Thanks MEx. I've never seen a code 41, 46 or 47 which supposedly would illuminate the CEL according to my Factory service manual..
Note, do not install 194 t10 LEDs in place of incandescent 194 bulb in CEL. It flashes on and off rapidly, randomly.
The bilge blower will certainly be easier to hook to my 3 inch flexible metal tubing for an Alternator CAI. If activated by a snap switch it could also prevent some heatsoak on engine shutdown from raising battery temperature.
My Van has no battery temperature sensor. The ECM does have a vent tube, which splits off the engine intake CAI. I believe the engine pulls underhood air through the ECM via this tube, as I cannot see any air charge sucked in by the engine just splitting off of the main CAI with its own momentum and going through the ECM in that direction
Perhaps this is a major factor in how the ECM decides what voltage to allow (13.7v or 14.9v or 14.1v are the big 3 chosen setpoints ), by the air temp sucked through the ECM.
The vent tube enters the ECM over the lower left portion of the following photo. The passive vent is on the right side, so I believe underhood engine air is drawn in from right to left.
Please note this pic is my older original failed ECM, not the current functioning one.
When I do drive around without my engine cover removed, I can feel when the thermostat opens and the radiator sends huge amounts of heat back at me, and when it restricts coolant flow as well as temps drop. So perhaps this radiator heat is felt by the ECM, at which point is restricts voltage to 13.7v. It does seems as if highway driving allows 14.7v to 14.9v more steady than slower around town driving.
The engine computer In mopar's ultimate wisdom, is located directly above the engine on the highest part of the firewall.
