “On” position, the vehicle’s air suspension system will AUTO LEVEL. As the vehicle is being driven, small amounts of air are being adjusted into and out of the rear air system. The compressor will come on periodically in the AUTO LEVELmode. This is normal.3. With the kneel switch in the “Off” position, the air system becomes captive. The compressor relay is turned off and the auto level feature is defeated. Please note: it is possible for the compressor to run even if the kneel switch is in the “Off” position. The compressor relay under the front hood has a LATCHING DIODE. If this relay was latched “On” at the time the kneel switch was turned “Off”, the compressor will continue to run until the pressure in the system is brought up to normal and the pressure switch cuts off the system.

1.30


General Repair and Service Items

1.41 Accessing The Fuel Pump

The 96 and newer Chrysler O.E.M. fuel pump (sending unit) is located on the top, driver sideof the fuel tank which is relocated to the rear of the vehicle. The Ford O.E.M. fuel pump (sending unit) is located on the top, center of the fuel tank which is relocated to the rear of thevehicle. The fuel pumps on both conversion models are accessible by removing the tank strap nuts and lowering the fuel tank.

1.42 Testing The Transmission Safety Switch

Locate the switch and relay under the front lower left dash panel. Locate the orange wire which goes from the circuit board to the relay feeding relay terminal 86. With a continuity tester and leaving the ignition circuit “On”, check for continuity to ground in both “Park” and “Drive”. there should be continuity with ground in “Park” and “Neutral” and not in any of the DRIVE gears. To replace, simply re-attach the new switch matching the colors of the wires.The tan wire from the transmission safety switch is routed under the hood to the neutral safetywire.

1.43 Accessing the VMV 1 Control Module

The VMV 1 control module, standard equipment on all 1996 and newer Chrysler conversionsand all Ford conversions delivered after April 1, 1996 is located behind the front lower leftdash panel. To access the VMV 1 Control Module, simply remove the front lower left dash panel. Removal and replacement instructions are described in section 1.44 below.

1.44 Removing and Replacing the VMV 1 Control Module

All 1996 and newer Chrysler mini vans and all Ford vans delivered after April 1, 1996 have asstandard equipment a VMV Control Module. The location and accessing instructions of the VMV 1 Control Module are outlined in section 1.43 above.

Please note that careful disconnection and reconnection of the system wiring is critical. Someolder VMV 1 systems used ribbon cable connections on both the module wire harness and the though wires in the van. If needed please mark or flag the wires that may be confusing toyou. If you are not familiar with this process please take extra care in removing the wire bundlenear the module. Be careful to not to disconnect any wiring not related to the replacement ofthe VMV 1.

Over the long term development of the VMV 1 system some minor connection and packagingchanges have been made. There have been several types of boxes used. The very first unitsused a small steel box. To update a conversion with one of these modules call to speak withtechnical service representative for instructions. The later units were packed in either a whiteor blue case which is identical to the unit you will be replacing. Some terminal connections may be of unmatched gender (male-male, female-female). This is not unusual and the location of wires is the important issue, not the connector match. There may also be a slightwire color difference; we switched a Brown/Red for a Light Blue wire, but again the positionis the important element not the wire color. The final difference is regarding ribbon cables. Early 1996 Chrysler vans equipped with ribbon cables instead of straight wire, need to be


1.40


properly connected to the module. The ribbon cable has a striped polarizing edge (Red or Black). This end is Pin #1. It is very important that this be observed in relation to the harnessconnection. Positions marked on the terminal plugs are NOT necessarily the pin positions ofthe ribbon cables.

Removal and Installation of the VMV 1 Module

1. Disconnect battery.2. Remove lower driver side dash cover.3. Carefully cut the zip ties that hold the harness wires and module in place

behind the dash panel.4. Carefully pull the VMV 1 module, with wires attached, free from the dash panel.5. At this time if you are not familiar with the plug configuration, mark the wires

for easier reassemble. 6. Remove the old VMV 1 module. 7. Replace any damaged connectors, and if 3M T-Taps are found on any connection

into the VMV system, replace with a butt splice connection.8. Install the new VMV 1 system module. Use care to insure proper polarity connection

to the ribbon cable assemblies. (For the 10 pin rear plug, the striped ribbon cable lead(pin #1) will line up with the blue wire on the new module. The auxiliary 10 pin plug connection will have the non-striped ribbon cable lead (pin #10) line up to the black wire on the new module.

9. Carefully place the new VMV1 Module back into the dash panel.10. Carefully zip tie the module and connecting wires back into the dash panel.

CAUTION: Wires must be tied away from steering column U-Joint and shaft components!! Vantage will not warranty any claim that is due to wires wrapped around the steering column.

11. Test the system thoroughly. Replace dash panels, and retest. The repair is nowcomplete.

1.45 Clifford Remote Control Receiver Installation Instructions

The following wire colors are standard on the Clifford Ace 500 Remote system. The actual wires that you will use will depend on the specific configuration you have. The following information is general information for all Clifford Ace 500 Remote systems.

Basic System Wires

Black This is a chassis ground wire. It must have a good path to ground and be securely fastened.

Red This is a 12V battery connection. It should be connected to a constant supply of battery voltage. (20A Maxi-fuse or direct to battery).

Blue This is an ignition feed wire and needs to see 12V when the ignition key is in the ‘RUN’ and ‘START’ positions.

Yellow This is the door LOCK pulse wire.



Lt. Green This is the door UNLOCK pulse wire.

Brown This is the ramp retract / door close wire and is connected to the Vantage brown harness wire.

Dk Green This is the door open / ramp deploy wire and is connected to the Vantage dark green wire.

White This is the parking light wire output, it is connected to the vehicles parking light circuit.

Pink This is the ‘IV’ channel output wire, generally used for the optional remote start

There is also a toggle switch, LED indicator, red / white, yellow, and white/brown wires on a separate leg from the Clifford harness, these wires and switches are for programming only inthe basic system. For separate instructions to program the Clifford Transmitter see section 1.47 below.

1.46 Clifford Remote Control Receiver - With Alarm - Installation Instructions

The following wires are in addition to the basic system wires listed above.

Pink and The pink wire and white wire are together with .187 male and female White connectors. These two wires will match up to the male and female .187

connectors on the remote start harness.

Red\White These two wires are terminated with butt connectors for easy attachment to and Yellow the Clifford siren red/white, red /yellow and black.

Violet and These two wires are terminated with butt connectors and match color for colorBlack with the LED indicator.

Green and These two wires are pre-connected to the harness and match color for colorBlack to the valet switch.

Orange, These three wires end in a connector which plugs into the shock sensorBlack and which mounts under the dash.Red/White

White/Red and These two wires intercept the vehicles starter wire, the position is notWhite/Red relevant .

Gray This wire is connected to the vehicles door ajar circuit and will trigger thealarm if a door is opened.

The following section of this instruction sheet will give you the specific wire colors and locations to tie the Clifford system into the OEM wiring. You should start by removing the oldsystem from the van. Carefully disconnect the original remote system and connecting wires.Note what you have removed as most of the Clifford connections will be reattached where the



identification system wires were removed.

1. Black 18 ga. wire: This wire is chassis ground on all vans. A clean good ground contact is a must!

Connect to: Chassis ground

2. Red 18 ga. wire:

Connect to: Constant constant battery feed.

Ford: Connect at 20A Maxi-fuse or direct to battery..Chrysler (95, 96, 97):

3. Blue 18 ga. wire:

Connect to: Ignition circuit.

Ford: The 10 ga red/green wire at the ignition switch is a switched +12v source.

Chrysler (95, 96, 97): The 12 ga Blue wire at the lower section of the steering column is a+12v switched source.

4. Yellow 18 ga. wire

Connect to: Door lock wire.

Ford: In the drivers side door boot there is a pink/yellow striped 20 ga wire.This is the door lock wire.

Chrysler (96, 97): On the VANTAGE VMV-1 Module, is a 10 pin connector with 8 wiresin it. One of these wires is a black/yellow 18 ga wire that leads into the module as a green 18 ga wire. this is the door lock wire.

Chrysler (95): Behind the lower center console is a small relay pack, remove the 2securing screws and locate the orange/white 18 ga wire this is the door lock wire.

5. Light Green 18 ga. wire

Connect to: Door unlock wire.

Ford: In the drivers side door boot there is a pink/green striped 20 ga. wire. This is the door unlock wire.

Chrysler (96, 97): On the VANTAGE VMV-1 Module, there is a 10 pin connector with 8 wires in it. One of these wires is a brown/green 18 ga. wire that leads into the module as a green 18 ga. wire; this is the door unlock wire.

Chrysler (95): Behind the lower center console is a small relay pack, remove the 2 securing screws and locate pink/violet 18 ga. wire, this is the door unlock wire.



6. Brown 18 ga. wire

Connect to: Close wire for the power door and ramp

On all Models: Locate the brown 18 ga. wire coming from the door ramp switch, this is the close wire for the power door and ramp.

7. Green 18 ga. wire

Connect to: Open wire for the power door and ramp

On all Models: Locate the green 18 ga. wire coming from the door ramp switch, this is the open wire for the power door and ramp.

8. White 18 ga. wire

Connect to: Parking light wire.

Ford: On the back of the headlamp switch is a white/black striped wire (most models have 2 wires). The wire to connect to is the wire that comes out of the connector, not the wire going in the side of the connector. This is the parking light wire.CHRYSLER (96,97): The harness leading from the headlamp switch must be carefully cut open. Inside are 2 orange wires, one is a slightly larger gauge than the other. That is the parking light wire.

Chrysler (95): Locate the relay block behind the drivers side dash panel. Remove the three screws and pull the relay pack forward. Find the black/white stripped wire. This is the parking light wire.

9. Pink 18 ga. wire

Connect to: Remote start blue or white/blue wire.

On all Models: This wire will tie into the remote start blue wire.

10. Pink and White 18 ga. wires

Connect to: See below.

On all Models: These two wires are equipped with mating connectors to plug into the remote start harness. The pink wire will plug into the blue wire, and the white wires will plug together.

11. Red/White and Yellow 18 ga. wires




On all Models: These two wires are the siren output wires. Mount the Clifford siren under the hood, (extend wires if needed), route wires through firewall and connect the black to yellow and red to red/white.

12. Violet and Black 18 ga. wires


On all Models: These two wires connect to the LED indicator that mounts through the dash panel. Drill a 5/16" mounting hole, mount the LED. The wire colors match the LED wires.

13. Green and Black 18 ga. wires


On all Models: These two wires are pre-connected to the valet switch. Mount the switch according to your customers needs. A 1/4" hole will be required.

14. Orange, Black and Red/White 18 ga. wires


On all Models: These three wires lead to the shock sensor which has a mating plug that connects it to the alarm. Mount the sensor either on the lower dash brace, or the underside of the steering column. Adjust as necessary (turning the adjustment counterclockwise lowers the sensitivity).

15. White/Red and White/Red 12 ga. wires


Ford: Locate and cut the red/blue 10 ga. wire at theignition switch harness. Using butt connectors, splice one of the white/red wires to one side of the red/blue. Do the same with the other white/red wire.

Chrysler (95,96 and97): Locate and cut the yellow 12 ga. wire below the steering column. Using butt splice connectors, splice one side of the white/red to one side of the yellow. Do the same with the other white/red.



16. Gray 18 ga. wire

Connect to: Door Open wire.

Ford: Locate the black/blue stripe wire on the drivers side floor lamp. That is the door open wire.

Chrysler (96,97): In the harness leading to the headlight switch is a brown/white striped wire. This is the door open wire.

Chrysler (95): Behind the lower, center console, just above floor level it the body control module. Located in the front connector in the top row in front is a yellow 20 ga. wire. This is the door open wire.

NOTE: Vantage recommends using butt splice connectors when practical. Test each connection you make prior to moving to the next. It is very important that all connections aresecure and are not frayed. Tape any exposed wiring with electrical tape.

Thoroughly test ALL functions and test for range of remote (a minimum range of 25 feet is acceptable). If you have any problems or difficulties, call our Technical Support Departmentfor assistance.

1.47 Clifford Ace 500 Remote Control Transmitter Programming

The following is a step-by-step explanation of how to program a Clifford Ace 500 remote control receiver.

The following tools are needed if the van does not have a Clifford Alarm system as part of theClifford Remote system. All Models with Clifford Alarm systems installed require no tools:

Ford: 8 mm socket & ratchet, test light or mini 12V buzzer

Chrysler: Test light or mini 12V buzzer

Part 1. Accessing the Programming Jumper and Switch Assembly

Ford: Remove under cover panel from dash under steering column. Locate the harness which contains an LED light, toggle switch, red/white and yellow paired wire, and white/tan paired jumper wires.

Chrysler: Open glove box door, remove left & right door holder tabs. Let the door dropall the way open. Locate the harness which contains the LED light, toggle switch, red/white and yellow paired wire, and white/tan paired jumper.

On vehicles with Clifford Alarm systems installed, locate the Clifford LED on the front of the dash panel and the Clifford valet switch located under dash - no panel removal is required.

Note: If vehicle has Clifford Alarm installed skip to Part 3.



Part 2. Preparing the Harness for Programming:

a. Connect the two white w/tan stripe wires (mating plugs)b. Attach a test light or 12V mini buzzer to the red/white stripe and yellow paired

wires. (Red/White is 12V, yellow is a signal ground from remote) clamp your groundlead to the yellow wire, and probe to the red/white.

c. Remove tape from Clifford LED if it is covered, and access the toggle switch.

Part 3. Programming

Note: For vehicles with Clifford Alarm systems installed, the programming reference to “toggle switch” means the valet switch under the dash. There are also no jumpers or test lights needed for you to program the unit. The siren will ‘chirp’ instead of the ‘flash-buzz’ references below.

Step 1: Turn the ignition switch to the ‘on’ position.Flip the toggle switch so LED light is not on.Turn the ignition switch off.

Step 2: Turn the ignition switch to the ‘on’ position.

Step 3: Flip the toggle ‘on’ and ‘off’. As you do, count the flashes or buzzes of your test lightor buzzer. This chart shows you the number of flashes or buzzes and what action to take, aswell as the response the remote will give you. After each programming step you must cyclethe ignition switch ‘off-on’.

Switch flips/flashes-buzz Action to take Response from ACE 500

1.** 19 Wait 5 sec 2 Flashes/Buzzes(key off,key on)2. 13 Push #1 on X-mtr 1 Flashes/Buzzes(key off,key on)3. 15 Push #1 on X-mtr 3 Flashes/Buzzes(key off,key on)4. 16 Push #3 on X-mtr 4 Flashes/Buzzes(key off,key on)5. 18 Push #4 on X-mtr 6 Flashes/Buzzes(key off,key on)

**If you are adding an additional transmitter, do not do this code setting step! Do this step only IF replacing a lost or damaged remote. This step will erase all transmitter codes from the systems memory.Turn the ignition ‘on’ one more time; flip the toggle and the LED shouldlight up solid again. Disconnect the jumper on the white/tan stripe wire. Turn the key off andtest the new transmitter. The LED should be on (except for alarm users). Reassemble the dash the way it was and RETEST all remotes for the system.

The programming is now complete.



The Vantage air suspension system is closely tied to the electrical operation of the Vantage conversion. There is both an electrical and mechanical interface which tie the two systems together. The air system is comprised of the following two photographs:

AUTO LEVEL AIR SUSPENSION2.00


Check Valve

Pressure Switch

Leveling Valve

Compressor

Lubricator

Air Filter

Solenoid Valves

Component Function

2.10a Compressor

Vantage uses a 12 volt air compressor manufactured by Thomas. This air compressor is located in the engine compartment mounted either on the intake manifold or next to the battery, isolated on rubber feet. These rubber feet serve to isolate both vibrations and heat from the compressor. The compressor has an internal cooling fan which helps keep the compressor within standard operating temperatures. The intake side of the compressor is fitted with a small black foam filter to remove particles from the intake air. It takes the compressor approximately 2-3 minutes to completely refill the air storage tank once it is empty. The air storage tank is generally empty after two successive cycles of opening the door and ramp.

2.10b Air Filter

The air filter is located in the engine compartment in the center of the fire wall, just below thehood gasket to a mounting plate. The air filter removes most of the condensation from the airsystem. Moisture accumulates in the bowl in the lower portion of the filter. The air filter hasa self-draining feature. When the pressure in the system drops to 1-2 psi the drain will openand accumulated moisture will drain. A small brass button on the very bottom of the filter canalso be pushed to release the moisture from the bowl.

2.10c Lubricator

The lubricator is an optional item. When installed, it is located down line, next to the Air Filter.It injects small amounts of Killfrost antifreeze solution into the air system, thus greatly reducingthe chances of condensation within the air system from freezing. The recommended solutionfor the lubricator is air line antifreeze called Killfrost. During severe winter months, it is necessary to refill the lubricator reservoir at least once a month.

2.10d Check Valve

Installed between the air filter (or lubricator if installed) and pressure switch is a one way check valve. This valve prevents back flow of air pressure through the air compressor. It isnormal, while the compressor is running, to see small amounts of air leakage from around thehead gasket. This should cease once the compressor has stopped running and the air between the compressor and the check valve has bled off.

2.10e Pressure Switch

The pressure switch is one of the locations where the vehicle’s electrical system and air suspension systems interface. It is located inside the engine compartment in the center of thefire wall, just below the hood gasket. the pressure switch is normally closed, thus providing the ground current to the compressor relay. When the internal pressure is the HIGH PRESSURE side of the air system reaches approximately 105 psi, the switch opens, thus breaking the ground current to the compressor relay. See the AIR SYSTEM DIAGRAM in section 7.20 herein. The pressure switch is designed to close, thus completing the ground circuit to the relay, when the HIGH PRESSURE system air pressure drops below approximately 85 psi.

AUTO LEVEL AIR SUSPENSION con’t2.00

2.10


2.10f Compressor Relay

The compressor relay was formerly a separate component to control the power to the compressor. The compressor relay was mounted to the bottom of the filter assembly mounting bracket. The compressor relay is now incorporated into the VMV 1 and VMV 2 Control Module. When the vehicle is in “Park” or “Neutral”, the kneel switch is in the “ON” position, and a toggle switch is activated to close the door and ramp, power is supplied to therelay only as long as the toggle is held in the “CLOSE” position. When the door is closed andthe toggle switch is released, the diode on the compressor relay will continue to back-feed power to the relay thus allowing the compressor to continue running to fill the air storage tank. When the vehicle is in a “Drive” gear and the kneel switch is in the “ON” position, poweris continually being fed to the compressor relay. Only when the ground circuit to the compressor relay is made via the pressure switch will the compressor turn on.

2.10g Compression Valve

The compression valve is located adjacent to the pressure switch. the purpose of the compression valve is to assist in air system trouble shooting by providing direct access to theHIGH PRESSURE side of the air system.

2.10h Reserve Air Tank

The reserve air tank is located between the rear bumper of the vehicle and the gas tank. Airis routed directly from the air compressor back to the reserve air tank. This tank also servesas a collision barrier in the event of a rear end collision. The drain plug should be removed during the annual inspection allowing any accumulated moisture to drain from the tank.

2.10i Leveling Valve

The leveling valve is located under the vehicle, just in front of and above the rear axle. It is amechanical valve which controls the ride height of the vehicle when the vehicle is in a “Drive”gear and the kneel switch is in the “On” position. An arm from the valve attaches to the rearaxle, thus gauging the ride height of the vehicle with respect to the rear axle. When the vehicle is in the kneeling position, the arm is raised thus opening the leveling valve. This allows air from within the air storage tank (high pressure) to enter the low pressure system (the air sleeves). Because the leveling valve closes as the vehicle raises, it only allows 60-75 psi to enter the low pressure system (air sleeves).

The most critical element of the leveling valve is not the pressure it allows into the air sleeves,but rather the actual height of the vehicle it maintains when the vehicle is in the normal driveposition.

When the leveling valve is properly adjusted, the distance between the underside of the vehicle and the top of the axle is approximately 10.25 inches. Because many vehicles havea proportioning valve in the braking system, it is important not to adjust the ride height of thevehicle above or below that which is normal. To do so may adversely affect the effectivenessof the brakes.



2.10j Solenoid Valve

There are three solenoid valves used in the Vantage Mini Vans air suspension system. Thesolenoid valves are located adjacent to the leveling valve. This is another location where theair system and the electrical systems interface. Two of the solenoid valves are connected inPARALLEL on the “In” side of the low pressure system. The third solenoid valve serves as the exhaust port when the vehicle is knelt down. the valve ports are marked either “A” or “B”,the correct orientation of these valves is A-BB-A on the double side and B-A on the exhaustside. these three valves are controlled two different ways:

1. When the vehicle is in “Park” or “Neutral” and the kneel switch is “On”, the toggles thatcontrol the door and ramp also control these solenoid valves. These three valves are normally closed unless power is provided. When the toggle switch is activated to open the door/ramp, the single “Out” solenoid valve is energized and opens, thus allowing the air withinthe air sleeves to escape.

When the toggle is activated the other, closing the door/ramp, the two “In” solenoid valves areenergized, opening to allow air from within the air storage tank to fill the air sleeves to the levelallowed by the leveling valve.

2. When the vehicle is in a “Drive” gear and the kneel switch is “On”, power is constantlyapplied to the two “In” solenoid valves. In this situation, the ride height is controlled by the leveling valve as described in section 3.29 herein.

2.10k Manual Air Fill Valve

The manual air fill valve is an emergency valve to be used when the compressor stops working or the high pressure side of the air system malfunctions. The valve is located wherethe fuel filler neck is mounted to the body of the vehicle underneath the fuel filler lid.

To operate the valve and vehicle manually, turn the kneel switch on the dash to the “OFF” position and then add air to the manual air fill valve. the air will inflate the air sleeves only. The normal pressure in the air sleeves is between 50 and 75 psi depending on the weight ofthe vehicle.

Repairs and Adjustments

2.21 Testing the Compressor and Pressure Switch

With the vehicle in “Park”, open the door and ramp and exhaust the air out of the system. Close the door and ramp. The compressor should come on. It should remain on even afteryou release the door close toggle switch and will continue to run for approximately 2-3 minutesuntil the pressure in the HIGH PRESSURE system reaches 105 psi. If the compressor will not run and there is continuity between the two terminals of the pressure switch and there ispower to the air system relay, the compressor unit is faulty and will need to be replaced. If there is no power to the compressor relay, check the kneel on/off switch for proper operation.

If the compressor runs and runs and will not shut off, either the compressor is not pumping the system to 105 psi and therefore not triggering the pressure switch, the pressure switch isfaulty and the compressor is pumping more than 105 psi into the system, or there is an air


2.20


leak in the HIGH PRESSURE side of the system.

To test the pressure switch and the compressor for proper operation, you will need to first place a pressure gauge on the compression valve located adjacent to the pressure switch. Ifthe compressor shuts off before the pressure in the system reaches 105 psi or if the compressor continues to run and the pressure in the system increases past 105 psi, the pressure switch is faulty and will need to be replaced. Note, the accuracy of the pressure switches is within 5%. Therefore, the normal cut off point could be anywhere from 100 psi to110 psi. If the compressor is not pumping the system to 105 psi, either the compressor is faulty and needs to be replaced or there is an air leak in the HIGH PRESSURE side of the airsystem. To trouble shoot an air leak, please see section 2.22.

2.22 Troubleshooting Air Leaks

Before you begin to locate an air leak, remember that the auto level air system consists of aHIGH PRESSURE and a LOW PRESSURE SIDE. If the vehicle is loosing its air over night or over a period of time while the vehicle is idle, the air leak will be located in the LOW PRESSURE side of the air system. LOW PRESSURE side air leaks are usually in the air sleeves, the air sleeve fittings, or the air lines leading to the air sleeves.

Air leaks in the HIGH PRESSURE side are harder to detect. These leaks could be coming from one of the fittings on or around the compressor, the air filter or the pressure switch. Remember that the compressor will bleed off air pressure through the air fitting at the head ofthe compressor. This is normal. The leak could also be from the air tank or any of the fittingsbetween the compressor and the leveling valve. If an air leak cannot be found in the HIGH PRESSURE side, the check valve could be faulty, allowing air to backflow through the compressor head.

To test the check valve, allow the compressor to run until it shuts off. Place the transmissionin a drive gear. Disconnect the airline at the head of the compressor. If air continues to flowthrough the compressor head until the compressor comes on again, the check valve is faultyand will need to be replaced.

2.23 Replacing Air Sleeves

1. Kneel the Vehicle to release the air out of the air system and turn the “kneel” switch off.

2. Jack the rear of the vehicle on the axle and remove the wheel on the side of the air sleeve to be replaced.

3. Using a second jack, jack up the body of the vehicle to remove any pressure on theair sleeve.

4. Loosen the air fitting and remove the air line.5. Unthread the nut on the top of the air sleeve. Jack up the body to allow the air sleeve

to clear the upper bracket. Unscrew the sleeve from the lower bracket.6. Thread on the new air sleeve to the stud tightly. Mark the stud at the top of the air

sleeve on the side nearest to the tire. Loosen the air sleeve from the bottom stud fourturns.

7. Lower the vehicle onto the air sleeve and loosely install the jam nut.8. Install the 90 degree elbow and tighten so it faces towards the front of the vehicle with

respect to the mark.



9. Thread air sleeve back on to lower stud an tighten.10. Tighten jam nut, install air line and test with a soapy water solution for air leaks.

2.24 Testing and Adjusting the Leveling Valve

To test the leveling valve for proper operation and right height, engage the vehicle in “Drive”and turn the kneel switch to the “On” position. The leveling valve should maintain the vehicleat a normal ride height. If you suspect the vehicle’s ride height is too high or too low, first check that the arm which attaches to the axle is not disconnected and check the air compressor to assure there is adequate pressure to raise the vehicle. (To test the compressor, see section 3.41) If the compressor is functioning properly, the linkage arm is connected and the ride height is still too high or low, follow the instructions below to adjust theleveling valve:

1. Raise and set vehicle on jack stands in a level position. (Make sure the jack standsare under the rear axle).

2. With the vehicle in “Drive” and the Kneel Switch “On”, measure the distance from thebottom of the gas tank to the top of the axle housing. Proper ride height should be 5 inches for 95 and older Chrysler vehicles. For Ford and 96 and newer Chrysler vehicles, the height should be set at 10 1/4” from the top of the rear axle to the bodycross member.

3. Disconnect the Leveling Valve linkage arm from the axle.4. If the distance is less than specified, push the linkage arm up until the distance is

correct. If the distance is too high, lower the linkage arm until the vehicle is at the correct ride height.

5. Once the vehicle is at the proper ride height, adjust the linkage arm unit so it can bereconnected to the axle housing.

6. These ride heights are standard from the factory. If the heights are set higher, the vehicle will ride more harsh: if the heights are set lower, the vehicle may bottom out.



Power Door Operation

The Vantage door operator is located behind the right rear interior panel. The unit is a cable and pulley system consisting of an electric motor and clutch system, an aluminum spool, several pulleys, and 2 cables.

The door operator system and its operation is described as follows:

The power door operator is activated by one of the three door/ramp toggle switches, key switch, magnetic switch or remote control. It can also be operated manually at any time if there ever is a power loss. As long as the sliding passenger door is unlocked and the vehicle is in“Park” or “Neutral”, the door will operate.

There are two separate cables which are responsible for the opening and closing of the door. Thecable which opens that door runs off the spool toward the rear of the vehicle through an opening inthe body wall. The cable then runs under the exterior door track cover, and attaches to the middledoor rail hinge at the rear of the sliding door. The cable which opens the door runs forward off of thespool through the “C” pillar and attaches to the rear door hinge at nearly the same location as the rearcable. The power door operator is powered through the VMV 1 and VMV 2 Control Module whoselocation and function is described in Section 1.43 and 1.44 herein.

In the even a door cable breaks or is damaged, refer to section 3.31 titled Door Cable Replacement.

The Vantage power door operator operates in sequence with the power ramp system. When the doorfully opens, the ramp will automatically begin to deploy. This is accomplished by means of a limitswitch which is located at the spool axle located behind the passenger side interior panel at the rearof the vehicle. As the door fully opens, it depresses the limit switch which in turn activated the rampdown relay in the VMV 1 Control Module. Another limit switch is installed on the ramp swing awayfeature which prevents the door from operating when the ramp is not fully locked into its normalposition. For technical information on the limit switches and wiring, refer to the writing schematic insections 6.10 herein.

Emergency Door Release

In the event of an electrical or mechanical failure with the door operator, the sliding door can beopened, closed, locked, and unlocked exactly the same way as an O.E.M. sliding door. There is noemergency door release required. The cables that open and close the door are free to move at anytime. The cables never come off of the sliding door or spool due to the electromagnetic clutch. Thesliding door, when manually opened or closed, now has slightly more resistance than the O.E.M.sliding door. This is normal; the slight increase in resistance is due to the cable tensioners, cables,and pulleys.


3.31 Door Cable Replacement - 1996 and Later Chrysler and Fords Delivered After April 1, 1997

1. Remove the inside, right rear panel to expose the door operator unit.2. Unhook both spring tensioners on the door operator. Remove the exterior door track

POWER DOOR SYSTEM3.00

3.10

3.20

3.30


panel and remove the cable(s) to be replaced.3. Loop the thimble end of one (1) door cable assembly over the 1/4” stud at the front of

the sliding door and thread a 1/4-28 locknut on the stud. Tighten enough to allow thethimble to move about freely.

4. Loop the thimble of the other cable around the rear 1/4” stud on the door hinge. Seethe following photograph.

5. Thread the rear cable around the pulley and through the slot in the rear body panel and into the vehicle.

6. Thread the front cable through the slot at the “C” pillar and into the vehicle.7. Thread the front cable through the first 3 pulleys on the inside of the vehicle.8. Run the door operator so the spool runs as far “up” or towards the top of the door

operator body as possible. Back the spool down until the set screw holes are facingout. The spool has two (2) sections; the top spool and the bottom spool. Mark a linebetween the spool cable mounting set screw holes. This is the starting mark. See thefollowing photograph:

9. With the starting mark in the 12:00 position, run the spool down (counter clockwise) 5 3/4 revolutions and orient the set screw on the front spool to the 2 O’clock position.

POWER DOOR SYSTEM con’t3.00


Front Cable

Rear Cable

Starting Mark at12:00 Position

10. Position the sliding door in it’s full open position.11. Take the front cable, thread it through the remaining pulleys and wrap it over

the bottom section of the spool and around 1 complete revolution. Make sure cabletensioner is in the up position.

12. Move the front tensioner arm down until the center of the bolt stud is even with the bottom of the “c” notch next to the tensioner arm. See the following photograph.

13. Mark the cable at the point where it will come out of the exit hole in the spool.14. Cut off the excess length of cable at the mark you made.15. Thread the cable through the hole until the end of the cable pokes through the exit

hole. Tighten the set screw on the cable.16. Bring the door forward by winding the front cable on the spool so that the rear hinge

on the sliding door is located at the corner of the body at the “C” pillar. The set screwon the top section of the spool should be at the 10:00 position.

17. Thread the cable through the rear cable pulleys to the top spool and wrap the cable over the top spool and around one (1) complete revolution. With the cables pulled tight, but not anchored, set the rear tensioner arm so that the center of the bolt studon the of the rear tensioner pulley is flush with the bottom edge of the rear door operator assembly. See the following photograph



“C” Notch

Align Center ofPulley Bolt withRight Edge of “C”Notch as Shown

Center of Pulley BoltAligns With BottomEdge of DoorOperator Body asShown

18. Mark the cable where it will come out of it’s exit hole in the spool. Cut the cable at the mark.

19. Thread the cable through the hole in the spool until the end of the cable pokes throughthe exit hole. Tighten the set screw on the cable.

20. Attach both spring tensioners on the door operator.21. Run the door forward and backward to make sure the door runs smoothly and the

cables do not overlap on each other on the spools. If the cables overlap on the spools, move the initial wrap of cable on the spools in away from where the cable feeds onto the spools.

22. Run the door forward and backward to make sure the door runs smoothly and the cables do not overlap on each other on the spools. If the cables overlap on the spools, move the initial wrap of cable on the spools in away from where the cable feeds onto the spools.

3.32 Replacing Door Motor and Clutch Assembly - Ford Through April 1, 1997 and 1995 and Older Chrysler

1. Remove passenger rear interior panel and the rear passenger seat belt retractor.2. Locate the door operator motor, clutch, and mounting bracket. Locate the output

shaft from the motor that extends out behind the rear surface of the door operator (towards the outside body of the vehicle). Locate and remove the retaining collar heldin place with a set screw.

3. Disconnect the wires going to the motor and clutch assembly. It is a good idea to mark what color wire from the motor goes to what color wire in the wiring harness inthe vehicle.

4. Locate the three ( 3 ) 1/4” socket head cap screws that hold the mounting hat to thedoor operator body. Remove the nuts that are on the back of these screws first, thenunthread the 3 screws from the door operator body; the screws are tapped into the door operator body.

5. Remove the gear from the clutch and install on the new motor and clutch assembly.6. Verify by using a straight edge that there is a 1/8” space between the bottom edge of

the gear and the bottom edge of the hat “feet”. If this gap is not present, the gear willrub against the door operator back plate.

7. Install the new motor and clutch assembly in the reverse order of steps #1 to #4.

3.33 Replacing Door Motor and Clutch Assembly- 1996 and Newer Chrysler and FordAfter April 1, 1997

1. Remove the front half of the passenger rear interior wall.2. Remove the O.E.M. speaker from the vehicle.3. Remove the three 1/4”-28 UNF x 3/4” Hex Head Bolts holding the motor and clutch

plate to the top of the door operator body. Two are located behind the gear head ofthe motor near the outside body of the vehicle; need to use a deep socket with an extension to get to these.

4. Remove the front spring tensioner arm from the door operator.5. Loosen and remove the pulley and bracket that guides the front door operator cable

onto the spool; the motor and clutch assembly will not come out if this is not completely removed. A good idea is to mark the outline of this bracket on the door operator body to facilitate reinstalling the bracket; this will make it easier to line up the



front door cable.6. Disconnect both wires going to the motor and clutch at their connectors. It is a good

idea to mark what color wire from the motor goes to what color wire in the wiring harness in the vehicle.

7. Lift the motor and clutch assembly straight up 1/2”. Slide the motor and clutch out; there is not much room, it is a tight fit.

8. Install the new motor and clutch unit to the door operator in the reverse order of steps#1 through #7 listed above in this section.

3.34 Replacing a Door Operator Motor - Ford Through April 1, 1997 and 1995 and Older Chrysler

1. Remove passenger side rear interior panel and the rear passenger seat belt retractor.2. Locate the door operator motor, clutch, and mounting bracket. Locate the output

shaft from the motor that extends out behind the rear surface of the door operator ( towards the outside body of the vehicle ). Locate and remove the retaining collar heldin place with a set screw.

3. Disconnect the wires going to the motor and clutch assembly. Mark which color wirefrom the motor goes to what color wire in the wiring harness in the vehicle.

4. Locate the three ( 3 ) 1/4” socket head cap screws that hold the mounting bracket tothe door operator body. Remove the nuts that are on the back of these screws first,then unthread the 3 screws from the door operator body; the screws are tapped intothe door operator body.

5. Remove the motor and clutch assembly.6. Remove the jam nuts holding the anti rotation tab on the clutch to the anti rotation pin.7. Cut the wiring connections to the clutch.8. Remove the set screws holding the clutch onto the motor shaft and slide the clutch

off. THE CLUTCH SHOULD NEVER BE DISASSEMBLED.9. Remove the three 1/4” socket head cap screws holding the motor to the motor hat.10. Compare the new motor shaft with the old motor shaft. The new motor shaft has to

be cut to the same length and have “flats” ground on it to match the old motor. The measurement of the location of the clutch onto the motor shaft must be the same asthe original motor and clutch system.

11. Install the new motor to the motor hat with the 3 socket head cap screws.12. Slide the clutch onto the motor shaft. Before tightening the set screws holding the

clutch to the motor shaft, the following MUST be verified.a. Place a straight edge across the bottom of the motor hat “feet”.b. There must be a minimum of 1/8” clearance between the straight edge and

the bottom surface of the clutch gear. IF THE 1/8” CLEARANCE IN NOT PRESENT, THE BOTTOM SURFACE OF THE GEAR WILL RUB AGAINSTTHE DOOR OPERATOR BACK PLATE.

c. Verify that the 2 set screws in the clutch collar are lined up with the 2 “flats” on the output shaft of the motor. IF THE SET SCREWS DO NOT MATE WITH THE FLATS, THE CLUTCH WILL SPIN AND THE DOOR OPERATORWILL NOT OPERATE PROPERLY.

d. The clutch anti rotation pin must be in the clutch anti rotation tab. Do not re-install the jam nuts on the anti rotation pin.

13. Tighten the set screws holding the clutch collar to the output shaft of the motor. 14. Re-connect both wires to the clutch; it does not matter which wire goes to which wire.



15. Re-install the motor and clutch assembly to the door operator in the reverse order ofsteps #1 through #5.

3.35 Replacing a Door Operator Motor - 1996 and Newer Chrysler and Fords Delivered After April 1, 1997

1. Remove the front half of the passenger rear interior wall.2. Remove the O.E.M. speaker from the vehicle.3. Remove the three 1/4”-28 UNF x 3/4” hex head bolts holding the motor and clutch

plate to the top of the door operator body. Two are located behind the gear head ofthe motor near the outside body of the vehicle; use a deep socket with an extensionto get to these.

4. Remove the front spring tensioner arm from the door operator.5. Loosen and remove the pulley and bracket that guides the front door operator cable

onto the spool; the motor and clutch assembly will not come out if this is not completely removed. A good idea is to mark the outline of this bracket on the door operator body to facilitate reinstalling the bracket; this will make it easier to line up thefront door cable.

6. Disconnect both wires going to the motor and clutch at their connectors. It is a goodidea to mark what color wire from the motor goes to what color wire in the wiring harness in the vehicle mark which color wire from the motor goes to what color wirein the wiring harness in the vehicle.

7. Lift the motor and clutch assembly straight up 1/2”. Slide the motor and clutch out.8. Cut wiring connections to clutch.9. Mark on the output shaft of the door operator motor where the top edge of the clutch

collar is located. The new clutch and it’s collar must be installed to this exact same position; if the clutch is too high or low on the shaft, the gear will not mesh correctly through it’s operation.

10. Remove both set screws holding the clutch collar to the output shaft of the motor.11. Slide clutch off of motor shaft. THE CLUTCH SHOULD NEVER BE

DISASSEMBLED!!!12. Remove the three 1/4”-28 UNF x 3/4” socket head cap screws holding the door motor

to the motor mounting plate. 13. Compare the new motor shaft with the old motor shaft. The new motor shaft has to

be cut to the same length and have “flats” ground on it similarly. The measurement of the location of the clutch onto the shaft of the motor must be the same as the original motor and clutch system.

14. Install the new motor to the motor plate with the three socket head cap screws.15. Install clutch and gear onto output shaft of motor.16. Before tightening the set screws holding the clutch to the motor shaft, the following

MUST be verified.a. Verify that the clutch collar is at the mark on the motor shaft.b. Verify that the 2 set screws in the clutch collar are lined up with the 2 “flats”

on the output shaft of the motor. IF THE SET SCREWS DO NOT MATE WITH THE FLATS, THE CLUTCH WILL SPIN AND THE DOOR OPERATORWILL NOT WORK PROPERLY.

c. The clutch anti rotation pin must be in the clutch anti-rotation tab.17. Tighten set screws holding clutch collar to output shaft of motor.18. Reconnect both wires to the clutch; it does not matter which wire goes to which wire.19. Reinstall the motor and clutch unit to the door operator in the reverse order of steps#1

through #7 listed above in this section.



New Style Door Operator

3.41 Door Jamb Switch

The Door Jamb Switch is located on the body of the vehicle on the door jamb on the “C” pillar.This switch serves 2 purposes. First, it prevents the door operator from pulling on the slidingdoor if it is locked. The door has to be away from the vehicle body before it will activate thedoor operator. The switch also provides a slight delay between the door unlatching and the door operator pulling the door open.

3.42 Sliding Door Contact Switch

The Sliding Door Contact Switch is located on the inside edge of the sliding door and are spring loaded to provide contact with the “B” pillar contact plate until the latch has completelycleared the striker power to the door unlatch solenoid. See photograph above.

3.43 Door Latch Solenoid

The Door Latch Solenoid is located inside the sliding door. When activated, the solenoid pullson the latch release rod running to the rear of the sliding door. This unlatches the door.

3.44 Door Open Limit Switch

The Door Open Limit Switch indicates to the system that the door is open and the ramp canbe deployed. The door open limit switch is located on the spool of the door operator. The door operator stops are also located at the door operator spool to prevent the spool from crushing the Door Open Limit Switches. See photograph below.

3.40



Door Jamb Switch

Sliding Door ContactSwitch



Door Open Limit Switches

Summit Ramp Operation (Built prior to May 26, 1997)

The Vantage Summit power ramp system on all Summit conversions built prior to May 26, 1997, ispowered by a vertically mounted Linac actuator. The ramp motor is controlled by two relays, a rampup relay and a ramp down relay which are located within the VMV 1 Control Module. Only after thepower operated door has completely opened and has made contact with the door open limit switchwill the ramp deploy. The travel of the ramp is controlled by two limit switches. These limit switchesare internally mounted within the actuator housing. One switch limits the travel of the ramp downwardand the other limits the upward travel. To adjust or repair these switches, see section 4.22 herein.

The Vantage power ramp system, as well as the manual ramp system, comes standard with a swingaway “gate” feature. This allows able bodied passengers to enter and exit the vehicle though the sidedoor without deploying the ramp. This is to be used only when the ramp is in the full upright position.To operate the swing away ramp feature, pull up on the gate latch release lever located on the insideof the “B” pillar and pull the ramp outward. The release lever is connected to a cable which in turnlifts a spring loaded latch at the bottom of the door threshold.

A third limit switch is located at the top of the vertical actuator mounting post which serves todeactivate the power door and power ramp operation when the ramp is being used in the swing awaymode. This prevents the ramp from hitting the door when it is swung open and raising simultaneously.It also prevents the door from closing on the ramp when the ramp is swung open. For moreinformation on the wiring and switching of the Summit power door and ramp systems, please seesection 6.10 herein.

It is important to note that just because the sliding door opens and closes it does not mean that theramp is completely latched in place at the “B” pillar. Always make sure the ramp is securely latchedbefore operating the door and ramp system.

REPAIRS AND ADJUSTMENTS

4.21 Actuator Replacement

To replace the Linac actuator, which is standard equipment on all Summit models, please follow these instructions:

1. Open the sliding door and lower the ramp to the ground.2. Pull the emergency release handle.3. Remove the black actuator cover by loosening the screws holding it.4. Unplug the electrical leads and unbolt the actuator unit from the lever arm.5. Remove the bushings from the actuator and install in the new unit.6. Mount the new actuator in the reverse order as above.

4.22 Limit Switch Adjustments

For proper Summit Ramp limit switch adjustment follow the following instructions:

The RAMP DOWN limit switch (upper switch) should be tested with the kneel switch in the “Off” position. With the ramp fully deployed and resting on the ground, the ramp lift arm shouldstop when the arm is 1/4 to 1/2 inch away from the lower roller assembly on the sliding door.

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The RAMP UP limit switch (lower switch) should be adjusted to where the bolt mounted to theside of the main actuator post fits snugly into the slotted bracket mounted to the side of the Summit ramp.

4.23 Replacing the Ramp Cable

You will need one (1) Ramp Cable Assembly (part # SA2006) and then proceed as follows:

1. With the vehicle in the Kneeling position and the ramp down, place a 4 inch block under the front edge of the ramp. (out at the very end)

2. Bolt the thimble end of the cable to the proper location on the ramp side.3. Run the 4 cable over and around the pulley at the base of the Summit ramp.4. Using the extra thimble and sleeve, attach the end of the cable to the stud at the top

edge of the ramp flap. Thread a 1/4-28 locknut onto the stud and tighten to allow cable to move about freely.

4.24 Replacing a Summit Lift Arm Assembly

You will need one (1) complete Summit Lift Arm Assembly:

Ford and 96 Chrysler Part #: SA200295 and Older Chrysler LWB Part #: SA200995 and Older Chrysler SWB Part #: SA2010

1. Remove the existing Summit Lift Arm, Shaft, and Lever Arm from the main support post and actuator.

2. Install the New Lever Arm to the New Shaft. Install the 2 keys, hardened washer, and the flat head cap screw. The keys and key ways are designed with an interference fit and it will require the keys to be driven into the key ways.

3. Install the lever arm and shaft into the main support post and attach to the actuator.If the shaft does not fit into the tubing, there may be a burr on the new shaft or in thetubing. If necessary, use a reamer to clean out the tubing.

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Ramp Down LimitSwitch

Ramp Up Limit Switch

4. Install the new lift arm onto the shaft. Note that the lifting arm can be in 1 of 2 positions. If the actuator is completely retracted into itself, the end of the lifting arm should be near the lower roller assembly on the sliding door.

5. Install the 2 keys, hardened washer, and flat head cap screw.6. Adjust the ramp up and down limit switched for correct tightness on the ramp.




Summit Ramp Operation (Power and Manual System Built After May 26, 1997)

The Vantage Summit power ramp system, built after May 26, 1997, is powered by a compact 12v dcmotor. The motor drives a shaft through a small electromagnetic clutch which in turn drives a set ofgears to lift and deploy the ramp. The clutch allows the ramp gears to work independently of the motorto allow manual ramp operation at any time as long as the vehicle is in “park”. If the vehicle is in a“drive” gear the clutch is electrically activated to prevent manual operation. The clutch is alsoactivated any time a door/ramp switch is activated. The ramp system is “counter balanced” by the useof a coil spring located in a metal tube mounted to the ramp post. As the ramp deploys the springtension increases. This spring tension greatly reduces the force needed to lift the ramp allowing thecompact motor to function as the power lift mechanism. Secondly, the spring tension allows the rampto be manually lifted with a fraction of the lifting force required if a counter balance spring were notincorporated into the design.

The ramp motor is controlled by two relays, a ramp up relay and a ramp down relay which are locatedwithin the VMV 2 Control Module. Only after the power operated door has completely opened and hasmade contact with the door open limit switch will the ramp deploy. The travel of the ramp is controlledby two limit switches. These limit switches are externally mounted to the counterbalance springhousing tube. One switch limits the travel of the ramp downward and the other limits the upward travel.To adjust or repair these switches, see section 4.22 herein.

The Vantage power ramp system, as well as the manual ramp system, comes standard with a swingaway “gate” feature. This allows able bodied passengers to enter and exit the vehicle though the sidedoor without deploying the ramp. This is to be used only when the ramp is in the full upright position.To operate the swing away ramp feature, pull up on the gate latch release lever located on the insideof the “B” pillar and pull the ramp outward. The release lever is connected to a cable which in turnlifts a spring loaded latch at the bottom of the door threshold. When the release lever is lifted a thirdlimit switch located at the gate latch is activated. This limit switch, when activated, applies power tothe clutch to prevent the ramp from being manually deployed when the ramp is being used in the swingaway mode.

A fourth limit switch is located at the top of the vertical ramp motor mounting post which is activatedafter the ramp has swung open and the gate latch release lever has been let go. When activated,continual power is applied to the clutch until the ramp is locked back into the gate latch. It alsoprevents the door from closing on the ramp when the ramp is swung open. For more information onthe wiring and switching of the Summit power door and ramp systems, please see section 6.10 herein.

It is important to note that just because the sliding door opens and closes it does not mean that theramp is completely latched in place at the “B” pillar. Always make sure the ramp is securely latchedbefore operating the door and ramp system.


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REPAIRS AND ADJUSTMENTS

WARNING!

Whenever you service any part of the ramp drive mechanism of the Summit Ramp system with the counter balanced spring design, you must follow these critical safetyinstructions as the spring system is under a constant high tension spring load. If dismantled improperly serious bodily injury may occur:

1. Remove plastic ramp motor cover.2. Place ramp in full upright position.3. Loosen spring tension adjustment screw at top of spring housing.

4.41 Summit Ramp Motor Replacement

To replace the Summit ramp motor follow these instructions:

1. Remove plastic ramp motor cover.2. Place ramp in full upright position.3. Loosen spring tension adjustment screw at top of spring housing. (see photo above)4. Disconnect the electrical leads to the ramp motor.5. Loosen and remove both 3/8” bolts holding ramp bracket to the ramp post.6. Drive roll pin connecting the motor shaft to the clutch out and loosen set screw.7. Unbolt motor from mounting bracket and replace.

4.42 Summit Ramp Clutch Replacement

To replace the Summit ramp clutch follow these instructions:

1. Remove plastic ramp motor cover.2. Place ramp in full upright position.3. Loosen spring tension adjustment screw at top of spring housing. (see phot above)4. Disconnect the electrical leads to the clutch.5. Loosen and remove both 3/8” bolts holding ramp bracket to the ramp post.6. Remove roll pin connecting the motor shaft to the clutch out and loosen set screw.7. Remove roll pin and loosen set screw at collar connecting the clutch shaft to the drive

gear shaft.8. Remove and replace clutch.


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4.43 Summit Ramp Limit Switch Adjustments

For proper Summit Ramp limit switch adjustment follow the following instructions:

With the van in the kneeling position, the “Ramp Down” limit switch (upper switch) should be adjusted so that power is cut to the ramp motor when the ramp is fully deployed and resting on the ground.

The “Ramp Up” limit switch (lower switch) should be adjusted to where the bolt mounted to the side of the main actuator post fits snugly into the slotted bracket mounted to the side of the Summit ramp.

4.44 Replacing the Ramp Cable

You will need one (1) Ramp Cable Assembly (part # SA2006) and then proceed as follows:

1. With the vehicle in the Kneeling position and the ramp down, place a 4 inch block under the front edge of the ramp. (out at the very end)

2. Bolt the thimble end of the cable to the proper location on the ramp side.3. Run the cable over and around the pulley at the base of the Summit ramp.4. Using the extra thimble and sleeve, attach the end of the cable to the stud at the top

edge of the ramp flap. Thread a 1/4-28 locknut onto the stud and tighten to allow cable to move about freely.

4.45 Replacing the Summit Lift Arm Assembly or Drive Gears

WARNING!

Whenever you service any part of the ramp drive mechanism of the Summit Ramp system with the counter balanced spring design, you must follow these critical safetyinstructions as the spring system is under a constant high tension spring load. If dismantled improperly serious bodily injury may occur:

1. Remove plastic ramp motor cover.2. Place ramp in full upright position.3. Loosen spring tension adjustment screw at top of spring housing.


Ramp DownLimit Switch

Ramp UpLimit Switch


To access Lift Arm Assembly and Drive Gears

1. Remove plastic ramp motor cover.2. Place ramp in full vertical position.3. Loosen spring tension adjustment screw at top of

spring housing.4. Manually push ramp out far enough to loosen the

allen screw which holds the Summit Lift Arm in place. DO NOT REMOVE LIFT ARM!!! (See photo)

5. Pull ramp back into full upright position.6. Remove the three bolts holding the large gear to

the lift arm/cam assembly. Remove the large gear.

7. Remove lift arm from shaft.8. Lift up on counter balance spring tube9. Pull cam and shaft out of ramp post. (See photo)10. Remove and replace worn or damaged part(s)

and reassemble in reverse order.


Summit LiftArm

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Northstar Ramp Operation

The Vantage Northstar power ramp system is powered by a small 12 volt motor located under theramp mechanism. The motor drives an “Acme” screw drive by means of a timing belt. A specialreleasing nut provides for the manual release in the event of a power failure. As is with the Summitramp system, power to the drive motor is controlled by two relays, a ramp up relay and a ramp downrelay located within the VMV 1 Control Module. Only after the power operated door has completelyopened and has made contact with the door open limit switch will the ramp deploy. The travel of theramp is controlled by two limit switches. These limit switches are located under the floor plate, insidethe ramp compartment. One switch limits the travel of the ramp outward and the other limits theinward travel. To adjust or repair these switches, see section 6.22 herein.


5.21 Removing the Floor Plate

To access the power slide out ramp mechanism, follow the following simple instructions:

1. Remove the front removable seat bases, and transfer seat, EZ-Lock, or whatever extends out over the middle floor plate behind the middle restraint track.

2. Unbolt the allen head bolts which hold the floor plate in place; 3 are along the front3. Carefully lift and rotate the floor plate to a vertical position and remove through the

sliding door.

5.22 Limit Switch Adjustment

Rear Limit Switch (Ramp Closed)

The rear limit switch, which controls the travel of the ramp into the vehicle is adjusted by firstremoving the floor plate ad then adjusting the threaded stop in or out on the ramp trolley.

Front Limit Switch (Ramp Open)

The front limit switch, which controls the travel of the ramp out of the vehicle, is a magnetic switch. This switch is permanently mounted at the factory and shouldn’t need adjusting.

5.23 Adjusting the Timing Belt

The timing belt, which drives the acme screw, should be taught but not overly tight. The beltshould track evenly on the 3 inch pulley without overhang. To adjust, loosen the motor mountbolts and slide the motor side to side until the belt tension and tracking is ideal. Run the rampin and out to check for proper belt tracking.

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5.24 Adjusting the Emergency Ramp Release Cable

1. Turn the kneel switch on the dash off.2. Run the ramp out of the vehicle completely.3. Lift the end of the ramp up and hold in place with a jackstand or similar object.4. Loosen the jamb nuts on the turn buckle and adjust the turnbuckle to either tighten

or loosed the releasing cable.5. Replace and secure the jamb nuts.6. the kneel switch on, and run the ramp in and out several times. If the releasing cable

is too tight if the releasing mechanism releases itself, if it is too loose the cable will sag.

5.25 Replacing the Releasing Half Nut Assembly

1. Remove the floor plate.2. Remove the four (4) bolts which hold the ramp to the ramp trolley.3. Disconnect the emergency ramp release cable from the half nut assembly.4. Remove the two (2) flat head cap screws which hold the black plastic positioning

block which guides the acme screw up and down.5. Deploy the releasing arm on the half nut assembly and slide off the acme screw.6. Install the new half nut assembly in reverse order from above.

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AIR SYSTEM DIAGRAM7.00


The Vantage Trekker and ADA Citivan models are equipped with manually operated door and rampsystems and a captive air suspension system which does not have the auto level/kneel feature. Themanual systems and their operations are described as follows:

Manual Air Suspension

The manual air suspension system is configured similar to the power air suspension system in thatthe manual system uses the same air sleeves mounted in the same manner as the power system.The major differences are that the manual system does not have a leveling valve, compressorsolenoid valves or reserve air tank. The manual air system is a “captive” air system meaning that theair in the air sleeves remains until there is a leak or air is manually released. This is a LOWPRESSURE system only.

The air sleeves play and important role in the vehicle’s suspension and braking operations. Duringthe conversion process, one leaf spring is removed from each side of the rear suspension on theChrysler products and the coil springs are completely removed on the rear suspension on the Fordproducts. It is for this reason that the air sleeves serve as necessary support to original rearsuspension. Removing them or modifying their operation is strongly discouraged and may result ininjury.

The air sleeves can be manually inflated or deflated by means of a small air valve located behind thefuel filler cap door. Pressure inside this system should be maintained between 60-70 psi.

The only air line fittings on the manual system are as follows:1. Manual air fill valve.2. 90 degree elbow on top of each air sleeve.3. Tee connecting both air sleeves together.4. Tee connecting air sleeves to manual air fill valve.5. The air sleeves themselves.

Manual Door System

With the Vantage manual door system, all of the locks, latches, hinges and door tracks are nonmodified and are OEM, therefore there is very little to maintain or service. All of the original locks,handles and latches operate as they do prior to the conversion. The bottom of the door has beenextended using a steel front piece and a steel back plate.

To service the door system, clean the inside of the lower door track and the door threshold on amonthly basis.

Manual Ramp System

The Vantage manual ramp system consists of a manually operated folding ramp. The ramp alsofeatures the same swing away and latching system as the Summit ramp system. the manual rampsystem is virtually maintenance and service free however it is important to periodically lubricate thehinges with WD-40 and wipe the lower threshold clean of dirt and debris.

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