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CHRYSLER
CORPORATION
1993
SERVICE MANUAL
CONCORDE
INTREPID
VISION
To order the special service tools used and illustrated, please refer to the instructions on inside back cover.
NO PART OF THIS PUBLICATION MAY BE
REPRODUCED, STORED IN A RETRIEVAL
SYSTEM, OR TRANSMITTED, IN ANY FORM
OR BY ANY MEANS, ELECTRONIC, ME-
CHANICAL, PHOTOCOPYING, RECORDING,
OR OTHERWISE, WITHOUT THE PRIOR
WRITTEN PERMISSION OF CHRYSLER
CORPORATION.
Chrysler Corporation reserves the right to make changes in design or to make additions to or improvements in its products without imposing any obligations upon itself to install them on its products previously manufactured.
Litho in U.S.A. Copyright © 1992 Chrysler Corporation 15M0692
NEXT PAGE
FOREWORD
The information contained in this service manual has been prepared for the professional automotive technician involved in daily repair operations. This manual does not cover theory of operation, which is addressed in service training material. Information describing the operation and use of standard and optional equipment is included in the Owner’s Manual provided with the vehicle.
Information in this manual is divided into groups. These groups contain general information, diagnosis, testing, adjustments, removal, installation, disassembly, and assembly procedures for the components.
The Component and System Index of this manual identifies the correct group for the component or system to be serviced. In addition, a Service Manual Comment form is included at the rear of this manual. Use the form to provide Chrysler Corporation with your comments and suggestions.
To assist in locating a group title page, use the Group Tab Locator on the following page. The solid bar after the group title is aligned to a solid tab on the first page of each group. The first page of the group has a contents section that lists major topics within the group.
Throughout this manual, the vehicle family code, LH, is used when descriptions or procedures apply to all three models, Concorde, Intrepid and Vision.
Tightening torques are provided as a specific value throughout this manual. This value represents the midpoint of the acceptable engineering torque range for a given fastener application. These torque values are intended for use in service assembly and installation procedures using the correct OEM fasteners. When replacing fasteners, always use the same type (part number) fastener as removed.
Chrysler Corporation reserves the right to change testing procedures, specifications, diagnosis, repair methods, or vehicle wiring at any time without prior notice or incurring obligation.
NOTE: The acronyms, terminology and nomenclature used to identify emissions related components in this manual may have changed from prior publications. These new terms are in compliance with S.A.E.
recommended practice J1930. This terminology standard (J1930) is required to comply with the 1993
California Air Research Board (CARB) requirements.
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GROUP TAB LOCATOR
Introduction
0
Lubrication and Maintenance
2
Suspension and Driveshaft
5
Brakes
7
Cooling System
8
Electrical
9
Engines
11
Exhaust System and Intake Manifold
13
Frame and Bumpers
14
Fuel System
19
Steering
21
Transaxle
22
Wheels and Tires
23
Body Components
24
Heating and Air Conditioning
25
Emission Control Systems
Component and System Index
Service Manual Comment Forms (Rear of Manual)
LUBRICATION AND MAINTENANCE 0 - 1
LUBRICATION AND MAINTENANCE
CONTENTS
page
CHASSIS AND BODY
. . . . . . . . . . . . . . . . . . . . 15
DRIVETRAIN
. . . . . . . . . . . . . . . . . . . . . . . . . . . 13
page
ENGINE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
INDEX page
Classification of Lubricants
. . . . . . . . . . . . . . . . . . 1
Fluid Capacities
. . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Usage
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Hoisting Recommendations
. . . . . . . . . . . . . . . . . . 4
Introduction
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
page
Jump Starting Procedure
. . . . . . . . . . . . . . . . . . . . 4
Parts and Lubricant Recommendations
Parts Requiring No Lubrication
. . . . . . . . . . . . . . . 2
Severe Service
. . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Towing Recommendations
. . . . . . . . . . . . . . . . . . . 5
INTRODUCTION
Chrysler Corporation has compiled recommended lubrication and maintenance schedules and procedures to help reduce premature wear or failure over a broad range of operating conditions. When selecting the proper maintenance schedule, the climate and operating conditions must be considered. A vehicle subjected to severe usage requires more frequent service than a vehicle used for general transportation.
PARTS AND LUBRICANT RECOMMENDATIONS
When service is required, Chrysler Corporation recommends that only Mopar t brand parts, lubricants and chemicals be used. Mopar provides the best engineered products for servicing Chrysler Corporation vehicles.
SEVERE SERVICE
If a vehicle is operated under any of the following conditions, it is considered severe service.
• Extremely dusty areas.
• 50% or more of vehicle operation in 32°C (90°F) or higher temperatures.
• Prolonged idling (such as, vehicle operation in stop and go traffic).
• Frequent short running periods. Not allowing engine to warm to operating temperatures.
•
Police or taxi usage.
FUEL USAGE
All Chrysler Corporation engines require the use of unleaded fuel to reduce exhaust emissions. See Engine section of this group and Group 14, Fuel for fuel recommendations.
CLASSIFICATION OF LUBRICANTS
Only lubricants that are endorsed by the following organization should be used to service a Chrysler
Corporation vehicle.
•
Society of Automotive Engineers (SAE)
• American Petroleum Institute (API)
• National Lubricating Grease Institute (NLGI)
ENGINE OIL
SAE GRADE RATING INDICATES ENGINE OIL VISCOSITY
• SAE 30 = single grade engine oil.
• SAE 5W-30 = multiple grade engine oil.
API QUALITY CLASSIFICATION.
• SG service engine oil is a high quality crankcase lubricant designed for use in all naturally aspirated engines.
• SG/CD service engine oil is a high performance crankcase lubricant designed for use in all gasoline or diesel engines.
GEAR LUBRICANTS
SAE ratings also apply to multiple grade gear lubricants. In addition, API classification defines the lubricants usage.
0 - 2 LUBRICATION AND MAINTENANCE
LUBRICANTS AND GREASES
Lubricating grease is rated for quality and usage by the NLGI. All approved products have the NLGI symbol on the label.
At the bottom NLGI symbol is the usage and quality identification letters. Wheel bearing lubricant is identified by the letter ‘‘G’’. Chassis lubricant is identified by the letter ‘‘L’’. The letter following the usage letter indicates the quality of the lubricant. The following symbols indicate the highest quality.
NLGI SYMBOL
PARTS REQUIRING NO LUBRICATION
Many components on a Chrysler Corporation vehicle require no periodic maintenance. Some components are sealed and permanently lubricated. Rubber bushings can deteriorate or limit damping ability if lubricated. The following list of components require no lubrication:
• Air Pump
• Generator Bushings
• Drive Belts
• Drive Belt Idler/Tensioner Pulley
• Wheel Bearings
• Rubber Bushings
• Starter Bearings/Bushings
• Suspension Strut Bearings
• Throttle Control Cable
• Throttle Linkage
• Water Pump Bearings
FLUID CAPACITIES
Fuel Tank..............................................68L (18 gal.)
Engine Oil
3.3L...........................................................4.7L (5 qts.)
3.5L........................................................5.2L (5.5 qts.)
Cooling System
3.3L................................................10.74L (10.17 qts.)
3.5L................................................12.46L (11.80 qts.)
Includes heater and coolant pressure bottle
Transmission ......................................9.4L (9.9 qts.)
Differential.................................................95L (1 qt)
LUBRICATION AND MAINTENANCE 0 - 3
0 - 4 LUBRICATION AND MAINTENANCE
JUMP STARTING PROCEDURE
WARNING: REVIEW ALL SAFETY PRECAUTIONS
AND WARNINGS IN GROUP 8A, BATTERY/START-
ING/CHARGING SYSTEMS DIAGNOSTICS.
DO NOT JUMP START A FROZEN BATTERY, PER-
SONAL INJURY CAN RESULT.
DO NOT JUMP START WHEN BATTERY INDICA-
TOR DOT IS YELLOW OR BRIGHT COLOR.
DO NOT ALLOW JUMPER CABLE CLAMPS TO
TOUCH EACH OTHER WHEN CONNECTED TO A
BOOSTER SOURCE.
DO NOT USE OPEN FLAME NEAR BATTERY.
REMOVE METALLIC JEWELRY WORN ON HANDS
OR WRISTS TO AVOID INJURY BY ACCIDENTAL
ARCHING OF BATTERY CURRENT.
WARNING: WHEN USING A HIGH OUTPUT
BOOSTING DEVICE, DO NOT ALLOW DISABLED
VEHICLE’S BATTERY TO EXCEED 16 VOLTS. PER-
SONAL INJURY OR DAMAGE TO ELECTRICAL SYS-
TEM CAN RESULT.
CAUTION: When using another vehicle as a booster, do not allow vehicles to touch. Electrical systems can be damaged on either vehicle.
TO JUMP START A DISABLED VEHICLE:
(1) Raise hood on disabled vehicle and visually inspect engine compartment for:
• Battery cable clamp condition, clean if necessary.
• Frozen battery.
• Yellow or bright color test indicator, if equipped.
• Low battery fluid level.
• Generator drive belt condition and tension.
•
Fuel fumes or leakage, correct if necessary.
CAUTION: If the cause of starting problem on disabled vehicle is severe, damage to booster vehicle charging system can result.
(2) When using another vehicle as a booster source, turn off all accessories, place gear selector in park or neutral, set park brake or equivalent and operate engine at 1200 rpm.
(3) On disabled vehicle, place gear selector in park or neutral and set park brake or equivalent. Turn
OFF all accessories (Keyless Entry system must be turned OFF manually).
(4) Connect jumper cables to booster battery. RED clamp to positive terminal (+). BLACK clamp to negative terminal (-). DO NOT allow clamps at opposite end of cables to touch, electrical arc will result
(Fig. 1). Review all warnings in this procedure.
(5) On disabled vehicle, connect RED jumper cable clamp to positive (+) terminal. Connect BLACK jumper cable clamp to engine ground as close to the ground cable attaching point as possible (Fig. 1).
Fig. 1 Jumper Cable Clamp Connections
CAUTION: Do not crank starter motor on disabled vehicle for more than 15 seconds, starter will overheat and could fail.
(6) Allow battery in disabled vehicle to charge to at least 12.4 volts (75% charge) before attempting to start engine. If engine does not start within 15 seconds, stop cranking engine and allow starter to cool
(15 min.), before cranking again.
DISCONNECT CABLE CLAMPS AS FOLLOWS:
•
Disconnect BLACK cable clamp from engine ground on disabled vehicle.
• When using a Booster vehicle, disconnect BLACK cable clamp from battery negative terminal. Disconnect RED cable clamp from battery positive terminal.
• Disconnect RED cable clamp from battery positive terminal on disabled vehicle.
HOISTING RECOMMENDATIONS
Refer to Owner’s Manual provided with vehicle for proper emergency jacking procedures.
WARNING: THE HOISTING AND JACK LIFTING
POINTS PROVIDED ARE FOR A COMPLETE VEHI-
CLE. WHEN THE ENGINE OR REAR SUSPENSION
IS REMOVED FROM A VEHICLE, THE CENTER OF
GRAVITY IS ALTERED MAKING SOME HOISTING
CONDITIONS UNSTABLE. PROPERLY SUPPORT OR
SECURE VEHICLE TO HOISTING DEVICE WHEN
THESE CONDITIONS EXIST.
CAUTION: Do not position hoisting device on suspension components, damage to vehicle can result.
LUBRICATION AND MAINTENANCE 0 - 5
TO HOIST OR JACK VEHICLE SEE FIG. 2
Fig. 2 Hoisting and Jacking Points
TOWING RECOMMENDATIONS
RECOMMENDED TOWING EQUIPMENT
To avoid damage to bumper fascia and air dams use of a wheel lift or flat bed towing device (Fig. 3) is recommended. When using a wheel lift towing device, be sure the rear end of disabled vehicle has at least 100 mm (4 in.) ground clearance. If minimum ground clearance cannot be reached, use a towing dolly. If a flat bed device is used, the approach angle should not exceed 15 degrees.
Fig. 3 Recommended Towing Devices
GROUND CLEARANCE
CAUTION: If vehicle is towed with wheels removed, install lug nuts to retain brake drums or rotors.
A towed vehicle should be raised until lifted wheels are a minimum 100 mm (4 in) from the ground. Be sure there is adequate ground clearance at the opposite end of the vehicle, especially when towing over rough terrain or steep rises in the road. If necessary, remove the wheels from the lifted end of the vehicle and lower the vehicle closer to the ground, to increase the ground clearance at the opposite end of the vehicle. Install lug nuts on wheel attaching studs to retain braking discs.
SAFETY PRECAUTIONS
The following safety precautions must be considered when preparing for and during a vehicle towing operation:
• Do NOT tow vehicle with front wheels on the ground. The transaxle can be damaged.
• Secure loose and protruding parts from a disabled vehicle.
• Always use a safety chain system that is independent of the lifting and towing equipment.
• Do not allow any of the towing equipment to contact the fuel tank of the vehicle being towed.
• Do not go under the vehicle while it is lifted by the towing equipment.
• Do not allow passengers to ride in a vehicle being towed.
•
Always observe all state and local laws pertaining to warning signals, night illumination,speed, etc.
• Do not attempt a towing operation that could jeopardize the operator, bystanders or other motorists.
• Do not exceed a towing speed of 48 km/h (30mph).
• Avoid towing distances of more than 24 km
(15miles), whenever possible.
•
Never attach tow chains or a tow sling to the bumper, steering linkage, or constant velocity joints.
TIE DOWN LOCATIONS FOR FLAT BED
TOWING
There are three reinforced elongated holes on each side of the vehicle designed to serve as hold down locations. These locations can safely hold the vehicle to the towing device using T or R-hooks.
• Bottom of the front frame rail forward of the engine cradle.
•
Bottom of the forward torque box between the front frame rail and the rocker panel.
• Bottom of the rearward torque box forward of the rear wheel.
FRONT TOWING PROCEDURES
CAUTION: Do Not tow vehicle from the front with sling type towing device. Damage to bumper fascia will result.
Always tow vehicle with front wheels off the ground as shown (Fig. 4).
Use a flat bed towing device when wheel lift towing device is not available.
0 - 6 LUBRICATION AND MAINTENANCE
REAR TOWING PROCEDURES
CAUTION: Do not tow vehicle with the rear end lifted.
If damage to the vehicle prevents front towing, use a flat bed towing device.
CAUTION: Do not push the vehicle with another vehicle as damage to the bumper facia and transaxle can result.
Fig. 4 Towing
LUBRICATION AND MAINTENANCE 0 - 7
ENGINE
INDEX page
Engine Oil Filter
. . . . . . . . . . . . . . . . . . . . . . . . . . 8
Battery
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Crankcase Ventilation System
. . . . . . . . . . . . . . . 10
Drive Belts
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Emission Control System
. . . . . . . . . . . . . . . . . . . 11
Engine Air Cleaner
. . . . . . . . . . . . . . . . . . . . . . . 10
Engine Cooling System
. . . . . . . . . . . . . . . . . . . . . 9
page
Engine Oil
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Frequency of Engine Oil and Filter Changes
Fuel Filter
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Fuel Recommendations
. . . . . . . . . . . . . . . . . . . . 11
Ignition Cables
. . . . . . . . . . . . . . . . . . . . . . . . . . 11
Rubber and Plastic Component Inspection
Spark Plugs
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
FREQUENCY OF ENGINE OIL AND FILTER
CHANGES
ENGINE OIL
Road conditions as well as your kind of driving affect the interval at which your oil should be changed.
Check the following to determine if any apply to you:
• Frequent short trip driving less than 8 kilometers
(5 miles)
• Frequent driving in dusty conditions
•
Frequent trailer towing
• Extensive idling (such as vehicle operation in stop and go traffic)
• More than 50% of your driving is at sustained high speeds during hot weather, above 32°C (90°F)
If any of these apply to you then change your engine oil every 4 800 kilometers (3,000 miles) or 3 months, whichever comes first.
If none of these apply to you then change your oil every 12 000 kilometers (7,500 miles) or 6 months, whichever comes first.
If none of these apply and the vehicle is in commercial type service such as, Police, Taxi or Limousine used for highway driving of 40 kilometers (25 miles) or more between stations, the engine oil should be changed every 8 000 kilometers (5,000 miles) or 6 months.
OIL FILTER
The engine oil filter should be replaced with a new filter at every second oil change.
ENGINE OIL
WARNING: NEW OR USED ENGINE OIL CAN BE IR-
RITATING TO THE SKIN. AVOID PROLONGED OR
REPEATED SKIN CONTACT WITH ENGINE OIL.
CONTAMINANTS IN USED ENGINE OIL, CAUSED
BY INTERNAL COMBUSTION, CAN BE HAZARDOUS
TO YOUR HEALTH.
THOROUGHLY WASH EX-
POSED SKIN WITH SOAP AND WATER.
DO NOT WASH SKIN WITH GASOLINE, DIESEL
FUEL, THINNER, OR SOLVENTS, HEALTH PROB-
LEMS CAN RESULT.
DO NOT POLLUTE, DISPOSE OF USED ENGINE
OIL PROPERLY. CONTACT YOUR DEALER OR
GOVERNMENT AGENCY FOR LOCATION OF COL-
LECTION CENTER IN YOUR AREA.
BREAK-IN PERIOD
CAUTION: Wide open throttle operation in low gears, before engine break-in period is complete, can damage engine.
On a Chrysler Corporation vehicle an extended break-in period is not required. Driving speeds of not over 80-90 km/h (50-55 mph) for the first 100 km (60 miles) is recommended. Hard acceleration and high engine rpm in lower gears should be avoided.
SELECTING ENGINE OIL
CAUTION: Do not use non-detergent or straight mineral oil when adding or changing crankcase lubricant. Engine or Turbocharger failure can result.
The factory fill engine oil is a high quality, energy conserving, crankcase lubricant. The Recommended
SAE Viscosity Grades chart defines the viscosity grades that must be used based on temperature in the region where vehicle is operated and optional equipment.
Chrysler Corporation recommends that Mopar motor oil, or equivalent, be used when adding or changing crankcase lubricant. The API symbol (Fig. 1) on the container indicates the viscosity grade, quality and fuel economy ratings of the lubricant it contains.
Use ENERGY CONSERVING II motor oil with API
SERVICE SG or SG/CD classification.
• SG service engine oil is a high quality crankcase lubricant designed for use in all naturally aspirated engines.
• SG/CD service engine oil is a high quality crankcase lubricant designed for use in most naturally aspirated and turbocharged gasoline or diesel engines.
• SAE 5W-30 engine oil is recommended for use in
3.3L engines in temperatures below 38°C (100°F) to
0 - 8 LUBRICATION AND MAINTENANCE reduce low temperature cranking effort. SAE 5W-30 is recommended for use in 3.5L engines in temperatures below 0°C (32°F). SAE 5W-30 engine oil is NOT recommended for use in 3.5L engines in temperatures above 0°C (32°F).
• SAE 10W-30 engine oil is recommended for use in
3.5L engine in temperatures above -18°C (0°F).
RECOMMENDED VISCOSITY GRADES
Fig. 1 API Symbol
ENGINE OIL ADDITIVES
Chrysler Corporation recommends that Mopar Engine Oil Supplement or equivalent be used when friction and corrosion reducing materials added to the crankcase lubricant is desired.
CRANKCASE OIL LEVEL INSPECTION
CAUTION: Do not overfill crankcase with engine oil, oil foaming and oil pressure loss can result.
Inspect engine oil level approximately every 800 kilometers (500 miles). Position vehicle on level surface. With engine OFF, allow enough time for oil to settle to bottom of crankcase, remove engine oil level indicator (dipstick) and wipe clean. Install dipstick and verify it is seated in the tube. Remove dipstick, with handle above tip, take oil level reading (Fig. 2).
Add oil only if level is below MIN or ADD mark on dipstick.
ENGINE OIL CHANGE
Change engine oil at mileage and time intervals described in Lubrication and Maintenance Schedules.
Fig. 2 Oil Level Indicator Dipstick—Typical
TO CHANGE ENGINE OIL:
(1) Position the vehicle on a level surface.
(2) Hoist and support vehicle on safety stands. Refer to Hoisting and Jacking Recommendations in this group.
(3) Place a suitable 3.8 liter (4 qt.) drain pan under crankcase drain.
(4) Remove drain plug from crankcase and allow oil to drain into pan. Inspect drain plug threads for stretching or other damage. Replace drain plug and gasket if damaged.
(5) Install drain plug in crankcase.
(6) Lower vehicle and fill crankcase with specified type and amount of engine oil described in this section.
(7) Start engine and inspect for leaks.
(8) Stop engine and inspect oil level.
ENGINE OIL FILTER
SELECTING OIL FILTER
Chrysler Corporation recommends a Mopar or equivalent oil filter be used when replacement is required. A replacement filter must be designed to withstand 1756 kPa (256 psi) of internal pressure.
OIL FILTER REMOVAL
(1) Position a drain pan under the oil filter.
(2) Using a suitable oil filter wrench (Fig. 3) loosen filter.
(3) When filter separates from adapter nipple, tip gasket end upward to minimize oil spill. Remove filter from vehicle.
(4) With a wiping cloth, clean the gasket sealing surface (Fig. 4) of oil and grime. Wipe off oil residue from below oil filter adapter.
OIL FILTER INSTALLATION:
(1) Lightly lubricate oil filter gasket with engine oil or chassis grease.
(2) Thread filter onto adapter nipple. When gasket makes contact with sealing surface, tighten filter one full turn. If necessary use a filter wrench, do not over tighten.
(3) Add oil, verify crankcase oil level and start engine. Inspect for oil leaks.
LUBRICATION AND MAINTENANCE 0 - 9
Fig. 3 Remove Oil Filter
Do not operate vehicle without proper concentration of recommended ethylene glycol coolant, high running temperatures and cooling system corrosion can result.
The engine cooling system will develop internal pressure of 97 to 123 kPa (14 to 18 psi) at normal operating temperature. Allow the vehicle approximately one half hour to cool off before opening the cooling system. As an indicator of pressure, squeeze the upper radiator hose between index finger and thumb. If it collapses with little effort the system would have low internal pressure and should be safe to open to the first safety notch of the coolant pressure bottle cap. Refer to Group 7, Cooling System.
COOLING SYSTEM INSPECTION
Coolant level (Fig. 5) should be inspected when other engine compartment service is performed or when coolant leak is suspected. Coolant pressure bottle level should read between the MIN and MAX marks, located on the side of pressure bottle, when the engine is at normal operating temperature. Cooling system freeze protection should be tested at the onset of the winter season or every 12 months. Service is required if coolant is low, contaminated, rusty or freeze protection is inadequate. To properly test cooling system, see Group 7, Cooling System.
Fig. 4 Install Oil Filter
ENGINE COOLING SYSTEM
WARNINGS AND PRECAUTIONS
WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL
BASE COOLANT AND IS HARMFUL IF SWAL-
LOWED OR INHALED. IF SWALLOWED, DRINK
TWO GLASSES OF WATER AND INDUCE VOMIT-
ING. IF INHALED, MOVE TO FRESH AIR AREA.
SEEK MEDICAL ATTENTION IMMEDIATELY. DO
NOT STORE IN OPEN OR UNMARKED CONTAIN-
ERS. WASH SKIN AND CLOTHING THOROUGHLY
AFTER COMING IN CONTACT WITH ETHYLENE
GLYCOL. KEEP OUT OF REACH OF CHILDREN.
DISPOSE OF GLYCOL BASE COOLANT PROP-
ERLY, CONTACT YOUR DEALER OR GOVERNMENT
AGENCY FOR LOCATION OF COLLECTION CEN-
TER IN YOUR AREA.
DO NOT OPEN A COOLING SYSTEM WHEN THE
ENGINE IS AT RUNNING TEMPERATURE, PER-
SONAL INJURY CAN RESULT.
AVOID RADIATOR COOLING FAN WHEN ENGINE
COMPARTMENT RELATED SERVICE IS PER-
FORMED, PERSONAL INJURY CAN RESULT.
CAUTION: Do not use straight antifreeze as engine coolant, inadequate engine running temperatures can result.
Fig. 5 Coolant Pressure Bottle
The cooling system factory fill is a mixture of 50%
Glycol base antifreeze with silicate inhibitor and 50% water. Using a suitable hydrometer, measure antifreeze concentration in the coolant pressure bottle when the engine is cool. If the cooling system has recently been serviced, allow coolant to circulate for at
0 - 10 LUBRICATION AND MAINTENANCE least 20 minutes before taking hydrometer reading.
Properly mixed coolant will protect the cooling system to -37°C (-35°F). If the freeze protection is above
-28°C (-20°F), drain enough coolant from the cooling system to allow room to add antifreeze to achieve adequate protection. A mix table on the coolant container indicates the amount of antifreeze required to winterize the cooling system based on the capacity, see Capacity Chart in General Information section of this group.
SELECTING ANTIFREEZE
Chrysler Corporation recommends Mopar Antifreeze/Summer Coolant, or equivalent be used to winterize and protect cooling system.
PRESSURE CAP
The pressure cap must be secure for the engine cooling system to perform properly. Inspect and test pressure cap when cooling system service is performed or when a problem is suspected.
COOLING SYSTEM SERVICE
The cooling system should be drained, flushed and filled with the proper coolant mixture at the intervals described in the Lubrication and Maintenance
Schedules. Refer to General Information section of this group. For proper service instructions see Group
7, Cooling System.
ENGINE AIR CLEANER
The engine air cleaner should be serviced at the intervals described in the Lubrication and Maintenance Schedules.
Refer to General Information section of this group. Additional information can be found in Group 14, Fuel System and Group 25, Emission System. Inspect all air cleaner hoses or tubes for damage or leaks when other engine compartment service is performed. Replace faulty components.
AIR CLEANER SERVICE
CAUTION: The air cleaner cover must be installed properly for the emissions system and engine controller to function correctly.
Do not immerse paper air filter element or temperature sensor in cleaning solvents, damage can result.
TO SERVICE AIR CLEANER
(1) Raise hood of vehicle and inspect all air cleaner components for damage or improper attachment.
(2) Remove air cleaner lid (Fig. 6).
(3) Remove paper air filter element from air cleaner body. Hold a shop light on throttle body side of element. Inspect air intake side of element. If light is visible through element, blow dust from element
(Fig. 7) and reuse. If element is saturated with oil or light is not visible, replace filter. If element is saturated with oil, perform crankcase ventilation system tests. Refer to Group 25, Emission Control Systems for proper procedure.
(4) Clean inside of air cleaner lid and body with vacuum or compressed air. If oily, wash with solvent.
To Install, reverse the preceding operation.
Fig. 6 Air Cleaner
Fig. 7 Cleaning Air Filter Element
CRANKCASE VENTILATION SYSTEM
Engine crankcase pressure and emissions are vented into combustion chambers through the positive crankcase ventilation (PCV) system (Fig. 8 or 9).
The PCV system should have enough volume to overcome crankcase pressure created by piston backwash.
If a PCV system becomes plugged, the crankcase pressure will increase and force engine oil past the piston rings creating oil consumption. Blockage of
PCV system can occur at the vacuum source coupling, PCV valve or a collapsed hose.
LUBRICATION AND MAINTENANCE 0 - 11
Chrysler Corporation recommends that a PCV valve not be cleaned. A new Mopar or equivalent
PCV valve should be installed when servicing is required. Over a period of time, depending on the environment where vehicle is used, deposits build up in the PCV vacuum circuit. PCV system should be inspected at every oil change. Service PCV system if engine oil is discharged into air cleaner.
PCV SYSTEM TEST
Refer to group 25, Emission Control System for proper procedures to test PCV system.
Fig. 8 PCV System—3.3L Engine
Fig. 9 PCV System—3.5L Engine
FUEL RECOMMENDATIONS
Use of mid-grade unleaded fuel with minimum octane rating of 89 is recommended. Regular unleaded gasoline having a minimum octane rating of 87 can be used. Regular fuel can reduce engine performance and fuel mileage. Premium unleaded gasoline having a minimum octane rating of 91 can be used if desired. Refer to Group 14, Fuel for additional information.
Chrysler Corporation recommends that only fuel purchased from a reputable retailer be used. Use high quality, unleaded gasoline to provide satisfactory driveability and highest fuel economy. Gasoline containing detergent and corrosion control additives are desireable. If the engine develops spark knock
(audible ping), poor performance, hard starting or stalling, purchase fuel from another source. Engine performance can vary when using different brands of gasoline with the same octane rating. Occasional light engine spark knock under heavy acceleration, at low speed or when vehicle is heavily loaded is not harmful. Extended periods of spark knock under moderate acceleration or at cruising speed can damage the engine. The cause of excessive spark knock condition must be diagnosed and corrected. For diagnostic procedures refer to Group 14, Fuel System and
Powertrain Diagnostic Procedures manual.
FUEL FILTER
The fuel filter requires service only when a fuel contamination problem is suspected. For proper diagnostic and service procedures refer to Group 14, Fuel
System,
IGNITION CABLES
Inspect and test ignition cables when the spark plugs are replaced. Oil and grime should be cleaned from the ignition cables and coil to avoid possible spark plug fouling. Mopar Foamy Engine Degreaser, or equivalent is recommended for cleaning the engine compartment. For proper service and diagnostic procedures refer to Group 8D, Ignition System.
SPARK PLUGS
Ignition spark plugs should be replaced at the mileage interval described in the Lubrication and
Maintenance Schedules. Refer to the General Information section of this group. For proper service procedures refer to Group 8D, Ignition Systems.
DRIVE BELTS
Inspect and adjust drive belts at the interval described in the Lubrication and Maintenance Schedules. Refer to General Information section of this group. For proper inspection and adjustment procedures refer to Group 7, Cooling System.
EMISSION CONTROL SYSTEM
Inspect all emission control components and hoses when other under hood service is performed. Refer to emission system Vacuum Hose Label located on the inside of the hood in the engine compartment and
Group 25, Emission Control Systems for proper service procedures.
0 - 12 LUBRICATION AND MAINTENANCE
BATTERY
Inspect battery tray, hold down and terminal connections when other under hood service is performed.
For proper diagnostic procedures refer to Group 8A,
Battery/Starting/Charging System Diagnostics. For service and cleaning procedures refer to Group 8B,
Battery/Starter Service.
RUBBER AND PLASTIC COMPONENT INSPECTION
CAUTION: Plastic hoses or wire harness covers will melt or deform when exposed to heat from exhaust system or engine manifolds.
Position plastic or rubber components away from moving parts in engine compartment or under vehicle, or damage will result.
Do not allow rubber engine mounts or other components to become oil contaminated, repair cause of oil contamination and clean area.
All rubber and plastic components should be inspected when engine compartment or under vehicle service is performed. When evidence of deterioration exists, replacement is required. To reduce deterioration of rubber components, Chrysler Corporation recommends Mopar Foamy Engine Degreaser or equivalent be used to clean engine compartment of oil and road grime.
EXHAUST SYSTEM ISOLATOR AND HANGER
The exhaust system should be inspected when under vehicle service is performed. The exhaust system should not make contact with under body, brake cables, brake/fuel lines, fuel tank or suspension components. Slight cracking in rubber isolator or hanger is acceptable. Severely cracked or broken rubber components must be replaced. For proper service procedures see Group 11, Exhaust System and Intake
Manifold.
DRIVETRAIN
LUBRICATION AND MAINTENANCE 0 - 13 page
Automatic Transaxle
. . . . . . . . . . . . . . . . . . . . . . 13
Differential
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Drive Shaft Boots
. . . . . . . . . . . . . . . . . . . . . . . . 14
INDEX page
Tires
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Wheel Bearings
. . . . . . . . . . . . . . . . . . . . . . . . . . 14
AUTOMATIC TRANSAXLE
The automatic transaxle should be inspected for fluid leaks and proper fluid level when other under hood service is performed.
CAUTION: To minimize fluid contamination, verify that dipstick is seated in the fill tube after fluid level reading is taken.
foamy or milky appearance, it is probably contaminated. If the fluid appears brown or dark and a foul odor is apparent, the fluid is burned, transaxle requires maintenance or service. A circular magnet located in the transaxle pan, collects metallic particles circulating in the oil. For proper diagnostic and service procedures, refer to Group 21, Automatic Transaxle.
SELECTING AUTOMATIC TRANSAXLE FLUID
Chrysler Corporation recommends Mopar ATF Plus
(automatic transmission fluid type 7176) be used to a1dd to or replace automatic transaxle fluid. If ATF
Plus is not available use Dexron t II or Dexron IIe
Automatic Transmission Fluid or equivalent.
TO INSPECT THE TRANSAXLE FLUID LEVEL:
(1) Position the vehicle on a level surface.
(2) Start engine and allow to idle in PARK for at least 60 seconds. The warmer the transaxle fluid, the more accurate the reading.
(3) While sitting in driver seat, apply brakes and place gear selector in each position. Return gear selector to park.
(4) Raise hood and remove transaxle fluid level indicator (dipstick) and wipe clean with a suitable cloth.
(5) Install dipstick and verify it is seated in fill tube (Fig. 1).
CAUTION: Do not overfill automatic transaxle, fluid leak or damage can result.
(6) Remove dipstick, with handle above tip, take fluid level reading (Fig. 2). If the vehicle has been driven for at least 15 minutes before inspecting fluid level, transaxle can be considered hot and reading should be above the WARM mark. If vehicle has run for less than 15 minutes and more than 60 seconds transaxle can be considered warm and reading should be above ADD mark. Add fluid only if level is below ADD mark on dipstick when transaxle is warm.
The automatic transaxle does not require periodic maintenance when used for general transportation. If the vehicle is subjected to severe service conditions, the automatic transaxle will require fluid/filter change and band adjustments every 24 000 km
(15,000 miles). For additional information, refer to
Severe Service paragraph and Lubrication and Maintenance Schedules in General Information section of this group. The fluid and filter should be changed when water contamination is suspected. If fluid has
Fig. 1 Transaxle Fill tube
Fig. 2 Transaxle Dipstick—Typical
DIFFERENTIAL
The differential should be inspected for oil leaks and proper oil level when other under vehicle service is performed. To inspect the differential oil level, po-
0 - 14 LUBRICATION AND MAINTENANCE sition the vehicle on a level surface and remove fill plug (Fig. 3). The oil level should be at the bottom edge of oil fill opening.
The differential does not require periodic maintenance when subjected to normal driving conditions.
The oil should be changed when water contamination is suspected. If oil has foamy or milky appearance it probably is contaminated. For proper diagnostic and service procedures, refer to Group 21, Transaxle.
SELECTING LUBRICANT
Chrysler Corporation recommends Mopar Gear
Lube, SAE 80W-90, or equivalent, be used to fill the differential.
WHEEL BEARINGS
The wheel bearings are permanently sealed, requiring no lubrication. For proper diagnostic and service procedures refer to Group 2, Suspension.
TIRES
The tires should be inspected at every engine oil change for proper inflation and condition. The tires should be rotated at the distance intervals described in the Lubrication and Maintenance Schedules of the
General Information section in this group. For tire inflation specifications refer to the Owner’s Manual.
A Tire Inflation sticker is located in the driver door opening. For proper diagnostic procedures, see Group
22, Wheels and Tires.
TIRE ROTATION
The Forward Cross rotation method is recommended for use on Chrysler Corporation vehicles
(Fig. 5). Other rotation methods can be used, but may not have the benefits of the recommended method. Only the four tire rotation method can be used if the vehicle is equipped with a space saver spare tire.
Fig. 3 Differential Fill Plug
DRIVE SHAFT BOOTS
The front drive shaft constant velocity and tripod joint boots (Fig. 4) should be inspected when other under vehicle service is performed. Inspect boots for cracking, tears, leaks or other defects. If service repair is required, refer to Group 2, Suspension.
Fig. 5 Tire Rotation
Fig. 4 Drive Shaft Boots
LUBRICATION AND MAINTENANCE 0 - 15
CHASSIS AND BODY
INDEX page
Body Lubrication
. . . . . . . . . . . . . . . . . . . . . . . . . 16
Brakes
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Headlamps
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Power Steering
. . . . . . . . . . . . . . . . . . . . . . . . . . 15
page
Steering Linkage
. . . . . . . . . . . . . . . . . . . . . . . . . 15
Supplemental Airbag System
. . . . . . . . . . . . . . . . 16
Suspension Ball Joints
. . . . . . . . . . . . . . . . . . . . 15
STEERING LINKAGE
INSPECTION
The steering linkage and steering gear should be inspected for wear, leaks or damage when other under vehicle service is performed. The rack and pinion steering gear end boots should not have excess oil or grease residue on the outside surfaces or surrounding areas. If boot is leaking, it should be repaired. For proper service procedures refer to Group 19, Steering.
The tie rod end seal should fit securely between the steering knuckle and tie rod end (Fig. 1). The steering linkage should be lubricated at the time and distance intervals described in the Lubrication and
Maintenance Schedules. Refer to General Information section of this group.
TIE ROD END LUBRICATION
Lubricate the steering linkage with Mopar Multimileage Lube or equivalent. Using a wiping cloth, clean grease and dirt from around grease fitting and joint seal. Using a grease gun, fill tie rod end until lubricant leaks from around the tie rod end side of the seal (Fig. 1). When lube operation is complete, wipe off excess grease.
POWER STEERING
The power steering fluid level should be inspected when other under hood service is performed. If the fluid level is low and system is not leaking, use Mopar Power Steering Fluid or equivalent. The power steering system should be inspected for leaks when other under vehicle service is performed. For proper service procedures refer to Group 19, Steering.
The power steering pump drive belt should be inspected at the time and distance interval described in the Lubrication and Maintenance Schedules. Refer to the General Information section of this group.
POWER STEERING FLUID INSPECTION
WARNING: ENGINE MUST NOT BE RUNNING WHEN
INSPECTING POWER STEERING FLUID LEVEL,
PERSONAL INJURY CAN RESULT.
CAUTION: Do not over fill power steering reservoir when adding fluid, seal damage and leakage can result.
TO INSPECT FLUID LEVEL
(1) Position vehicle on a level surface with engine at normal running temperature.
(2) Turn OFF engine and remove ignition key.
Fig. 1 Tie Rod End Lubrication
SUSPENSION BALL JOINTS
The ball joints are permanently sealed, requiring no lubrication. For proper diagnostic and service procedures refer to Group 2, Suspension.
Fig. 2 Power Steering Reservoir Dipstick
0 - 16 LUBRICATION AND MAINTENANCE
(3) Using a wiping cloth, clean oil and dirt residue from around power steering reservoir cap.
(4) Remove reservoir cap or dipstick and wipe off fluid.
(5) Install cap or dipstick.
(6) Remove cap or dipstick. Holding handle or cap above tip of dipstick, read fluid level (Fig. 2). Add fluid if reading is below cold level mark on dipstick.
BRAKES
BRAKE PAD AND LINING INSPECTION
The brake pads and linings should be inspected at distance intervals described in the Lubrication and
Maintenance Schedules. Refer to the General Information section of this group. If brake pads or linings appear excessively worn, the brakes would require service. For proper service procedures, refer to Group
5, Brakes.
BRAKE HOSE INSPECTION
WARNING: IF FRONT WHEEL, REAR AXLE, OR AN-
TI-LOCK UNIT BRAKE HOSE OUTER COVER IS
CRACKED, CHAFED, OR BULGED, REPLACE HOSE
IMMEDIATELY. BRAKE FAILURE CAN RESULT.
The front wheel, rear axle and anti-lock unit (if equipped) brake hoses should be inspected at time and distance intervals described in the Lubrication and Maintenance Schedules. Refer to the General Information section of this group. A hose must be replaced if it has signs of cracking, chafing, fatigue or bulging. For proper service procedures, refer to
Group 5, Brakes.
BRAKE LINE INSPECTION
The metal brake lines should be inspected when other under vehicle service is preformed. If a line is pinched, kinked, or corroded, it should be repaired.
For proper service procedures, refer to Group 5,
Brakes.
BRAKE RESERVOIR LEVEL INSPECTION
WARNING: DO NOT ALLOW PETROLEUM OR WA-
TER BASE LIQUIDS TO CONTAMINATE BRAKE
FLUID, SEAL DAMAGE AND BRAKE FAILURE CAN
RESULT.
The brake reservoir level should be inspected when other under hood service is performed. It is normal for the reservoir level to drop as disc brake pads wear. When fluid must be added, use Mopar Brake
Fluid or equivalent. Use only brake fluid conforming to DOT 3, Federal, Department of Transportation specification. To avoid brake fluid contamination, use fluid from a properly sealed container.
If fluid level should become low after several thousand kilometers (miles), fill the reservoir to level marks on the side of the reservoir (Fig. 3).
Fig. 3 Brake Reservoir—Typical
HEADLAMPS
The headlamps should be inspected for intensity and aim whenever a problem is suspected. When luggage compartment is heavily loaded, the headlamp aim should be adjusted to compensate for vehicle height change. For proper service procedures, refer to
Group 8L, Lamps.
SUPPLEMENTAL AIRBAG SYSTEM
WARNING: FAILURE TO HAVE THE AIRBAG SYS-
TEM PROMPTLY SERVICED BY AN AUTHORIZED
DEALER SHOULD ONE OF THE FOLLOWING CON-
DITIONS EXIST CAN LEAD TO POSSIBLE INJURY
IN THE EVENT OF AN ACCIDENT.
If the AIRBAG indicator lamp does not light at all, stays lit or lights momentarily or continuously while driving, a malfunction may have occurred. Prompt service is required. Refer to Group 8M, Restraint
Systems for proper diagnostic procedures.
BODY LUBRICATION
Body mechanisms and linkages should be inspected, cleaned and lubricated as required to maintain ease of operation and to prevent corrosion and wear.
Before a component is lubricated, oil, grease and dirt should be wiped off. If necessary, use solvent to clean component to be lubricated. After lubrication is complete, wipe off excess grease or oil.
During winter season, external lock cylinders should be lubricated with Mopar Lock Lubricant or equivalent to assure proper operation when exposed to water and ice.
To assure proper hood latching component operation, use engine oil to lubricate the latch, safety
catch and hood hinges when other under hood service is performed. Mopar Multi-purpose Grease or equivalent should be applied sparingly to all pivot and slide contact areas.
USE ENGINE OIL ON
• Door hinges—Pivot points.
• Hood hinges—Pivot points.
LUBRICATION AND MAINTENANCE 0 - 17
• Trunk lid hinges—Pivot points.
USE MOPAR LUBRIPLATE OR EQUIVALENT ON
• Ash receiver slides.
• Door check straps.
• Park brake mechanism.
• Front seat tracks.
• Trunk latch.
SUSPENSION AND DRIVESHAFTS 2 - 1
SUSPENSION AND DRIVESHAFTS
CONTENTS
page
DRIVESHAFTS
. . . . . . . . . . . . . . . . . . . . . . . . . 40
FRONT SUSPENSION
. . . . . . . . . . . . . . . . . . . . . 4
FRONT SUSPENSION SERVICE PROCEDURES . 6
page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
REAR SUSPENSION
. . . . . . . . . . . . . . . . . . . . . 52
SPECIFICATIONS
. . . . . . . . . . . . . . . . . . . . . . . 70
GENERAL INFORMATION
Throughout this group, references may be made to a particular L.H. platform vehicle by letter or number designation. A chart showing the breakdown of these designations is included in the Introduction section at the front of this Service Manual.
The L.H. platform vehicles have a MacPherson gas pressurized strut front suspension design (Fig. 1).
The MacPherson strut shock absorber assembly includes the following components. A rubber isolated top mount, seat and bearing assembly and a coil spring insulator. The MacPherson strut assembly is attached to the vehicle at the shock tower using 3 studs which are part of the isolated top mount. The lower end of the MacPherson strut assembly is attached to the upper leg of the steering knuckle. Attachment of the MacPherson strut assembly to the steering knuckle is by 2 serrated bolts. A forged lower control arm assembly (Fig. 1) is attached to the front cradle and steering knuckle. A tension strut
(Fig. 1) connects the lower control arm assembly to the front cradle.
A sealed for life front hub and bearing assembly is attached to the front steering knuckle. The outer C/V joint assembly is splined to the front hub and bearing assembly and is retained by a prevailing torque nut.
CAUTION: ONLY FRAME CONTACT HOISTING
EQUIPMENT CAN BE USED ON L.H. PLATFORM
VEHICLES. The L.H. platform vehicles have a fully independent rear suspension. The L.H. platform vehicles can not be hoisted using equipment designed to lift a vehicle by the rear axle. If this type of hoisting equipment is used, damage to rear suspension components will occur.
2 - 2 SUSPENSION AND DRIVESHAFTS
SUSPENSION AND DRIVESHAFTS 2 - 3
SUSPENSION/STEERING/DIAGNOSIS FRONT WHEEL DRIVE
2 - 4 SUSPENSION AND DRIVESHAFTS
FRONT SUSPENSION
FRONT SUSPENSION MAJOR COMPONENTS
(FIG. 2)
STRUT ASSEMBLY
The front strut and suspension of the vehicle is supported by coil springs positioned around the struts. The springs are contained between an upper seat, located just below the top strut mount assembly
(Fig. 2) and a lower spring seat on the strut lower housing.
The top of each strut assembly is bolted to the upper fender reinforcement (shock tower) through a rubber isolated mount.
The bottom of the strut assembly attaches to the top of the steering knuckle with two serrated through bolts and prevailing torque nuts. Caster is a fixed setting (net build) on all vehicles and is not adjustable.
STEERING KNUCKLE
The steering knuckle (Fig. 2) is a single casting with legs machined for attachment to the front strut assembly and lower control arm ball joint. The steering knuckle also has machined abutments on the casting to support and align the front brake caliper assembly. The knuckle also holds the front drive shaft outer C/V joint hub and bearing assembly. The hub is positioned through the bearing and knuckle, with the constant velocity stub shaft splined through the hub. The outer C/V joint is retained to the hub and bearing assembly using a prevailing torque nut.
bolt clearance. The stud is clamped and locked into the steering knuckle leg with a clamp bolt. The ball joint used on the L.H. Platform vehicle is non-serviceable and if defective must be serviced as part of the lower control arm.
DRIVESHAFTS
A left and right driveshaft is attached inboard to the transaxle differential output (or stub) shaft, and outboard to the driven wheel hub and bearing assembly.
To deliver driving force from the transaxle to the front wheels during turning maneuvers and suspension movement. Both shafts are constructed with constant velocity universal joints at both ends.
Both shafts have a Tripod (sliding) joint at the transaxle end and C/V joints (with splined stub shafts) on the hub ends. Due to the transaxle location the connecting shafts between the C/V joints are of different length and construction. The left shaft is longer than the right. Both the left and right drive shafts are of the solid bar type. No tubular drive shafts are used on any available L.H. platform vehicle and powertrain combinations.
TENSION STRUTS
The L.H. platform vehicle uses a tension strut (Fig.
2) on each side of the vehicles front suspension. The tension strut controls longitudinal (for-and-aft) movement of the front wheels of the vehicles. Controlling the longitudinal movement of the wheels reduces harshness when wheels hit sudden irregularities in the road surface.
LOWER CONTROL ARM
The lower control arm (Fig. 2) is a steel forging with 2 rubber bushings isolating the lower control arm from the front cradle assembly. The isolator bushings consist of a metal encased pivot bushing and a solid rubber tension strut bushing. The lower control arm is bolted to the cradle assembly using a pivot bolt through the center of the rubber pivot bushing and at the tension strut isolator bushing
(Fig. 2).
The ball joint is an integral part of the control arm and has a non-tapered stud with a notch for clamp
STABILIZER BAR (SWAY BAR)
The stabilizer bar (Fig. 2) interconnects the front strut assemblies of the vehicle. The purpose of a stabilizer bar is to control the body roll of the vehicle.
STABILIZER BAR LINK ASSEMBLY
The stabilizer bar link assembly (Fig. 2) is used to attach the stabilizer bar to the front strut assemblies. This reduces the fore-and-aft rate of the sway bar from the rest of the suspension.
SUSPENSION AND DRIVESHAFTS 2 - 5
2 - 6 SUSPENSION AND DRIVESHAFTS
FRONT SUSPENSION SERVICE PROCEDURES
INDEX page
Ball Joints
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Front Suspension Serviceable Components
Front Wheel Alignment
. . . . . . . . . . . . . . . . . . . . . 6
Hub and Bearing Assembly
. . . . . . . . . . . . . . . . . 34
Lower Control Arm Bushing Service
Lower Control Arm Service
. . . . . . . . . . . . . . . . . 13
Servicing Stabilizer Bar and Bushings
page
Servicing Wheel Studs
. . . . . . . . . . . . . . . . . . . . 37
Steering Knuckle Service
. . . . . . . . . . . . . . . . . . . 29
Strut Damper Assembly
. . . . . . . . . . . . . . . . . . . . . 8
Suspension Coil Springs
. . . . . . . . . . . . . . . . . . . 12
Tension Strut Service
. . . . . . . . . . . . . . . . . . . . . 15
Wheel Alignment Service Procedure
FRONT SUSPENSION SERVICEABLE COMPONENTS
The following components may be replaced either individually or as an assembly.
• Gas pressurized front strut must be replaced as an assembly. The strut is not serviceable. It is not necessary to replace strut assemblies in pairs.
•
Strut assembly upper mounts are replaceable.
• Bearing and seat assemblies may be replaced individually.
•
Coil springs may be replaced individually from the strut assemblies,
• Coil spring lower isolator may be replaced individually.
• Front wheel hub and bearing assemblies are individually replaceable.
• Front lower control arm assemblies are replaceable.
The ball joint is integral to the control arm and will require replacement of the control arm if defective. The ball joint seal is individually replaceable. Lower control arm bushings are serviced as individual components of lower control arm assembly, and do not require replacement of lower control arm if defective.
• Tension struts are replaceable as are the tension strut to cradle assembly isolator bushings. Tension strut washers at the lower control arm and cradle are replaceable, with proper approved replacement parts
ONLY.
• Front stabilizer bar is replaceable. Front stabilizer bar isolator bushings, clamps and stabilizer bar link assemblies are also replaceable.
•
Driveshaft seal and boot replacement, is the only service to be performed on the driveshaft assembly.
Any failure of an internal driveshaft component will require replacement of the driveshaft assembly.
FRONT WHEEL ALIGNMENT
Front wheel alignment is the proper settings of all the interrelated suspension angles affecting the running and steering of the front wheels of the vehicle.
On the L.H. platform vehicle the only adjustable suspension setting is wheel TOE.
The method of checking front alignment will vary depending on the type of equipment being used. The instructions furnished by the manufacturer of the equipment should always be followed. With the exception that the alignment specifications recommended by
Chrysler Corporation be used.
There are six basic factors which are the foundation to front wheel alignment. These are vehicle height, caster, camber, toe-in, steering axis inclination and toe-out on turns. Of the six basic factors only TOE
IN is mechanically adjustable on the L.H. platform vehicle (Fig. 1).
CAUTION: Do not attempt to modify any suspension or steering components by heating or bending of the component.
Wheel alignment adjustments can only be made for the Toe In setting on the L.H. platform vehicles.
Toe is measured in degrees or inches and is the distance the front edges of the tires are closer (or farther apart) than the rear edges. See Front Wheel
Drive Specifications for Toe settings.
PRE-ALIGNMENT
Before any attempt is made to change or correct front wheel alignment. The following inspection and necessary corrections must be made on those parts which influence the steering of the vehicle.
(1) Check and inflate tires to recommended pressure. All tires should be the same size and in good condition and have approximately the same wear. Note type of tread wear which will aid in diagnosing, see
Wheels and Tires, Group 22.
(2) Check front wheel and tire assembly for radial runout.
(3) Inspect lower ball joints and all steering linkage for looseness.
(4) Check for broken or front and rear springs.
Alignment must only be checked after the vehicle has had the following checked or adjusted. Tires set to recommended pressures, full tank of fuel, no passenger or luggage compartment load and is on a level floor or alignment rack.
Just prior to each alignment reading. The vehicle should be bounced (rear first, then front) by grasping
bumper at center and jouncing each end an equal number of times. Always release bumpers at bottom of down cycle.
SUSPENSION AND DRIVESHAFTS 2 - 7
Fig. 2 Front Wheel Toe Adjustment
Fig. 1 L.H. Platform Toe Adjustment
WHEEL ALIGNMENT SERVICE PROCEDURE
FRONT WHEEL TOE ADJUSTMENT
(1) Prepare vehicle as described in the Pre-
Alignment procedure.
(2) Center steering wheel and hold with steering wheel clamp.
(3) Loosen tie rod adjustment sleeve jamnuts. Rotate adjustment sleeve to align toe to specifications (Fig. 2).
CAUTION: When setting Toe on the vehicle the maximum threads exposed on the inner and outer tie rod can not exceed the maximum amounts shown in (Fig.
3). If the maximum number of exposed threads is exceeded, inadequate retention of either the inner or outer tie rod may result. Ensure that the adjustment sleeve jam nuts are torqued to the required specifications when the Toe setting procedure is completed.
CAUTION: When torquing the adjustment sleeve jam nuts the following procedure must be followed
Fig. 3 Tie Rod Adjustment Sleeve Thread Engagement to ensure adequate torquing and retention of the adjustment sleeve jam nut is obtained.
Install correct size open end wrench on flat of adjustment sleeve to keep adjustment sleeve from turning.
ONE: While holding adjustment sleeve from turning, torque outer tie rod to adjustment sleeve jam nut to
75 N
I m (55 ft. lbs.). When outer tie rod jam nut is correctly torqued outer tie rod stud must be perpendicular to socket (Fig. 3).
TWO: While holding adjustment sleeve from turning, torque inner tie rod to adjustment sleeve jam nut to 75
N I m (55 ft. lbs.).
(4) Tighten tie rod adjustment sleeve locknuts to 75
N I m (55 ft.lbs.) torque.
(5) Remove steering wheel clamp.
2 - 8 SUSPENSION AND DRIVESHAFTS
STRUT DAMPER ASSEMBLY
REMOVAL
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove front wheel and tire assembly from the vehicle.
(3) Remove the stabilizer bar attaching link at the strut assembly (Fig. 1).
Fig. 3 Speed Sensor Cable Routing Bracket in this service manual for the required caliper removal and storage procedure. Support caliper assembly by hanging it from frame of vehicle with wire or some other method, do not let caliper assembly hang by brake hose (Fig. 4). Remove front braking disc from hub.
Fig. 1 Tie Rod And Stabilizer Bar Link Removed
(4) Loosen but do not remove the outer tie rod end to strut assembly steering arm attaching nut (Fig. 2).
Then remove outer tie rod end from steering arm using Puller, Special Tool MB-990635 or equivalent
(Fig. 2).
Fig. 2 Removing Outer Tie Rod From Steering Arm
(5) If vehicle is equipped with Anti-Lock brakes.
Remove speed sensor cable routing bracket from front strut assembly (Fig. 3).
(6) Remove brake caliper assembly from steering knuckle and braking disc. Refer to the Brake Section
Fig. 4 Removal And Storage Of Front Caliper
CAUTION: The strut assembly to steering knuckle bolts are serrated were they go through strut assembly and steering knuckle. When removing bolts, turn nuts off bolts DO NOT TURN BOLTS IN STEER-
ING KNUCKLE. If bolts are turned damage to steering knuckle will result.
(7) Remove the strut assembly to steering knuckle attaching bolts (Fig. 5).
SUSPENSION AND DRIVESHAFTS 2 - 9
Fig. 5 Strut Assembly To Steering Knuckle
Attaching Bolts
(8) Remove the 3 strut assembly upper mount to shock tower mounting nut and washer assemblies
(Fig. 6).
(2) Position steering knuckle neck into strut assembly.
CAUTION: The strut assembly to steering knuckle bolts are serrated were they go through strut assembly and steering knuckle. When installing bolts, turn nuts onto bolts DO NOT TURN BOLTS IN
STEERING KNUCKLE. If bolts are turned damage to steering knuckle will result.
(3) Install the strut assembly to steering knuckle attaching bolts (Fig. 5). Install nuts on attaching bolts (Fig. 5). Torque the strut assembly to steering knuckle attaching bolt nuts to 169 N I m (125 ft. lbs.).
TURN NUTS ON BOLTS DO NOT TURN
BOLTS.
(4) Install braking disc back on front hub and bearing assembly. Install front brake caliper assembly on steering knuckle. Install the 2 caliper assembly to steering knuckle attaching bolts (Fig. 7).
Torque the caliper assembly attaching bolts to 19
N I m (192 in. lbs.).
Fig. 6 Strut Assembly Mounting To Shock Tower
(9) Remove the strut assembly from the vehicle for inspection and or disassembly.
INSPECTION
Inspect for evidence of fluid running from the upper end of the reservoir. (Actual leakage will be a stream of fluid running down the side and dripping off lower end of unit). A slight amount of seepage between the strut rod and strut shaft seal is not unusual and does not affect performance of the strut assembly.
INSTALLATION
(1) Install front strut assembly into shock tower.
Install the 3 strut assembly upper mount to shock tower attaching nuts (Fig. 6). Torque the 3 strut mount to shock tower attaching nuts (Fig. 6) to 33
N
I m (25 ft. lbs.) torque.
Fig. 7 Front Disc Brake Caliper Mounting Bolts
(5) If the vehicle is equipped with Anti-Lock brakes. Install the front speed sensor cable routing bracket onto the front strut assembly (Fig. 3).
(6) Install outer tie rod on steering arm of strut assembly (Fig. 8). Install tie rod to steering arm attaching nut on tie rod. Torque the tie rod to steering arm attaching nut to 37 N I m (27 ft. lbs.).
(7) Install stabilizer bar link assembly onto strut assembly (Fig. 8). Torque the stabilizer link assembly to strut assembly attaching nut to 95 N I m (70 ft.
lbs.).
(8) Install the wheel and tire assembly.
(9) Tighten the wheel mounting stud nuts in proper sequence (Fig. 9) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft.
lbs.).
(10) Lower vehicle.
2 - 10 SUSPENSION AND DRIVESHAFTS spring isolator, spring and upper strut mount for indexing of the parts at assembly.
(3) Position Spring Compressors, Special Tool
C-4838 on the strut assembly spring (Fig. 1). Compress coil spring until all load is removed from upper strut mount assembly.
Fig. 8 Tie Rod And Stabilizer Bar Link Removed
Fig. 9 Tightening Wheel Nuts
DISASSEMBLY (STRUT DAMPER)
The front strut is not serviced and must be replaced as an assembly if found to be defective. The strut is available with 2 calibrations, be sure strut is replaced with an assembly of the same calibration.
The components of the strut assembly listed below are replaceable if found to be defective.
• Coil spring (Coil springs come in a standard and high rate be sure spring is replaced with a spring of the correct rate.)
• Dust shield
• Mount assembly
•
Seat And Bearing
• Jounce Bumper
• Lower Spring Isolator
• Shaft Nut
(1) Remove strut assembly requiring service from the vehicle. Refer to Strut Assembly Removal in Servicing
Rear Struts, in this section of the service manual.
(2) Position strut assembly in a vise, by clamping strut assembly by the steering arm (Fig. 1). Using paint or equivalent, mark the strut unit, lower
Fig. 1 Compressing Strut Assembly Coil Spring
(4) Install Strut Rod Socket, Special Tool, L-4558 or L-4558A on strut shaft nut (Fig. 2). Using a 10 mm socket on end of strut shaft to keep strut shaft from turning (Fig. 2), remove strut shaft nut.
Fig. 2 Remove Strut Shaft Nut
(5) Remove upper strut mount assembly from strut shaft (Fig. 3).
(6) Remove the jounce bumper and the seat/bearing and dust shield as an assembly, from the strut assembly (Fig. 4).
SUSPENSION AND DRIVESHAFTS 2 - 11
(8) Remove lower spring isolator from strut assembly lower spring seat (Fig. 6).
Fig. 3 Upper Strut Mount Removal
Fig. 4 Jounce Bumper and Seat/Bearing And Dust
Shield
(7) Remove the coil spring and the spring compressor as an assembly from the strut unit (Fig. 5).
Fig. 6 Lower Spring Isolator
Inspect all disassembled components for signs of abnormal wear or failure replacing any components as required. Inspect strut unit for signs of abnormal oil leakage and for loss of gas charge. To check for loss of gas charge in strut unit. Push strut shaft into body of strut and release, strut shaft should return to its fully extended position. If strut shaft does not return to its fully extended position replace strut unit.
STRUT REASSEMBLY
(1) Install original or new, lower spring isolator on strut unit (Fig. 6).
(2) Install compressed coil spring onto strut assembly aligning paint mark on spring with paint mark on strut assembly (Fig. 7).
Fig. 5 Removing Coil Spring And Compressor From
Strut
Fig. 7 Spring Installation On Strut Assembly
(3) Install the strut bearing into the bearing seat
(Fig. 8). Bearing must be installed into seat with notches on bearing facing down (Fig. 8).
2 - 12 SUSPENSION AND DRIVESHAFTS
Fig. 8 Bearing Installation Into Seat
(4) Lower seat/bearing and dust shield onto strut assembly and spring. Align paint mark on seat/bearing and dust shield, with paint mark on the strut spring (Fig. 9).
Fig. 10 Jounce Bumper Installation from turning (Fig. 2), torque strut shaft nut to 94 N I m
(70 ft. lbs.).
(8) Equally loosen the Spring Compressors, Special
Tool C-4838 until spring is seated on upper strut mount and all tension is relieved from the spring compressors.
(9) Install the strut assembly back into the vehicle.
Refer to Strut Assembly Removal in Servicing Front
Struts in this section of the service manual.
SUSPENSION COIL SPRINGS
Springs are rated separately for each side of vehicle depending on optional equipment and type of service.
During service procedures where both springs are removed, mark springs (Chalk, Tape, etc.) (Fig. 11) to ensure installation in original position. If the coils springs require replacement. Be sure that the springs needing replacement, are replaced with springs meeting the correct load and spring rate for the vehicle.
During service procedures requiring the removal or installation of a coil spring with Spring Compressor, Special Tool C-4838. It is required that five coils be captured within the jaws of the tool (Fig. 11).
Fig. 9 Seat/Bearing And Dust Shield Installation
(5) Install original or replacement jounce bumper onto shaft of strut assembly (Fig. 10).
(6) Install the upper strut mount assembly onto the strut shaft, aligning paint marks (Fig. 3). Install the upper strut mount to strut shaft retaining nut on strut shaft.
(7) Install Strut Rod Socket, Special Tool, L-4558 or
L-4558A on strut shaft nut (Fig. 2). Using a 10 mm socket on end of strut shaft to keep strut shaft
Fig. 11 Identifying Coil Springs
SUSPENSION AND DRIVESHAFTS 2 - 13
LOWER CONTROL ARM SERVICE
The lower control arm if damaged, is serviced only as a complete component. Do not attempt to repair or straighten a broken or bent lower control arm.
The only serviceable components of the lower control arm are, the pivot bushing, ball joint seal and tension strut bushing. The service procedure to replace these components is detailed in the specific component sections of this group.
REMOVAL (ASSEMBLY)
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove the wheel and tire assembly from the vehicle.
(3) Remove the ball joint stud to steering knuckle clamp nut and bolt (Fig. 1).
Fig. 2 Separating Ball Joint From Steering Knuckle by holding tension strut at flat using open end wrench
(Fig. 3). Discard tension strut to cradle retaining nut. A NEW tension strut to cradle nut must be used when installing tension strut.
Fig. 1 Control Arm To Steering Knuckle Attachment
CAUTION: When lower control is separated from steering knuckle, do not let ball joint seal hit up against steering knuckle. If ball joint seal hits steering knuckle, seal damage may occur. If ball joint seal becomes torn, replace seal before assembling lower control arm to knuckle.
(4) Carefully insert a pry bar between lower control arm and steering knuckle (Fig. 2). Push down on pry bar to separate ball joint stud from steering knuckle
(Fig. 2). Note: Use caution when separating ball joint stud from steering knuckle so ball joint seal does not get cut.
CAUTION: Pulling steering knuckle out from vehicle after releasing from ball joint can separate inner C/V joint. See Driveshafts.
(5) Remove tension strut to cradle attaching nut and washer from end of tension strut (Fig. 3). When removing tension strut nut, keep strut from turning
Fig. 3 Tension Strut To Cradle Mounting
(6) Loosen and remove lower control arm pivot bushing to cradle assembly pivot bolt (Fig. 4).
Fig. 4 Lower Control Arm Pivot Bolt
2 - 14 SUSPENSION AND DRIVESHAFTS
(7) Separate lower control arm and tension strut from the cradle as an assembly. Lower control arm is removed from cradle, by first removing pivot bushing from cradle and then sliding tension strut out of isolator bushing (Fig. 5).
CAUTION: Pulling steering knuckle out from vehicle after releasing from ball joint can separate inner
C/V joint. See Driveshafts.
CAUTION: When ball joint stud is installed into steering knuckle, do not let ball joint seal hit up against steering knuckle. If ball joint seal hits steering knuckle, seal damage may occur. If ball joint seal becomes torn, replace seal before assembling lower control arm to knuckle.
(4) Install lower ball joint stud into steering knuckle. Install steering knuckle to lower ball joint stud, clamp bolt and nut into steering knuckle (Fig.
7). Torque clamp bolt to 55 N I m (40 ft. lbs.).
Fig. 5 Lower Control Arm Removal From Cradle
Inspect lower control arm and tension strut (Fig. 6) for distortion. Check all bushings for signs of sever deterioration. Replace any bushings that show signs of sever deterioration.
Fig. 6 Lower Control Arm And Tension Strut
INSTALLATION (ASSEMBLY)
(1) Install the lower control arm on the cradle using the following sequence. Install tension strut and isolator bushing into cradle first, then install lower control arm pivot bushing into bracket on cradle
(Fig. 5).
(2) Install the lower control arm to cradle bracket attaching bolt and nut (Fig. 4). Do not tighten the lower control arm to cradle bracket attaching bolt at this time.
(3) Install washer on end of tension strut (Fig. 3).
Install a NEW tension strut to cradle bracket nut, on tension strut (Fig.3). Torque the tension strut to cradle bracket retaining nut to 175 N
I m (130 ft. lbs.).
When torquing tension strut nut, keep tension strut from turning by holding tension strut at flat using an open end wrench (Fig. 3).
Fig. 7 Control Arm To Steering Knuckle Attachment
(5) Install the wheel and tire assembly.
(6) Tighten the wheel mounting stud nuts in proper sequence (Fig. 8) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft.
lbs.).
Fig. 8 Tightening Wheel Nuts
(7) Lower vehicle so the suspension is supporting vehicles weight (control arm at design height).
Torque the lower control arm pivot bushing to cradle bracket attaching bolt (Fig. 9) to 123 N I m (90 ft.
lbs.).
SUSPENSION AND DRIVESHAFTS 2 - 15
Fig. 9 Lower Control Arm Pivot Bolt
TENSION STRUT SERVICE
To remove tension strut from vehicle for replacement, the tension strut and lower control arm first
MUST be removed as an assembly from the vehicle.
TENSION STRUT
REMOVAL AND REPLACEMENT
(1) Remove lower control arm and tension strut as an assembly from the vehicle. See Lower Control
Arm Removal in this section of the service manual for the required removal procedure.
(2) Separate the tension strut from the lower control arm assembly.
(3) Inspect tension strut bushing in lower control arm for excessive wear or deterioration. If tension strut bushing is found to be defective replace lower control tension strut bushing at this time. Refer to
Lower Control Arm Bushing Service in this section of the service for tension strut removal and installation procedure.
(4) Install replacement tension strut into tension strut bushing on lower control arm assembly. Position tension strut in lower control as shown in (Fig.
10), with word FRONT stamped in tension strut positioned away from control arm (Fig. 10). With an open end wrench on flat of tension strut to keep tension strut from turning. Torque NEW tension strut to lower control retaining nut to 175 N I m (130 ft.
lbs.).
(5) Install lower control arm and tension strut as an assembly back on the vehicle. See Lower Control
Fig. 10 Tension Strut Installed In Lower Control Arm
Arm Installation in this section of the service manual for the required installation procedure.
(6) Install washer on end of tension strut (Fig. 11).
Install a NEW tension strut to cradle bracket nut, on tension strut (Fig. 11). Torque the tension strut to cradle bracket retaining nut to 175 N I m (130 ft. lbs.).
When torquing tension strut nut, keep tension strut from turning by holding tension strut at flat using an open end wrench (Fig. 11).
Fig. 11 Tension Strut To Cradle Mounting
(7) Install the wheel and tire assembly.
(8) Tighten the wheel mounting stud nuts in proper sequence (Fig. 12) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft.
lbs.).
(9) Lower vehicle so the suspension is supporting vehicles weight (control arm at design height).
Torque the lower control arm pivot bushing to cradle bracket attaching bolt (Fig. 13) to 123 N
I m (90 ft.
lbs.).
2 - 16 SUSPENSION AND DRIVESHAFTS
Fig. 12 Tightening Wheel Nuts Fig. 14 Tension Strut Bushing Installed On Tension
Strut
Fig. 13 Lower Control Arm Pivot Bolt
TENSION STRUT TO CRADLE BUSHING
REMOVE
To remove tension strut to cradle bushings from vehicle for replacement, the tension strut and lower control arm first MUST be removed as an assembly from the vehicle.
(1) Remove lower control arm and tension strut as an assembly from the vehicle. See Lower Control
Arm Removal in this section of the service manual for the required removal procedure.
(2) Remove failed tension strut to cradle, isolator bushing from tension strut. Install replacement isolator bushing on tension strut until it is seated against retaining washer (Fig. 14).
(3) Remove the failed tension strut to cradle isolator bushing from the cradle assembly. Install replacement tension strut to cradle isolator bushing into cradle, until squarely seated against cradle assembly
(Fig. 15).
Fig. 15 Tension Strut Bushing Installed In Cradle
INSTALL
(1) Install lower control arm and tension strut as an assembly back on the vehicle. See Lower Control
Arm Installation in this section of the service manual for the required installation procedure.
(2) Install washer on end of tension strut (Fig. 16).
Install a NEW tension strut to cradle bracket nut, on tension strut (Fig. 16). Torque the tension strut to cradle bracket retaining nut to 175 N I m (130 ft. lbs.).
When torquing tension strut nut, keep tension strut from turning by holding tension strut at flat using an open end wrench (Fig. 16).
(3) Install the wheel and tire assembly.
(4) Tighten the wheel mounting stud nuts in proper sequence (Fig. 17) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N
I m (95 ft.
lbs.).
Fig. 16 Tension Strut To Cradle Mounting
SUSPENSION AND DRIVESHAFTS 2 - 17
TENSION STRUT TO LOWER CONTROL ARM
BUSHING
To remove tension strut to lower control arm bushing for replacement, the tension strut and lower control arm MUST first be removed as an assembly from the vehicle.
REMOVE
(1) Remove lower control arm and tension strut as an assembly from the vehicle. See Lower Control
Arm Removal in this section of the service manual for the required removal procedure.
(2) Separate the tension strut from the lower control arm assembly (Fig. 19).
Fig. 17 Tightening Wheel Nuts
(5) Lower vehicle so the suspension is supporting vehicles weight (control arm at design height).
Torque the lower control arm pivot bushing to cradle bracket attaching bolt (Fig. 18) to 123 N I m (90 ft.
lbs.).
Fig. 18 Lower Control Arm Pivot Bolt
Fig. 19 Tension Strut And Lower Control Arm
Bushing
(3) Replace tension strut to lower control arm isolator bushing. Refer to Lower Control Arm Bushing
Service in this section of the service manual for tension strut isolator bushing removal and installation procedure.
(4) Install tension strut into tension strut bushing on lower control arm assembly. Position tension strut in lower control arm as shown in (Fig. 20), with word
FRONT stamped in tension strut positioned away from control arm (Fig. 20). With an open end wrench on flat of tension strut, to keep tension strut from turning. Torque NEW tension strut to lower control arm retaining nut to 175 N I m (130 ft. lbs.)
INSTALL
(1) Install lower control arm and tension strut as an assembly back on the vehicle. See Lower Control
Arm Installation in this section of the service manual for the required installation procedure.
(2) Install washer on end of tension strut (Fig. 21).
Install a NEW tension strut to cradle bracket nut, on tension strut (Fig. 21). Torque the tension strut to cradle bracket retaining nut to 175 N I m (130 ft. lbs.).
2 - 18 SUSPENSION AND DRIVESHAFTS
Fig. 20 Tension Strut Installed In Lower Control Arm
When torquing tension strut nut, keep tension strut from turning by holding tension strut at flat using an open end wrench (Fig. 21).
Fig. 22 Tightening Wheel Nuts
Fig. 21 Tension Strut To Cradle Mounting
(3) Install the wheel and tire assembly.
(4) Tighten the wheel mounting stud nuts in proper sequence (Fig. 22) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
(5) Lower vehicle so the suspension is supporting vehicles weight (control arm at design height). Torque the lower control arm pivot bushing to cradle bracket attaching bolt (Fig. 23) to 123 N
I m (90 ft. lbs.).
LOWER CONTROL ARM BUSHING SERVICE
PIVOT BUSHING
REMOVE
To perform removal and replacement of the lower control arm pivot bushing. The control arm and tension strut assembly must be removed from the vehi-
Fig. 23 Lower Control Arm Pivot Bolt cle. The removal and replacement of the lower control arm pivot bushing must be performed using an arbor press.
(1) Remove lower control arm and tension strut as an assembly from the vehicle. See Lower Control
Arm Removal in this section of the service manual for the required removal procedure.
(2) Separate the tension strut from the lower control arm assembly.
(3) Position lower control arm in arbor press with large end of pivot bushing inside Receiver, Special
Tool MB-990799, and special tool supporting lower control arm (Fig. 1). Position Remover, Special Tool,
6642-2 on top of pivot bushing (Fig. 1). Using arbor press, press on lower control arm pivot bushing until it falls free of lower control arm.
(4) Remove the pressed out lower control arm pivot bushing from the Receiver, Special Tool MB-990799 and discard.
SUSPENSION AND DRIVESHAFTS 2 - 19
Fig. 1 Lower Control Arm Pivot Bushing Removal
INSTALL
(1) Turn the lower control arm over in the arbor press. So it is positioned on Receiver, Special Tool,
MB-990799 as shown in (Fig. 2).
(2) Position new pivot bushing in lower control arm so it is square with the bushing hole. Position Installer,
Special Tool 6644-1 ontop of pivot bushing, with pivot bushing setting in recessed area of Installer (Fig. 2).
Bring down ram of arbor press until it is close to Installer, Special Tool . Then square face of Installer, Special Tool 6644-1 with end of ram on arbor press and start to press bushing into lower control arm.
Fig. 3 Pivot Bushing Installed In Lower Control Arm strut in lower control as shown in (Fig. 4), with word
FRONT stamped in tension strut positioned away from control arm. With an open end wrench on flat of tension strut to stop tension strut from turning.
Torque NEW tension strut to lower control retaining nut to 175 N I m (130 ft. lbs.)
Fig. 2 Installing Lower Control Arm Pivot Bushing
(3) Press lower control arm pivot bushing into lower control arm until Installer, Special Tool 6644-1 squarely bottoms against surface of lower control arm (Fig. 3). When Installer, Special Tool, 6644-1 squarely touches surface of control arm stop in-
stalling bushing. When Installer, Special Tool
6644-1 squarely bottoms on control arm, bushing is installed to the correct position in control arm.
(4) Install tension strut into tension strut bushing on the lower control arm assembly. Position tension
Fig. 4 Tension Strut Installed In Lower Control Arm
(5) Install lower control arm and tension strut as an assembly back on the vehicle. See Lower Control
Arm Installation in this section of the service manual for the required installation procedure.
TENSION STRUT BUSHING
REMOVE
To perform removal and replacement of the lower control arm tension strut bushing. The control arm and tension strut assembly must be removed from the vehicle. The removal and replacement of the lower control arm tension strut bushing must be performed using an arbor press.
(1) Remove lower control arm and tension strut as an assembly from the vehicle. See Lower Control
Arm Removal in this section of the service manual
2 - 20 SUSPENSION AND DRIVESHAFTS for the required removal procedure.
(2) Separate the tension strut from the lower control arm assembly.
(3) Position lower control arm in arbor press with tension strut bushing inside Receiver, Special Tool
MB-990799 and special tool supporting lower control arm (Fig. 5). Position Remover, Special Tool, 6644-4 on top of tension strut bushing (Fig. 5). Using the arbor press, press Remover, Special Tool, 6644-4 down through the tension strut bushing until the arbor press can push it no farther. As Remover, Special
Tool, 6644-4 is pressed down through tension strut bushing it will cut the bushing into two pieces.
up off the control arm. At this time remove the control arm assembly from the arbor press and pull Special
Tool 6644-3 off the tension strut bushing in the control arm. Tension strut bushing is now installed.
Fig. 5 Removing Lower Control Arm Tension Strut
Bushing
(4) Remove lower control arm assembly from arbor press. Remove pieces of tension strut and Remover,
Special Tool 6644-4, from lower control arm.
INSTALL
(1) Thoroughly lubricate the replacement tension strut bushing, lower control arm and Installer, Special Tool 6644-3 using Mopar t
Silicone Spray Lube or an equivalent.
(2) By hand, install tension strut bushing into large end of Installer, Special Tool 6644-3. Press bushing into installer as far as it will go by hand.
(3) Position lower control arm in arbor press, so tension strut hole in lower control arm is centered on Receiver, Special Tool MB-990799. (Fig. 6). Position
Installer, Special Tool 6644-3 with previously installed bushing, inside of tension strut bushing hole in lower control arm (Fig. 6). Position Installer, Special Tool
6644-2 on top of tension strut bushing (Fig. 6). Using the arbor press, press the tension strut bushing into the lower control arm. As the bushing is being pressed into the control arm a pop will be heard. When the pop is heard Installer, Special Tool 6644-3 will slightly move
Fig. 6 Installing Tension Strut Bushing Into Lower
Control Arm
BALL JOINTS
The lower front suspension ball joints operate with no free play. See Inspection Ball Joint Wear to determine if the ball joint is worn and requires replacement.
The ball joints are not replaceable as a separate component of the lower control arm assembly. If a ball joint is found to be defective, the entire lower control arm will need to be replaced. Do not attempt any type of repair on the ball joint assembly.
INSPECTION BALL JOINT WEAR
Raise front wheels of vehicle using jack stands or a frame contact hoist, until front suspension is in full rebound and tires are not in contact with the ground.
Grasp tire at top and bottom, and apply an in and out force on the wheel and tire. While applying force to the tire, look for any movement between the lower ball joint and lower control arm. If any movement is evident the lower ball joint is worn and the lower control arm requires replacement.
BALL JOINT SEAL INSTALLATION
(1) By hand, initially install the ball joint seal on the lower control arm.
(2) Lower control arm is to be supported using a 1
1/4 inch socket (Fig. 7). Position the 1 1/4 inch socket, lower control arm and Seal Installer, Special
Tool MB-990800 in an arbor press (Fig. 7).
(3) Using Installer, Special Tool MB-990800, press seal onto ball joint housing until it is squarely seated against top surface of control arm (Fig. 7).
Fig. 7 Installing Ball Joint Seal
SUSPENSION AND DRIVESHAFTS 2 - 21
SERVICING STABILIZER BAR AND BUSHINGS
The stabilizer bar interconnects the front MacPherson strut assemblies of the vehicle and attaches to the front cradle of the vehicle (Fig. 1).
Jounce and rebound movements affecting one wheel are partially transmitted to the opposite wheel to stabilize body roll.
Attachment of stabilizer bar to cradle assembly, is through rubber-isolated bushings (Fig. 1). Stabilizer bar to strut assembly attachment is done utilizing a stabilizer bar link (Fig. 1).
2 - 22 SUSPENSION AND DRIVESHAFTS
SUSPENSION AND DRIVESHAFTS 2 - 23
All parts are serviceable, and the stabilizer bar to cradle isolator bushings are split for easy removal and installation. The split in the stabilizer bar to crossmember bushing should be positioned toward the front of the vehicle.
STABILIZER BAR ISOLATOR BUSHING
SERVICE
If only the stabilizer bar isolator bushings require service without any service to the stabilizer bar. The stabilizer bar isolator bushings can be removed from the stabilizer bar without requiring the stabilizer bar to be removed from the vehicle.
ISOLATOR BUSHING REMOVAL
(1) Remove the 2 bolts each, attaching the stabilizer bushing retainer and bushing to cradle assembly (Fig. 2).
Fig. 3 Isolator Bushings Installed On Stabilizer Bar
(2) Align the stabilizer bar bushing retainers with the mounting holes in the cradle assembly (Fig. 2).
Install but do not tighten the 4 bushing retainer to cradle assembly mounting bolts. The 4 retaining bolts will be torqued when vehicle is lowered to the ground.
(3) Lower vehicle to the ground.
(4) With the full weight of the vehicle supported by the suspension. Use a long extension, and torque the 4 stabilizer bar bushing retainer to cradle assembly attaching bolts to 55 N I m (40 ft. lbs.).
STABILIZER BAR REMOVAL
When removing the front stabilizer bar from the L.H.
platform vehicle, it is necessary to remove the entire front cradle module (Fig. 4) from vehicle.
Fig. 2 Stabilizer Bar Isolator Bushing Attachment To
Cradle
(2) Remove the stabilizer bar isolator bushing retainers from the isolator bushings.
(3) Inspect for broken or distorted retainers and bushings. If bushing replacement is required, bushing can be removed by opening slit in bushing and removing bushing from around stabilizer bar. The stabilizer bar to cradle assembly bushings, should be positioned on stabilizer bar, so slit in bushing is positioned toward front of vehicle (Fig. 3).
ISOLATOR BUSHING INSTALLATION
(1) Install the isolator bushing retainers back on the stabilizer bar isolator bushings.
CAUTION: When stabilizer bar is installed. Position stabilizer bar, so lower part of stabilizer bar is centered in the middle of the cradle assembly. Failure to do this may cause stabilizer bar to come in contact with other suspension components.
Fig. 4 L.H. Platform Front Cradle
SUPPORTING ENGINE
To allow for removal of the cradle module assembly from the vehicle. It will be necessary to support the engine and transaxle assembly using Fixture, Engine
Support, Special Tool 7137 or equivalent. Refer to (Fig.
5 to 9) for engine supporting locations depending on engine application.
2 - 24 SUSPENSION AND DRIVESHAFTS
CAUTION: No attempt should be made to support or lift either engine application using the intake manifold, or any other location on engine not specified below.
3.3 LTR ENGINE
(1) Mount Fixture, Engine Support Special Tool
7137 or equivalent across engine compartment (Fig. 5).
Using nylon webbing material such as seat belt material or equivalent, mount it to the following locations on the 3.3 ltr. engine.
(2) Remove bolt attaching A/C compressor bracket to front of engine. Install webbing material hook on A/C compressor bolt, install bolt and tighten (Fig. 5 and 6).
(3) Loosen but do not remove generator to engine mounting bolt, remove spacer between generator and engine. Install webbing material hook between generator and engine, re-install and tighten original bolt (Fig.
5 and 6).
(4) Remove electronic ignition coil, mounting bracket bolt from rear of engine. Install webbing material hook on bracket bolt and re-install and tighten bolt. Note: Route webbing material be- tween fuel injector rail and valve cover, not between fuel injector rail and intake manifold.
(5) Mount remaining piece of webbing material to left cylinder head using threaded hole on back of cylinder head. Using a bolt of the correct thread size and length, install webbing hook on bolt. Then install bolt into threaded hole on back of cylinder head and tighten bolt.
(6) Securely attach pieces of webbing material to hook on engine holding fixture (Fig. 5). Tighten hook on engine holding fixture until all slack is remove from all
4 pieces of webbing material.
Fig. 5 Engine Supporting Fixture Installed 3.3 Ltr.
3.5 LTR ENGINE
(1) Mount Fixture, Engine Support Special Tool
7137 or equivalent across engine compartment (Fig. 7).
Using nylon webbing material such as seat belt material or equivalent, mount it to the following locations on the 3.5 ltr. engine.
Fig. 6 Front Engine Support Attaching Locations 3.3 Ltr.
(2) Remove bolt attaching timing belt housing to front of engine assembly (Fig. 7 and 8). Install webbing material hook on timing belt housing attaching bolt, install bolt and tighten (Fig. 7 and 8).
(3) Remove generator to generator back of cylinder heads and tighten bolt.
from all 4 pieces of webbing material.
mounting bracket attaching nut and bolt (Fig. 9). Install webbing material hook on generator mounting bolt, reinstall and tighten original nut and bolt (Fig. 9).
(4) Mount remaining pieces of webbing material to back of right and left cylinder head using the threaded hole on back of cylinder heads. Using a bolt of the correct thread size and length, install webbing hook on bolt. Then install bolt into threaded hole on
(5) Securely attach pieces of webbing material to hook on engine holding fixture (Fig. 7). Tighten hook on engine holding fixture until all slack is remove
CRADLE ASSEMBLY REMOVAL ALL ENGINES
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove both front wheel and tire assemblies from the vehicle.
(3) Remove left and right ball joint stud to steering knuckle clamp nut and bolt (Fig. 10).
CAUTION: When lower control is separated from steering knuckle, do not let ball joint seal hit up against steering knuckle. If ball joint seal hits steering knuckle, seal damage may occur. If ball joint seal becomes torn, replace seal before assembling lower control arm to knuckle.
SUSPENSION AND DRIVESHAFTS 2 - 25
Fig. 7 Engine Supporting Fixture Installed 3.5 Ltr.
Fig. 9 Front Engine Support Attachment To
Generator Bracket
Fig. 10 Control Arm To Steering Knuckle
Attachment
Fig. 8 Front Engine Support Attachment To Timing
Belt Housing
(4) Carefully insert a pry bar between lower control arm and steering knuckle (Fig. 11), to separate ball joint stud from steering knuckle (Fig. 11). Note: Use caution when separating ball joint stud from steering knuckle so ball joint seal does not get cut.
CAUTION: Pulling steering knuckle out from vehicle after releasing from ball joint can separate inner tripod joint. See Driveshafts.
(5) Remove ground strap from cradle assembly.
Ground strap is located on right side of cradle below half shaft (Fig. 12).
(6) Remove the 4 nuts attaching motor mounts to cradle assembly (Fig. 13).
Fig. 11 Separating Ball Joint From Steering Knuckle
(7) Remove the 4 bolts attaching transaxle mount to rear of cradle assembly (Fig. 14).
2 - 26 SUSPENSION AND DRIVESHAFTS
Fig. 12 Ground Strap
Fig. 14 Transmission Mount To Cradle Assembly
Mounting Bolts
Fig. 15 Stabilizer Bar Isolator Bushing Attachment
To Cradle
(9) Position a jack stand under front of cradle and at center of transaxle to cradle assembly mount (Fig.
16). Raise jack stand at transaxle mount until transaxle mount just lifts off cradle assembly.
Fig. 13 Motor Mount To Cradle Assembly
Attachment
(8) Remove the 2 bolts each, attaching the stabilizer bushing retainer and bushing to cradle assembly (Fig. 15).
WARNING: THE JACK STANDS ARE REQUIRED TO
SUPPORT CRADLE ASSEMBLY AND TRANSAXLE
ASSEMBLY DURING CRADLE ASSEMBLY RE-
MOVAL FROM VEHICLE. DO NOT ATTEMPT TO RE-
MOVE CRADLE WITHOUT USING JACK STANDS TO
SUPPORT COMPONENTS.
Fig. 16 Jack Stands Supporting Cradle And
Transaxle
SUSPENSION AND DRIVESHAFTS 2 - 27
(10) Cradle assembly is now ready to be removed from vehicle using the following procedure. A helper will be required when removing cradle assembly from vehicle.
• Loosen but do not fully remove the 2 rear cradle assembly to body attaching bolts (Fig. 17).
• Loosen and remove the 2 front cradle assembly to body attaching bolts (Fig. 17).
• With a helper supporting rear of cradle assembly and the jack stand supporting transaxle. Remove the
2 rear cradle assembly to body attaching bolts (Fig.
17).
• Slowly lower front jack stand until weight of engine is supported by engine support fixture and motor mount bolts are clear of cradle assembly. With a helper at rear of cradle assembly, lift front of cradle assembly off jack stand and remove from vehicle.
Fig. 18 Stabilizer Bar Removal And Installation bar to cradle assembly bushings, should be positioned on stabilizer bar, so slit in bushing is positioned toward front of vehicle (Fig. 19).
Fig. 17 Cradle Assembly To Body Attaching
Locations
(11) After cradle assembly is removed from vehicle. Remove the 2 stabilizer bar, to stabilizer bar link attaching nuts (Fig. 18). Remove stabilizer bar assembly from vehicle.
STABILIZER BAR AND BUSHING INSPECTION
Inspect for broken or distorted retainers and bushings. If bushing replacement is required, bushing can be removed by opening slit in bushing and removing bushing from around stabilizer bar. The stabilizer
Fig. 19 Isolator Bushings Installed On Stabilizer Bar
CRADLE ASSEMBLY INSTALLATION ALL ENGINES
(1) Install stabilizer bar, isolator bushings and retainers back in vehicle as an assembly (Fig. 18). Be sure stabilizer bar in installed through openings in splash shields (Fig. 18). Install the stabilizer bar link to stabilizer bar attaching nuts. Torque stabilizer bar link to stabilizer bar attaching nut to 95 N I m (70 ft.
lbs.).
(2) Tie stabilizer bar up against the 2 transaxle to engine block brackets (Fig. 20). This will keep stabilizer bar out of the way when installing cradle assembly.
(3) With the aid of a helper raise cradle assembly
(Fig. 1) back up into vehicle, resting front of cradle assembly on a jack stand. Then use following procedure to install cradle assembly back into vehicle.
• With the aid of a helper, raise rear of cradle assembly up far enough by hand to start the 2 rear cradle assembly to body attaching bolts (Fig. 21). Install bolts far enough to securely hold cradle assembly in place but DO NOT TIGHTEN.
•
Using jack stand raise front of cradle assembly up against bottom of motor mounts. Be sure all 4 motor mount studs come through holes in cradle assembly.
2 - 28 SUSPENSION AND DRIVESHAFTS
Fig. 20 Stabilizer Bar Stored For Cradle Installation
• Continue to raise cradle assembly and engine using jack stand until the 2 front cradle assembly to body attaching bolts (Fig. 21) can be started.
• Lower transaxle and align transaxle mount with the 4 transaxle mount attaching holes in the cradle assembly. Install BUT DO NOT TIGHTEN the 4 transaxle mount to cradle assembly attaching bolts
(Fig. 14). The 2 long bolts go in the front cradle assembly to transaxle mount holes.
CAUTION: Before tightening cradle assembly to body attaching bolts. Check that all 4 cradle assembly to body mounting bolts are installed straight into mounting plates in frame rails and mounting plates are not cocked inside the frame rails.
• Using a crisscross pattern, tighten all 4 cradle assembly to body attaching bolts (Fig. 21) until cradle is seated up against body. Then repeating the crisscross pattern, torque all 4 cradle assembly to body mounting bolts to 155 N I m (115 ft. lbs.).
(4) Tighten the 4 transaxle mount to cradle assembly mounting bolts (Fig. 22).
CAUTION: When stabilizer bar is installed. Position stabilizer bar, so lower part of stabilizer bar is centered in the middle of the cradle assembly. Failure to do this may cause stabilizer bar to come in contact with other suspension components.
(5) Untie the stabilizer bar from brackets and position it on cradle assembly. Align the stabilizer bar bushing retainers with the mounting holes in the cradle assembly (Fig. 15). Install but do not tighten the 4 bushing retainer to cradle assembly mounting bolts. The 4 retaining bolts will be torqued when vehicle is lowered to the ground.
(6) Install the 4 motor mount to cradle assembly attaching nuts (Fig. 13). Torque the 4 nuts to 61 N
I m
(45 ft. lbs).
Fig. 21 Cradle Assembly To Body Attaching Bolts
Fig. 22 Transmission Mount To Cradle Assembly
Mounting Bolts
(7) Install ground strap on cradle assembly (Fig.
12). Be sure ground strap to cradle screw is securely tightened.
CAUTION: Pulling steering knuckle out from vehicle after releasing from ball joint can separate inner
C/V joint. See Driveshafts.
CAUTION: When ball joint stud is installed into steering knuckle, do not let ball joint seal hit up against steering knuckle. If ball joint seal hits steering knuckle, seal damage may occur. If ball joint seal becomes torn, replace seal before assembling lower control arm to knuckle.
SUSPENSION AND DRIVESHAFTS 2 - 29
(8) Install lower ball joint studs into steering knuckles. Install steering knuckle to lower ball joint stud, clamp bolts and nuts into steering knuckles
(Fig. 23). Torque clamp bolt to 55 N I m (40 ft. lbs.).
STEERING KNUCKLE SERVICE
The front suspension knuckle (Fig. 1) provides for steering control of the vehicle. Supports the brake caliper and absorbs the loads exerted during vehicle braking. It also supports the front (driving) hub and bearing and stub axle assembly.
The front suspension knuckle also provides the ability to align the front wheels of the vehicle. This is done by allowing for front wheel Toe adjustment.
The front suspension knuckle is not a serviceable component. Do not attempt to straighten or repair the front suspension knuckle in any way.
Service repair or replacement of the front (drive) hub and bearing, can be done with the front suspension knuckle remaining on the vehicle.
Fig. 23 Control Arm To Steering Knuckle
Attachment
(9) Install the wheel and tire assembly.
(10) Tighten the wheel mounting stud nuts in proper sequence (Fig. 24) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N
I m (95 ft.
lbs.).
Fig. 24 Tightening Wheel Nuts
(11) Lower vehicle to the ground.
(12) With the full weight of the vehicle supported by the suspension. Use a long extension, and torque the 4 stabilizer bar bushing retainer to cradle assembly attaching bolts to 55 N I m (40 ft. lbs.).
(13) Remove the webbing material from the engine. and the engine support fixture from the vehicle.
(14) Position vehicle on an alignment rack and check that the vehicles Toe is within specifications.
Adjust the vehicle Toe setting if not within specifications.
Fig. 1 Front Knuckle Assembly
REMOVE
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove the front wheel and tire assembly from the vehicle.
(3) Remove the front caliper assembly from the front steering knuckle assembly (Fig. 2). Refer to
Front Disc Brake Service in the Brake Section of this service manual for caliper removal procedure.
2 - 30 SUSPENSION AND DRIVESHAFTS
Fig. 2 Disc Brake Caliper Mounting
(4) Remove front braking disk (rotor) from hub, by pulling it straight off wheel mounting studs (Fig. 3).
Fig. 4 Speed Sensor Head Removal (Typical)
Fig. 5 Hub And Bearing To Stub Axle Retaining Nut
Fig. 3 Removing Braking Disc
(5) Remove screw attaching ABS speed sensor head to steering knuckle. Speed sensor head should be removed from steering knuckle, to avoid damage to speed sensor by outer C/V joint when hub and bearing is removed.
(6) Carefully, remove sensor head from steering knuckle. If the sensor has seized, due to corrosion, DO
NOT USE PLIERS ON SENSOR HEAD. Use a hammer and punch (Fig. 4) to tap edge of sensor ear, rocking sensor side to side until free.
(7) Remove the hub and bearing to stub axle retaining nut (Fig. 5).
(8) Remove the 3 steering knuckle to hub and bearing assembly attaching bolts (Fig. 6).
Fig. 6 Hub And Bearing Assembly Retaining Bolts
CAUTION: If metal seal (Fig. 7) on hub and bearing assembly is seized to steering knuckle and becomes dislodged on hub and bearing assembly during bearing removal. The hub and bearing assembly
MUST not be re-used and MUST be replaced with a new hub and bearing assembly. Also if flinger disc
(Fig. 7) becomes damaged (bent or dented) during removal, hub and bearing assembly must be replaced with a new hub and bearing assembly.
SUSPENSION AND DRIVESHAFTS 2 - 31
Fig. 8 Hub And Bearing Assembly Removal And
Installation
Fig. 7 Hub And Bearing Assembly Seal
(9) Remove hub and bearing assembly from steering knuckle. It is removed by sliding it straight out of steering knuckle and off end of stub axle (Fig. 8).
If hub and bearing assembly will not slide out of knuckle. Insert a pry bar between hub and bearing assembly and steering knuckle (Fig. 9) and gently pry hub and bearing from knuckle. If stub shaft is frozen to hub and bearing assembly tap end of stub shaft with soft face hammer to free it from hub and bearing spline.
(10) Remove the ball joint stud to steering knuckle clamp nut and bolt (Fig. 10).
CAUTION: When lower control arm is separated from steering knuckle, do not let ball joint seal hit up against steering knuckle. If ball joint seal hits steering knuckle, seal damage may occur. If ball joint seal becomes torn, replace seal before assembling lower control arm to knuckle.
(11) Carefully insert a pry bar between lower control arm and steering knuckle (Fig. 11). Push down on pry bar to separate ball joint stud from steering knuckle (Fig. 11). Note: Use caution when sepa-
Fig. 9 Prying Hub And Bearing Assembly From
Steering Knuckle
Fig. 10 Control Arm To Steering Knuckle
Attachment rating ball joint stud from steering knuckle so ball joint seal does not get cut.
2 - 32 SUSPENSION AND DRIVESHAFTS
Fig. 11 Separating Ball Joint From Steering Knuckle
CAUTION: The strut assembly to steering knuckle bolts are serrated were they go through strut assembly and steering knuckle. When removing bolts, turn nuts off bolts DO NOT TURN BOLTS IN STEER-
ING KNUCKLE. If bolts are turned damage to steering knuckle will result.
(12) Remove the strut assembly to steering knuckle attaching bolts (Fig. 12).
Fig. 13 Control Arm To Steering Knuckle Attachment turn nuts onto bolts DO NOT TURN BOLTS IN STEER-
ING KNUCKLE. If bolts are turned damage to steering knuckle will result.
(3) Install the strut assembly to steering knuckle attaching bolts (Fig. 12). Install nuts on attaching bolts
(Fig. 12). Torque the strut assembly to steering knuckle attaching bolt nuts to 169 N I m (125 ft. lbs.). TURN
NUTS ON BOLTS DO NOT TURN BOLTS.
CAUTION: Hub and bearing assembly mounting surfaces on steering knuckle (Fig. 14) must be smooth and completely free of foreign material or nicks.
Fig. 12 Strut Assembly To Steering Knuckle
Attaching Bolts
(13) Remove the steering knuckle from the vehicle.
INSTALL
(1) Install steering knuckle on ball joint stud. Install steering knuckle to lower ball joint stud, clamp bolt and nut into steering knuckle (Fig. 13). Torque clamp bolt to 55 N I m (40 ft. lbs.).
(2) Position steering knuckle neck into strut assembly.
CAUTION: The strut assembly to steering knuckle bolts are serrated were they go through strut assembly and steering knuckle. When installing bolts,
Fig. 14 Hub And Bearing Assembly Mounting Surfaces
CAUTION: When installing hub and bearing assembly into steering knuckle, be careful not to damage the flinger disc (Fig. 7) on hub and bearing assembly. If flinger disc becomes damaged, hub and bearing assembly MUST not be used and MUST be replaced with a new hub and bearing assembly.
(4) Install hub and bearing assembly onto stub shaft and into steering knuckle until squarely seated on face of steering knuckle. (Fig. 8).
(5) Install the 3 steering knuckle to hub and bearing assembly attaching bolts (Fig. 15). Equally tighten all
3 mounting bolts until hub and bearing assembly is squarely seated against front of steering knuckle. Then torque all 3 hub and bearing assembly mounting bolts to 110 N I m (80 ft.lbs.)
SUSPENSION AND DRIVESHAFTS 2 - 33
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 02-13-94 September 23, 1994 steering knuckle. Install speed sensor head into steering knuckle. Install screw tighten to 7 N I m (60 in. lbs.)
(8) Install the braking disk back on the hub and bearing assembly (Fig. 17).
Fig. 15 Hub And Bearing Assembly Retaining Bolts
CAUTION: The hub and bearing assembly to stub shaft retaining nut (Fig. 16) is a prevailing torque nut and can not be re-used. A NEW retaining nut MUST be used when assembled.
(6) Install a NEW hub and bearing assembly to stub shaft retaining nut (Fig. 16). Tighten, but do not torque the hub nut at this time.
Fig. 16 Hub And Bearing To Stub Axle Retaining Nut
(7) Coat speed sensor head with High Temperature
Multi-purpose E.P. Grease before installing into the
Fig. 17 Installing Braking Disc
(9) Install front brake caliper back over braking disc and align with caliper mounting holes on steering knuckle (Fig. 18). Refer to Front Disc Brake Service in the Brake Section of this service manual for caliper installation procedure. Install the caliper to steering knuckle attaching bolts and torque to 19 N I m (168 in.
lbs.).
(10) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper sequence (Fig. 19) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
(11) Lower vehicle to the ground.
CAUTION: When torquing hub and bearing assembly to stub shaft retaining nut, do not exceed the maximum torque of 176 N I m (130 ft. lbs.). If the maximum torque is exceeded this may result in a failure of the drive shaft.
(12) With the vehicle brakes applied to keep vehicle from moving. Torque the NEW stub shaft to hub and bearing assembly retaining nut to 163 N
I m ± 14 (120 ft. lbs. ± 10) (Fig. 20).
2 - 34 SUSPENSION AND DRIVESHAFTS
Fig. 18 Disc Brake Caliper Mounting
Fig. 20 Tighten Hub And Bearing Retaining Nut
Front Disc Brake Service in the Brake Section of this service manual for caliper removal procedure.
Fig. 19 Tightening Wheel Nuts
HUB AND BEARING ASSEMBLY
This unit is serviced only as a complete assembly.
It is mounted to the steering knuckle by 3 mounting bolts that are removed from the rear of the steering knuckle.
REMOVAL
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove the front wheel and tire assembly from the vehicle.
(3) Remove the front caliper assembly from the front steering knuckle assembly (Fig. 1). Refer to
Fig. 1 Disc Brake Caliper Mounting
(4) Remove front braking disk (rotor) from hub, by pulling it straight off wheel mounting studs (Fig. 2).
(5) Remove the hub and bearing to stub axle retaining nut (Fig. 3).
(6) Remove the 3 steering knuckle to hub and bearing assembly attaching bolts (Fig. 4).
CAUTION: If metal seal (Fig. 5) on hub and bearing assembly is seized to steering knuckle and becomes dislodged on hub and bearing assembly during bearing removal. The hub and bearing assembly
MUST not be reused and MUST be replaced with a new hub and bearing assembly.
CAUTION: When removing hub and bearing assembly from steering knuckle, be careful not to damage the flinger disc (Fig. 5) on hub and bearing assembly. If flinger disc becomes damaged, hub and bearing assembly MUST not be used and MUST be replaced with a new hub and bearing assembly.
SUSPENSION AND DRIVESHAFTS 2 - 35
Fig. 2 Removing Braking Disc
Fig. 4 Hub And Bearing Assembly Retaining Bolts
Fig. 3 Hub And Bearing To Stub Axle Retaining Nut
(7) Remove hub and bearing assembly from steering knuckle, by sliding it straight out of steering knuckle and off end of stub axle (Fig. 6). If hub and bearing assembly will not slide out of knuckle. Insert a pry bar between hub and bearing assembly and steering knuckle (Fig. 7) and gently pry hub and bearing from knuckle. If stub shaft is frozen to hub and bearing assembly tap end of stub shaft with soft face hammer to free it from hub and bearing spline.
INSTALLATION
CAUTION: Hub and bearing assembly mounting surfaces on steering knuckle (Fig. 8) must be smooth and completely free of foreign material or nicks.
Fig. 5 Hub And Bearing Assembly Seal
CAUTION: When installing hub and bearing assembly into steering knuckle, be careful not to damage the flinger disc (Fig. 5) on hub and bearing assembly. If flinger disc becomes damaged, hub and bearing assembly MUST not be used and MUST be replaced with a new hub and bearing assembly.
(1) Install hub and bearing assembly onto stub shaft and into steering knuckle until squarely seated on face of steering knuckle. (Fig. 6).
(2) Install the 3 hub and bearing assembly to steering knuckle attaching bolts (Fig. 9). Equally tighten all 3 mounting bolts until hub and bearing assembly is squarely seated against front of steering knuckle. Then torque all 3 hub and bearing assembly mounting bolts to 110 N I m (80 ft.lbs.).
2 - 36 SUSPENSION AND DRIVESHAFTS
Fig. 6 Hub And Bearing Assembly Removal And
Installation
Fig. 9 Hub And Bearing Assembly Retaining Bolts nut and can not be re-used. A NEW retaining nut
MUST be used when assembled.
(3) Install a NEW hub and bearing assembly to stub shaft retaining nut (Fig. 10). Tighten, but do not torque the hub nut at this time.
Fig. 7 Prying Hub And Bearing Assembly From
Steering Knuckle
Fig. 8 Hub And Bearing Assembly Mounting
Surfaces
CAUTION: The hub and bearing assembly to stub shaft retaining nut (Fig. 10) is a prevailing torque
Fig. 10 Hub And Bearing To Stub Axle Retaining
Nut
(4) Install the braking disk back on the hub and bearing assembly (Fig. 11).
(5) Install front brake caliper back over braking disc and align with caliper mounting holes on steering knuckle (Fig. 12). Refer to Front Disc Brake Service in the Brake Section of this service manual for caliper installation procedure. Install the caliper adapter to steering knuckle attaching bolts and torque to 19 N I m (168 in. lbs.).
(6) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper sequence (Fig. 13) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
(7) Lower vehicle to the ground.
SUSPENSION AND DRIVESHAFTS 2 - 37
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 02-13-94 September 23, 1994
Fig. 13 Tightening Wheel Nuts
Fig. 11 Installing Braking Disc
Fig. 12 Disc Brake Caliper Mounting
CAUTION: When torquing hub and bearing assembly to stub shaft retaining nut, do not exceed the maximum torque of 176 N I m (130 ft. lbs.). If the maximum torque is exceeded this may result in a failure of the drive shaft.
(8) With the vehicle brakes applied to keep vehicle from moving. Torque the NEW stub shaft to hub and bearing assembly retaining nut to 163 N
I m ± 14 (120 ft. lbs. ± 10) (Fig. 14).
Fig. 14 Tighten Hub And Bearing Retaining Nut
(9) Check the Toe setting on the vehicle and reset if not with in specifications.
SERVICING WHEEL STUDS
The L.H. platform vehicles use a one piece, lubricated for life hub and bearing assembly.
CAUTION: If wheel attaching stud needs to be replaced in the hub and bearing assembly the studs
CAN NOT be hammered out of the hub flange. If a stud is removed by hammering it out of the bearing flange, damage to the hub and bearing assembly will occur leading to premature bearing failure.
The following procedure and special tools shown
MUST be used when replacing wheel attaching studs.
The hub and bearing assembly does not require removal from the steering knuckle to replace wheel attaching studs in the hub and bearing assembly.
2 - 38 SUSPENSION AND DRIVESHAFTS
REMOVE
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and
Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove the front wheel and tire assembly from the vehicle.
(3) Remove the front caliper assembly from the front steering knuckle assembly (Fig. 1). Refer to Front Disc
Brake Service in the Brake Section of this service manual for caliper removal procedure.
threads on stud are even with end of lug nut. Install
Remover, Special Tool C-4150 on hub and bearing assembly flange and wheel stud (Fig. 3).
Fig. 1 Disc Brake Caliper Mounting
(4) Remove front braking disk (rotor) from hub, by pulling it straight off wheel mounting studs (Fig. 2).
Fig. 2 Removing Braking Disc
(5) Install a lug nut on the wheel stud to be removed from the hub and bearing assembly (Fig. 3) so the
Fig. 3 Removing Wheel Stud From Hub And Bearing
(6) Tighten down on special tool, pushing wheel stud out of the hub and bearing assembly flange. When shoulder of wheel stud is past flange remove special tool from hub and bearing assembly. Remove lug nut from stud and remove wheel stud from flange.
INSTALL
(1) Install replacement wheel stud into flange of hub and bearing assembly. Install washers on wheel stud, then install a wheel lug nut on stud with flat side of lug nut against washers (Fig. 4).
(2) Tighten the wheel lug nut, pulling the wheel stud into the flange of the hub and bearing assembly. When the head of the stud is fully seated against the bearing flange, remove lug nut and washers from wheel stud.
(3) Install the braking disk back on the hub and bearing assembly (Fig. 5).
(4) Install front brake caliper back over braking disc and align with caliper mounting holes on steering knuckle (Fig. 6). Refer to Front Disc Brake Service in the Brake Section of this service manual for caliper installation procedure. Install the caliper adapter to steering knuckle attaching bolts and torque to 19 N I m
(168 in. lbs.).
(5) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper sequence (Fig. 7) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
(6) Lower vehicle to the ground.
SUSPENSION AND DRIVESHAFTS 2 - 39
Fig. 4 Installing Wheel Stud Into Hub And Bearing Fig. 6 Disc Brake Caliper Mounting
Fig. 5 Installing Braking Disc
Fig. 7 Tightening Wheel Nuts
2 - 40 SUSPENSION AND DRIVESHAFTS
DRIVESHAFTS
INDEX page
Driveshaft Reconditioning Procedure
General Information
. . . . . . . . . . . . . . . . . . . . . . . 40
Inner Tripod Joint Seal Boot
. . . . . . . . . . . . . . . . 46
page
Outer C/V Joint Sealing Boot
. . . . . . . . . . . . . . . 49
Service Procedures
. . . . . . . . . . . . . . . . . . . . . . . 42
Servicing Driveshafts
. . . . . . . . . . . . . . . . . . . . . . 42
GENERAL INFORMATION
All L.H. platform vehicles are equipped with an unequal length drive shaft system (Fig. 1). The left side of the vehicle is equipped with a longer drive shaft then the right side of the vehicle. The L.H.
platform uses solid interconnecting shafts on both sides of the vehicle.
The driveshaft assemblies are three piece units.
Each driveshaft has a Tripod Joint, an Interconnecting Shaft and a outer C/V joint. The Tripod Joint is splined onto the transaxle stub shaft, and the outer
C/V joint has a stub shaft that is splined into the front wheel hub and bearing assembly.
The inner tripod joint boots, on the L.H. platform vehicle are of different materials. The left inner boot is made of high temperature application silicone, and the right inner boot is made of hytrel plastic. When drive shaft boots are replaced be sure boots of the correct material are used on the correct side of the vehicle.
The driveshafts used on the L.H. platform vehicles are supplied by
Saginaw Division for all available drivelines.
Fig. 1 L.H. Platform Driveshafts (Halfshafts)
SUSPENSION AND DRIVESHAFTS 2 - 41
SUSPENSION/STEERING/DIAGNOSIS FRONT WHEEL DRIVE
2 - 42 SUSPENSION AND DRIVESHAFTS
SERVICE PROCEDURES
Procedures for removal and installation of driveshafts on the L.H. platform vehicles are different and somewhat easier, then those on other front wheel drive vehicles. This new drive shaft design, allows both drive shafts to be removed from the vehicle without dismantling the transaxle.
CAUTION: Boot sealing is vital to retain special lubricants and to prevent foreign contaminants from entering the C/V joint. Mishandling, such as allowing the assemblies to dangle unsupported, pulling or pushing the ends can cut boots or damage C/V joints. The L.H. platform driveshafts use no retention system to retain the tripod joint in the tripod housing. During removal and installation procedures always support both ends of the driveshaft to prevent damage or disengaging tripod joint. There is no retention mechanism holding the spider joint into the tripod housing. Therefore, do not pull on the interconnecting shaft when attempting to remove drive shafts from vehicle.
(4) Remove front braking disk (rotor) from hub, by pulling it straight off wheel mounting studs (Fig. 2).
SERVICING DRIVESHAFTS
REMOVE
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove the front wheel and tire assembly from the vehicle.
(3) Remove the front caliper assembly from the front steering knuckle assembly (Fig. 1). Refer to
Front Disc Brake Service in the Brake Section of this service manual for caliper removal procedure.
Fig. 2 Removing Braking Disc
(5) Remove the speed sensor cable routing bracket from the strut assembly (Fig. 3).
Fig. 1 Disc Brake Caliper Mounting
Fig. 3 Speed Sensor Cable Routing Bracket
(6) Remove the hub and bearing to stub axle retaining nut (Fig. 4).
(7) Dislodge inner tripod joint from stub shaft retaining snap ring on transaxle assembly (Fig. 5). Inner tripod joint is dislodged from stub shaft retaining snap ring, by inserting a pry bar between transaxle case and inner tripod joint and prying on tripod joint. Only disengage the inner tripod joint from the retaining snap ring. Do not attempt to remove the inner tripod joint from the transmission stub shaft at this time.
SUSPENSION AND DRIVESHAFTS 2 - 43
Fig. 4 Hub And Bearing To Stub Axle Retaining Nut
Fig. 7 Outer C/V Joint Removal From Hub and
Bearing
(10) Hold outer C/V joint assembly with one hand.
Grasp steering knuckle with other and rotate it out and to the rear of the vehicle, until outer C/V joint clears hub and bearing assembly (Fig. 7).
Fig. 5 Inner Tripod Joint Removal From Stub Shaft
CAUTION: The strut assembly to steering knuckle bolts are serrated were they go through strut assembly and steering knuckle. When removing bolts, turn nuts off bolts DO NOT TURN BOLTS IN STEER-
ING KNUCKLE. If bolts are turned damage to steering knuckle will result.
(8) Remove the strut assembly to steering knuckle attaching bolts (Fig. 6).
(9) Remove the top of the steering knuckle from the strut assembly.
CAUTION: When removing outer C/V joint from hub and bearing assembly, do not allow the flinger disk
(Fig. 7) on hub and bearing assembly to become damaged. Damage to the flinger disk will cause dirt and water intrusion into bearing and premature bearing failure.
Fig. 6 Strut Assembly To Steering Knuckle Attaching Bolts
(11) Remove drive shaft inner tripod joint from transaxle stub shaft. When removing drive shaft, do not pull on interconnecting shaft to remove inner tripod joint from stub shaft. Removal in this manner will separate the spider assembly from the tripod joint housing. Grasp inner tripod joint
(Fig. 8) and interconnecting shaft and pull on both pieces at the same time.
2 - 44 SUSPENSION AND DRIVESHAFTS
Fig. 8 Inner Tripod Joint Removal From Stub Shaft
INSTALL
CAUTION: The inboard tripod joint retaining circlip and O-Ring seal (Fig. 9) on the transaxle stub shaft are not re-usable. Whenever the inboard tripod joint is removed from the stub shaft, the retaining circlip and O-Ring seal MUST BE REPLACED. The retaining circlip and O-Ring seal is included in all service kits requiring removal of the inboard tripod joint from the stub shaft.
Fig. 10 Grease Applied To Inner Tripod Joint Spline joint spline with stub shaft spline on transaxle (Fig.
11). Use a rocking motion with the inner tripod joint, to get it past the circlip on the transaxle stub shaft.
Fig. 9 Tripod Joint Retaining Circlip And O-Ring
Seal
(1) Replace O-Ring seal and tripod joint retaining circlip (Fig. 9) on the transaxle stub shaft.
(2) Evenly apply a bead of grease, such as Mopar
Multi-Purpose Lubricant or an equivalent, around spline of inner tripod joint (Fig. 10), where the
O-Ring seats against tripod joint. This will spread grease onto stub shaft during tripod joint installation preventing corrosion and help to seal the O-ring.
(3) Install drive shaft through hole in splash shield. Grasp inner tripod joint in one hand and interconnecting shaft in the other. Align inner tripod
Fig. 11 Inner Tripod Joint Installation On Stub Shaft
(4) Continue pushing tripod joint onto transaxle stub shaft until it stops moving. The O-Ring seal on the stub should not be visible when inner tripod joint is fully installed on stub shaft. To check that inner tripod joint retaining circlip is locked into tripod joint. Grasp inner tripod joint and pull on it by hand. If circlip is locked into tripod joint, tripod joint will not move on stub shaft.
CAUTION: When installing outer C/V joint into the hub and bearing assembly, do not allow the flinger disk
(Fig. 12) on hub and bearing assembly to become damaged. Damage to the flinger disk can cause dirt and water intrusion into bearing and premature bearing failure.
(5) Hold outer C/V joint assembly with one hand.
Grasp steering knuckle with other hand and rotate it out and to the rear of the vehicle. Install outer C/V joint into the hub and bearing assembly (Fig. 12).
SUSPENSION AND DRIVESHAFTS 2 - 45
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 02-13-94 September 23, 1994
Fig. 13 Strut Assembly To Steering Knuckle
Attaching Bolts
Fig. 12 Outer C/V Joint Installation Into Hub and
Bearing
(6) Install the top of the steering knuckle into the strut assembly. Align the steering knuckle to strut assembly mounting holes.
CAUTION: The strut assembly to steering knuckle bolts are serrated were they go through strut assembly and steering knuckle. When installing bolts, turn nuts onto bolts DO NOT TURN BOLTS IN STEERING
KNUCKLE. If bolts are turned damage to steering knuckle will result.
(7) Install the strut assembly to steering knuckle attaching bolts (Fig. 13). Install nuts on attaching bolts
(Fig. 13). Torque the strut assembly to steering knuckle attaching bolt nuts to 169 N I m (125 ft. lbs.). TURN
NUTS ON BOLTS DO NOT TURN BOLTS.
CAUTION: The hub and bearing assembly to stub shaft retaining nut (Fig. 14) is a prevailing torque nut and can not be re-used. A NEW retaining nut MUST be used when assembled.
(8) Install a NEW hub and bearing assembly to stub shaft retaining nut (Fig. 14). Tighten but do not torque the hub nut at this time.
(9) Install speed sensor cable routing bracket on strut assembly. Then install and securely tighten routing bracket attaching screw (Fig. 3).
(10) Install the braking disk back on the hub and bearing assembly (Fig. 15).
(11) Install front brake caliper back over braking disc and align with caliper mounting holes on steering knuckle (Fig. 16). Refer to Front Disc Brake Service in
Fig. 14 Hub And Bearing To Stub Axle Retaining Nut the Brake Section of this service manual for caliper installation procedure. Install the caliper to steering knuckle attaching bolts and torque to 19 N I m (168 in.
lbs.).
(12) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper sequence (Fig. 17) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
(13) Lower vehicle to the ground.
CAUTION: When torquing hub and bearing assembly to stub shaft retaining nut, do not exceed the maximum torque of 176 N I m (130 ft. lbs.). If the maximum torque is exceeded this may result in a failure of the drive shaft.
2 - 46 SUSPENSION AND DRIVESHAFTS
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 02-13-94 September 23, 1994
Fig. 17 Tightening Wheel Nuts
Fig. 15 Installing Braking Disc
Fig. 16 Disc Brake Caliper Mounting
(14) With the vehicle brakes applied to keep vehicle from moving. Torque the NEW stub shaft to hub and bearing assembly retaining nut to 163 N I m ± 14 (120 ft. lbs. ± 10) (Fig. 18).
DRIVESHAFT RECONDITIONING PROCEDURE
The only service which is to be performed on the driveshaft assemblies is the replacement of the drive shaft seal boots.
Fig. 18 Tighten Hub And Bearing Retaining Nut
If any failure of internal driveshaft components is diagnosed during a vehicle road test or disassembly of the drive shaft, the drive shaft will need to be replaced as an assembly.
Note: that lubricant requirements and quantities are different for Inner Joints than for Outer
Joints. Use only the recommended lubricants.
See (Fig. 1) for the exploded view of the front drive shaft components and there location in the assembly.
INNER TRIPOD JOINT SEAL BOOT
REMOVE
To remove sealing boots from driveshafts for replacement, the drive shaft assemblies must be removed from the vehicle. See Servicing Driveshaft in this section of the service manual for the required drive shaft removal and replacement procedure.
The Saginaw inner tripod joints used on the L.H.
platform vehicles use no internal retention in the tripod housing to keep the spider assembly in the housing. Therefore do not pull on the interconnecting
SUSPENSION AND DRIVESHAFTS 2 - 47
Fig. 1 L.H. Platform Driveshaft Components shaft to disengage tripod housing from transmission stub shaft. Removal in this manner will cause damage to inboard boots.
(1) Remove the driveshaft requiring boot replacement from the vehicle. See Servicing Driveshaft in this section of the service manual for the required drive shaft removal procedure.
(2) Remove large boot clamp which retains inner tripod joint sealing boot to tripod joint housing (Fig.
2) and discard. Then remove small clamp which retains inner tripod joint sealing boot to interconnecting shaft (Fig. 2) and discard. Remove the sealing boot from the tripod housing and slide it down the interconnecting shaft.
CAUTION: When removing the spider joint from the tripod joint housing. Hold the rollers in place on the spider trunions to prevent the rollers and needle bearings from falling away.
(3) Slide the interconnecting shaft and spider assembly out of the tripod joint housing (Fig. 3).
(4) Remove snap ring which retains spider assembly to interconnecting shaft (Fig. 4). Then remove the spider assembly from interconnecting shaft. If spider assembly will not come off interconnecting shaft by hand, it can be removed by tapping the end of the spider body with a brass drift. Do not hit the
Fig. 2 Inner Tripod Joint Sealing Boot Clamps outer tripod bearings in an attempt to remove spider assembly from interconnecting shaft.
(5) Slide failed sealing boot off the interconnecting shaft.
(6) Thoroughly clean and inspect spider assembly, tripod joint housing and interconnecting shaft for any signs of excessive wear. If any parts show signs of excessive wear, the driveshaft assembly will require replacement. Component parts of the L.H. platform driveshaft assemblies are not serviceable.
2 - 48 SUSPENSION AND DRIVESHAFTS
Do not hit the outer tripod bearings in an attempt to install spider assembly on interconnecting shaft.
(3) Install the spider assembly to interconnecting shaft retaining snap ring into groove on end of interconnecting shaft (Fig. 5). Be sure the snap ring is fully seated into groove on interconnecting shaft.
Fig. 3 Spider Assembly Joint Removal From Housing
Fig. 5 Spider Assembly Retaining Snap Ring nstallation
(4) Distribute 1/2 the amount of grease provided in the seal boot service package (DO NOT USE ANY
OTHER TYPE OF GREASE) into tripod housing. Put the remaining amount into the sealing boot.
(5) Slide the spider assembly and the interconnecting shaft into the tripod joint housing (Fig. 6).
Fig. 4 Spider Assembly Retaining Snap Ring Removal
INSTALL
The inner tripod joint sealing boots used on the
L.H. platform vehicles are made from 2 different types of material. High temperature applications use silicone rubber where as standard temperature applications use hytrel plastic. The silicone sealing boots are soft and pliable. The Hytrel sealing boots are stiff and rigid. The replacement sealing boot MUST BE the same type of material as the sealing boot which was removed.
(1) Slide a new seal boot retaining clamp, onto the interconnecting shaft. Then slide the replacement inner tripod joint sealing boot onto the interconnecting shaft.
(2) Install the spider assembly onto the interconnecting shaft. Spider assembly must be installed on interconnecting shaft far enough to fully install the retaining snap ring. If spider assembly will not fully install on interconnecting shaft by hand, it can be installed by tapping the spider body with a brass drift.
Fig. 6 Spider Assembly Installed In Housing
(6) Position the sealing boot over the boot retaining groove on the interconnecting shaft. Install seal boot retaining clamp evenly on sealing boot.
(7) Clamp sealing boot onto interconnecting shaft using Crimper, Special Tool C-4975 and the following procedure. Place crimping tool C-4975 over bridge of
clamp (Fig. 7). Tighten nut on crimping tool C-4975 until jaws on tool are closed completely together, face to face (Fig. 8).
SUSPENSION AND DRIVESHAFTS 2 - 49
Fig. 9 Boot and Clamp Positioning
Fig. 7 Crimping Tool Installed On Sealing Boot
Clamp
Fig. 8 Sealing Boot Retaining Clamp Installed
CAUTION: Seal must not be dimpled, stretched or out of shape in any way. If seal is NOT shaped correctly, equalize pressure in seal and shape it by hand.
(8) Position the sealing boot into the tripod housing retaining groove (Fig. 9). Install seal boot retaining clamp evenly on sealing boot.
(9) Before crimping sealing boot to tripod housing clamp, the inner tripod joint must be at the cor-
rect stroke positioned (Fig. 10). This procedure is required to ensure that the proper amount of air is inside sealing boot before clamp is crimped. Failure to perform this operation will result in inner tripod sealing boot failure.
(10) Clamp sealing boot onto tripod housing using
Crimper, Special Tool C-4975 and the following procedure. Place crimping tool C-4975 over bridge of
Fig. 10 Proper Inner Tripod Joint Stroke Position clamp (Fig. 7). Tighten nut on crimping tool C-4975 until jaws on tool are closed completely together, face to face (Fig. 8).
(11) Install the driveshaft requiring boot replacement back into the vehicle. See Servicing Driveshaft in this section of the service manual for the required drive shaft installation procedure.
OUTER C/V JOINT SEALING BOOT
REMOVE
To remove sealing boots from driveshafts for replacement, the drive shaft assemblies must be removed from the vehicle. See Servicing Driveshaft in this section of the service manual for the required drive shaft removal and replacement procedure.
(1) Remove the driveshaft requiring boot replacement from the vehicle. See Servicing Driveshaft in this section of the service manual for the required drive shaft removal procedure.
(2) Remove large boot clamp, which retains C/V joint sealing boot, to C/V joint housing (Fig. 1) and discard. Then remove small clamp which retains outer C/V joint sealing boot to interconnecting shaft
2 - 50 SUSPENSION AND DRIVESHAFTS and discard. Remove the sealing boot from the outer
C/V joint housing and slide it down the interconnecting shaft.
slide the replacement outer C/V joint assembly sealing boot onto the interconnecting shaft.
(2) Install outer C/V joint assembly onto interconnecting shaft. Joint is installed on interconnecting shaft, by pushing interconnecting shaft into outer
C/V joint, until retaining snap ring is seated in groove on interconnecting shaft (Fig. 3). Be sure the snap ring is fully seated into groove on interconnecting shaft.
Fig. 1 Outer C/V Joint Sealing Boot Clamps
(3) Wipe away grease to expose outer C/V joint to interconnecting shaft retaining ring (Fig. 2). Spread ears apart on C/V joint assembly to interconnecting shaft retaining snap ring (Fig. 2). Slide outer C/V joint assembly off end of interconnecting shaft.
Fig. 2 Outer C/V Joint Removal From Intercon ecting Shaft
(4) Slide failed sealing boot off the interconnecting shaft.
(5) Thoroughly clean and inspect outer C/V joint assembly and interconnecting joint for any signs of excessive wear. If any parts show signs of excessive wear, the driveshaft assembly will require replacement. Component parts of the L.H. platform driveshaft assemblies are not serviceable.
INSTALL
(1) Slide a new seal boot to interconnecting shaft retaining clamp, onto the interconnecting shaft. Then
Fig. 3 Outer C/V Joint Installed On Interconnecting
Shaft
(3) Distribute 1/2 the amount of grease provided in seal boot service package (DO NOT USE ANY
OTHER TYPE OF GREASE) into outer C/V joint assembly housing. Put the remaining amount into the sealing boot.
(4) Position the sealing boot over the boot retaining groove on the interconnecting shaft. Install seal boot retaining clamp evenly on sealing boot.
(5) Clamp sealing boot on interconnecting shaft using Crimper, Special Tool C-4975 and the following procedure. Place crimping tool C-4975 over bridge of clamp (Fig. 4). Tighten nut on crimping tool C-4975 until jaws on tool are closed completely together, face to face (Fig. 5).
CAUTION: Seal must not be dimpled, stretched or out of shape in any way. If seal is NOT shaped correctly, equalize pressure in seal and shape it by hand.
(6) Position the sealing boot into the boot retaining groove on the outer C/V joint housing (Fig. 6). Install seal boot retaining clamp evenly on sealing boot.
(7) Clamp sealing boot onto outer C/V joint housing using Crimper, Special Tool C-4975 and the following procedure. Place crimping tool C-4975 over bridge of clamp (Fig. 4). Tighten nut on crimping tool
C-4975 until jaws on tool are closed completely together, face to face (Fig. 5).
SUSPENSION AND DRIVESHAFTS 2 - 51
Fig. 4 Crimping Tool Installed On Sealing Boot
Clamp
(8) Install the driveshaft requiring boot replacement back into the vehicle. See Servicing Driveshaft in this section of the service manual for the required drive shaft installation procedure.
Fig. 5 Sealing Boot Retaining Clamp Installed
Fig. 6 Boot and Clamp Positioning
2 - 52 SUSPENSION AND DRIVESHAFTS
REAR SUSPENSION
INDEX page
General Information
. . . . . . . . . . . . . . . . . . . . . . . 52
Rear Crossmember
. . . . . . . . . . . . . . . . . . . . . . . 64
Rear Spindle
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Rear Stabilizer Bar
. . . . . . . . . . . . . . . . . . . . . . . 66
page
Rear Wheel Toe Setting Procedure
Servicing Lateral Links
. . . . . . . . . . . . . . . . . . . . 67
Servicing Rear Struts
. . . . . . . . . . . . . . . . . . . . . 54
Suspension Coil Springs
. . . . . . . . . . . . . . . . . . . 60
GENERAL INFORMATION
The rear suspension used on the L.H. platform is a fully independent rear suspension. The suspension utilizes a MacPherson strut assembly at each rear wheel of the vehicle.
CAUTION: ONLY FRAME CONTACT HOISTING
EQUIPMENT CAN BE USED ON L.H. PLATFORM
VEHICLES. The L.H. platform vehicles have a fully independent rear suspension. The L.H. platform vehicles can not be hoisted using equipment designed to lift a vehicle by the rear axle. If this type of hoisting equipment is used damage to rear suspension components will occur.
A forged rear spindle bolts to each rear strut assembly. The movement of the rear spindle is controlled laterally using lateral links going from the front and rear of the spindle to the rear cross member. Fore and aft movement of the spindle is controlled by a trailing arm
The lateral links and trailing arm have rubber isolator bushings at each end. The lateral links are attached to the rear crossmember and spindle, using a common bolt and nut assembly at each end. The trailing arm bolts to the bottom of the spindle and to a bracket attached to the floor pan of the vehicle.
Lateral links, trailing arms and spindles are normally replaced only when the part has been damaged or when the vehicle has been involved in an accident. If a suspension part has been damaged, be sure to check the underbody dimensions of the car. If the underbody dimensions are not correct, the frame of the vehicle must be straightened, before replacement suspension components are installed.
Note: If a rear suspension component becomes bent, damaged or fails, no attempt should be made to straighten or repair it. Always replace with a new component.
SUSPENSION AND DRIVESHAFTS 2 - 53
2 - 54 SUSPENSION AND DRIVESHAFTS
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 02-07-92 November 16, 1992
REAR WHEEL TOE SETTING PROCEDURE
Rear Wheel alignment adjustments can only be made for the Toe In setting on the L.H. platform vehicles.
Toe is measured in degrees or inches and is the distance the front edges of the tires are closer (or farther apart) than the rear edges. See Front Wheel
Drive Specifications for Toe settings.
REAR WHEEL TOE ADJUSTMENT
(1) Prepare vehicle as described in the Pre-
Alignment procedure.
(2) Loosen lateral link, adjustment link jamnuts
(Fig. 1). Rotate adjustment links as required to set rear wheel Toe to specifications. Do not exceed the maxi- mum length dimensions of the lateral links shown in (Fig. 2). Both dimensions must be checked to ensure they do not exceed maximums allowed.
Fig. 2 Lateral Link Maximum Length Dimensions
(2) Remove the rear wheel and tire assembly from the vehicle.
(3) If vehicle is equipped with rear disc brakes, remove the rear caliper assembly from the adapter.
Refer to Rear Disk Brakes in Group 5 Brakes of this
Service manual for required caliper removal procedure. After removing caliper assembly store caliper by hanging it from vehicle (Fig. 1). Do not let rear caliper assembly hang from flexible brake hose. If vehicle is equipped with rear drum brakes, remove the brake flex hose bracket from the support plate and wheel cylinder
(Fig. 2).
Fig. 1 Rear Wheel Toe Adjustment At Lateral Links
CAUTION: When setting rear
(
Toe In
( on vehicle. The maximum lengths of the adjustable lateral link at the locations shown in (Fig. 2) must not be exceeded. If these maximum lengths are exceeded, inadequate retention of adjustment link to the inner and outer link may result. Ensure that the adjustment sleeve jam nuts are torqued to the required specifications when the Toe setting procedure is completed.
(4) Tighten lateral link, adjustment link locknuts to
65 N I m (48 ft. lbs.) torque.
SERVICING REAR STRUTS
REMOVAL
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
Fig. 1 Storing Rear Caliper Assembly
(4) If vehicle is equipped with rear disc brakes, remove rear braking disc from hub.
(5) If vehicle is equipped with rear disc brakes.
Remove the speed sensor cable routing tube on trailing arm and the routing bracket on the trailing arm bracket to spindle (Fig. 3). If spindle and trailing arm assembly is lowered from strut with the
SUSPENSION AND DRIVESHAFTS 2 - 55
Fig. 2 Brake Hose Bracket And Tube speed sensor cable attached damage to speed sensor cable may occur.
Fig. 5 Attachment Link To Stabilizer Bar Attaching
(8) Loosen and fully remove, the rear spindle to strut assembly pinch bolt (Fig. 6).
Fig. 3 Speed Sensor Routing Tube And Bracket
(6) Remove the bolt (Fig. 4) attaching the lateral links to the rear spindle assembly.
Fig. 4 Lateral Links To Spindle Attaching Bolt
(7) Remove the rear strut assembly to stabilizer bar attaching link, at the stabilizer bar (Fig. 5). Hold hex on attaching link stud while breaking nut loose. This will keep bushing in attaching link from slipping. The attaching link does not have to be removed from strut assembly.
Fig. 6 Spindle To Strut Assembly Pinch Bolt
(9) Insert a center punch into the hole on the spindle (Fig. 7). Center punch must be tapped into spindle until jammed into hole. This will spread spindle casting allowing it to be removed from strut assembly. Do not punch hole in strut with center punch.
(10) Using a hammer, tap on top surface of spindle driving it down and off the end of the strut assembly
(Fig. 8).
(11) Let the rear spindle and assembled components hang from trailing arm (Fig. 9) while strut assembly is out of the vehicle.
(12) Lower vehicle.
(13) To remove the rear upper strut mount from the vehicle, access the upper strut mount to strut tower attaching nuts from the trunk of the vehicle.
(14) Remove the 3 rear strut assembly to body mounting nuts, and remove strut assembly from vehicle.
2 - 56 SUSPENSION AND DRIVESHAFTS
Fig. 7 Center Punch Installed In Spindle
Fig. 9 Spindle Assembly Removed From Strut
Fig. 8 Removing Spindle From Strut Assembly
INSPECTION
Inspect for evidence of fluid leakage from upper end of reservoir. (Actual leakage will be a stream of fluid running down and leaking off lower end). Slight seepage is not unusual and will not effect performance.
INSTALLATION
(1) Position strut assembly back into vehicle with the 3 studs on strut mount assembly through holes in strut tower of vehicle. Install the 3 strut mount to body attaching nuts onto mount studs. Torque the 3 strut mount to body attaching nuts to 28 N I m (20 ft.
lbs).
(2) Install the spindle assembly onto the bottom of the strut assembly. Push and or tap spindle assembly onto strut, until notch in spindle is tightly seated against locating tap on strut assembly (Fig. 10).
Then remove center punch from hole in spindle. Install spindle to strut assembly pinch bolt into spindle
(Fig. 10). Torque spindle to strut assembly pinch bolt to 55 N I m (40 ft. lbs.).
Fig. 10 Spindle Mounted To Strut Assembly
(3) Install the lateral links to spindle attaching bolt (Fig. 11) Torque the lateral links to spindle attaching bolt to 140 N I m (105 ft. lbs.).
(4) Install the stabilizer bar attaching link onto stabilizer bar. Install the stabilizer link to stabilizer bar attaching nut (Fig. 12). While holding stabilizer lint stud at hex, torque the stabilizer link to stabilizer bar attaching nut to 95 N I m (70 ft. lbs.).
(5) Mount rear speed sensor cable routing tube to the rear trailing arm and speed sensor cable routing bracket to trailing arm bracket at rear spindle (Fig.
13).
(6) If vehicle is equipped with rear disc brakes, install rear braking disc on hub. Carefully install rear brake caliper over braking disc and install on adapter. Tighten the caliper assembly to adapter
SUSPENSION AND DRIVESHAFTS 2 - 57
Fig. 11 Lateral Links To Spindle Attaching Bolt
Fig. 14 Brake Hose Bracket And Tube Nut
(8) If vehicle has rear drum brakes, brake system will require bleeding. Refer to Bleeding Brake System in the Service Adjustments Section of Group 5
Brakes in this service manual.
(9) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper sequence (Fig. 15) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
Fig. 12 Attachment Link To Stabilizer Bar Attaching
Fig. 13 Speed Sensor Routing Tube And Bracket
‘mounting bolts to 22 N I m (192 in. lbs.). Refer to Rear
Disc Brakes in Group 5 Brakes in this service manual for required caliper installation procedure.
(7) If vehicle is equipped with rear drum brakes install rear brake flex hose onto wheel cylinder and support plate (Fig. 14). Torque the brake hose to wheel cylinder tube nut to 17 N I m (145 in. lbs.).
Torque the brake hose bracket to support plate bolt to 8 N I m (75 in. lbs).
Fig. 15 Tightening Wheel Nuts
(10) Lower vehicle to the ground.
(11) Check and reset rear wheel TOE to specifications if required.
STRUT DISASSEMBLY
The rear strut is not serviced and must be replaced as an assembly if found to be defective. The strut is available with 2 calibrations, be sure strut is replaced with an assembly of the same calibration.
The components of the strut assembly listed below are replaceable if found to be defective.
•
Coil spring (Coil springs come in a standard and high rate be sure spring is replaced with a spring of the correct rate.)
2 - 58 SUSPENSION AND DRIVESHAFTS
• Dust shield
• Mount assembly
• Jounce Bumper
• Lower Spring Isolator
• Shaft Nut
(1) Remove strut assembly requiring service from the vehicle. Refer to Strut Assembly Removal in Servicing Rear Struts, in this section of the service manual.
(2) Position strut assembly in a vise (Fig. 1). Using paint or equivalent, mark the strut unit, lower spring isolator, spring and upper strut mount for indexing of the parts at assembly.
(3) Position Spring Compressors, Special Tool
C-4838 on the strut assembly spring (Fig. 1). Compress coil spring until all load is removed from upper strut mount assembly.
Fig. 2 Removing Strut Shaft Nut
Fig. 1 Compressing Strut Assembly Coil Spring
(4) Install Strut Rod Socket, Special Tool, L-4558 on strut shaft nut (Fig. 2). Use a 8 mm allen wrench inserted into end of strut shaft to keep strut shaft from turning (Fig. 2). Remove strut shaft nut from shaft.
(5) Remove upper strut mount assembly from strut shaft (Fig. 3).
(6) Remove the coil spring and spring compressor as an assembly from the strut (Fig. 4).
(7) Remove the plate, dust shield and jounce bumper as an assembly from the strut unit (Fig. 5).
Fig. 3 Upper Strut Mount Removal
(8) Remove lower spring isolator from strut assembly (Fig. 6).
Inspect all disassembled components for signs of abnormal wear or failure replacing any components as required. Inspect strut unit for signs of abnormal oil leakage and for loss of gas charge. To check for loss of gas charge in strut unit. Push strut shaft into body of strut and release, strut shaft should return to its fully extended position. If strut shaft does not return to its fully extended position replace strut unit.
STRUT REASSEMBLY
(1) Install original or new, lower spring isolator on strut unit (Fig. 6). If installing original isolator align paint marks on isolator and strut unit.
(2) Install jounce bumper into dust shield (Fig. 7).
Install plate on top of dust shield and into jounce bumper (Fig. 8).
(3) Install the dust shield, jounce bumper and top plate as an assembly onto the strut unit (Fig. 5).
(4) Lower the coil spring and compressor onto the strut unit (Fig. 4) Align the paint mark on the spring with the paint mark on the strut unit (Fig. 1).
SUSPENSION AND DRIVESHAFTS 2 - 59
Fig. 6 Lower Spring Isolator
Fig. 4 Coil Spring Remove And Replace
Fig. 7 Jounce Bumper Installed Into Dust Shield
Fig. 5 Plate, Dust Shield And Jounce Bumper
Remove And Replace
(5) Install the upper strut mount assembly onto the strut shaft, aligning paint marks (Fig. 3). Install the upper strut mount to strut shaft retaining nut on strut shaft.
(6) Using Strut Rod Socket, Special Tool, L-4558 and a 8 mm allen wrench to keep strut shaft from turning. Torque the strut shaft nut to 95 N I m (70 ft.
lbs.).
Fig. 8 Plate Installation Into Jounce Bumper And
Dust Shield
(7) Equally loosen the Spring Compressors, Special
Tool C-4838 until spring is seated on upper strut mount and all tension is relieved from the spring compressors.
2 - 60 SUSPENSION AND DRIVESHAFTS
(8) Install the strut assembly back into the vehicle.
Refer to Strut Assembly Removal in Servicing Rear
Struts in this section of the service manual.
(9) Check and reset rear wheel TOE to specifications if required.
SUSPENSION COIL SPRINGS
Springs are rated separately for each side of vehicle depending on optional equipment and type of service.
During service procedures where both springs are removed, mark springs (Chalk, Tape, etc.) (Fig. 9) to ensure installation in original position. If the coils springs require replacement. Be sure that the springs needing replacement, are replaced with springs meeting the correct load and spring rate for the vehicle.
During service procedures requiring the removal or installation of a coil spring with Spring Compressor, Special Tool C-4838. It is required that five coils be captured within the jaws of the tool (Fig. 9).
Fig. 1 Storing Rear Caliper Assembly
Fig. 9 Identifying Coil Springs
REAR SPINDLE
REMOVE
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and
Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove the rear wheel and tire assembly from the vehicle.
(3) If vehicle is equipped with rear disc brakes, remove the rear caliper assembly from the adapter.
Refer to Rear Disk Brakes in Group 5 Brakes of this
Service manual for required caliper removal procedure. After removing caliper assembly store caliper by hanging it from frame of vehicle (Fig. 1). Do not let weight of rear caliper assembly hang from flexible brake hose. If vehicle is equipped with rear drum brakes, remove the brake flex hose bracket from the support plate and wheel cylinder (Fig. 2).
Fig. 2 Brake Hose Bracket And Tube
(4) If vehicle is equipped with rear disc brakes, remove rear braking disc from hub. If vehicle is equipped with rear drum brakes, remove the brake drum from the hub.
(5) On all rear brake applications, remove rear hub and bearing assembly retaining nut and washer
(Fig. 3). Then remove the hub and bearing assembly from spindle.
(6) On vehicles equipped with rear drum brakes.
Remove the 4 bolts attaching the rear brake support plate to the rear spindle (Fig. 4). Then remove rear brake support plate with parking brake cable attached, from rear spindle.
(7) If vehicle is equipped with Anti-Lock brakes.
Remove speed sensor head from the rear disc brake adapter (Fig. 5).
SUSPENSION AND DRIVESHAFTS 2 - 61 the rear spindle (Fig. 6). Then remove the adapter, disc shield, park brake shoes and park brake cable as an assembly from spindle.
Fig. 3 Rear Hub And Bearing Retaining Nut and
Washer Removal
Fig. 6 Disc Brake Adapter Mounting
(9) If vehicle is equipped with Anti-Lock brakes.
Remove the speed sensor cable routing tube on trailing arm and the routing bracket on the trailing arm bracket to spindle (Fig. 7). If trailing arm is lowered from strut with the speed sensor cable attached damage to speed sensor cable may occur.
Fig. 4 Brake Support Plate Mounting Bolts
Fig. 5 Speed Sensor Head Removal From Adapter
(8) On vehicles equipped with rear disc brakes. Remove the 4 bolts attaching the disc brake adapter to
Fig. 7 Speed Sensor Routing Tube And Bracket
(10) Remove bolt attaching trailing arm to trailing arm bracket on bottom of spindle (Fig. 8).
(11) Remove the bolt (Fig. 9) attaching the lateral links to the rear spindle assembly.
(12) Loosen and fully remove, the rear spindle to strut assembly pinch bolt (Fig. 10).
(13) Insert a center punch into the hole on the spindle (Fig. 11). Center punch must be tapped into spindle until jammed into hole. This will spread spindle casting allowing it to be removed from strut assembly. Do not punch a in strut assembly with center punch.
(14) Using a hammer, tap on top surface of spindle driving it down and off the end of the strut assembly
(Fig. 12).
2 - 62 SUSPENSION AND DRIVESHAFTS
Fig. 8 Trailing Arm To Spindle Bracket Bolt
Fig. 11 Center Punch Installed In Spindle
Fig. 9 Lateral Links To Spindle Attaching Bolt
Fig. 12 Removing Spindle From Strut Assembly
Then remove center punch from hole in spindle. Install spindle to strut assembly pinch bolt into spindle
(Fig. 13). Torque spindle to strut assembly pinch bolt to 55 N I m (40 ft. lbs.).
Fig. 10 Spindle To Strut Assembly Pinch Bolt
INSTALLATION
(1) Install spindle onto the bottom of the strut assembly (Fig 13). Push and or tap spindle assembly onto strut, until notch in spindle is tightly seated against locating tap on strut assembly (Fig. 13).
Fig. 13 Spindle Mounted To Strut Assembly
(2) Install the lateral links to spindle attaching bolt (Fig. 14). Torque the lateral links to spindle attaching bolt to 140 N I m (105 ft. lbs.).
SUSPENSION AND DRIVESHAFTS 2 - 63
Fig. 16 Speed Sensor Routing Tube And Bracket
Fig. 14 Lateral Links To Spindle Attaching Bolt
(3) Install bolt attaching trailing arm to trailing arm bracket on bottom of spindle (Fig. 15). Torque trailing arm to trailing arm bracket attaching bolt to
100 N I m (74 ft. lbs.).
Fig. 15 Trailing Arm To Spindle Bracket Bolt
(4) If vehicle is equipped with Anti-Lock Brakes.
Mount rear speed sensor cable routing tube to the rear trailing arm and speed sensor cable routing bracket to trailing arm bracket at rear spindle (Fig.
16).
(5) On vehicles equipped with rear drum brakes.
Install the rear brake support plate onto the spindle
(Fig. 17). Install the 4 bolts attaching the rear brake support plate to the rear spindle (Fig. 17). Torque the brake support plate to spindle mounting bolts to 115
N I m (85 ft. lbs.).
(6) On vehicles equipped with rear disc brakes. Install the disc brake adapter back on the spindle (Fig.
18). Install the 4 bolts attaching the disc brake
Fig. 17 Brake Support Plate Mounting Bolts adapter to the rear spindle (Fig. 18). Torque the disc brake adapter to spindle mounting bolts to 115 N I m
(85 ft. lbs.).
Fig. 18 Disc Brake Adapter Mounting
2 - 64 SUSPENSION AND DRIVESHAFTS
(7) If vehicle is equipped with Anti-Lock brakes.
Install the speed sensor head into the rear disc brake adapter (Fig. 19). Torque speed sensor head to adapter attaching bolt to 7 N I m (60 in. lbs.).
wheel cylinder tube nut to 17 N I m (145 in. lbs.).
Torque the brake hose bracket to support plate bolt to 8 N I m (75 in. lbs).
Fig. 19 Speed Sensor Head Installed In Adapter
(8) Install the rear hub and bearing assembly on the rear spindle. Install hub and bearing assembly retaining washer and nut on spindle (Fig. 20).
Torque hub and bearing retaining nut to 168 N I m
(124 ft. lbs).
Fig. 21 Brake Hose Bracket And Tube Nut
(12) If vehicle has rear drum brakes, brake system will require bleeding. Refer to Bleeding Brake System in the Service Adjustments Section of Group 5
Brakes in this service manual.
(11) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper sequence (Fig. 22) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
Fig. 20 Rear Hub And Bearing Retaining Nut and
Washer Removal
(9) If vehicle is equipped with rear disc brakes, install rear braking disc on hub. If vehicle is equipped with rear drum brakes, install the brake drum on hub.
(10) If vehicle is equipped with rear disc brakes, install rear braking disc on hub. Carefully install rear brake caliper over braking disc and install on adapter. Tighten the caliper assembly to adapter mounting bolts to 22 N
I m (192 in. lbs.). Refer to Rear
Disc Brakes in Group 5 Brakes in this service manual for required caliper installation procedure.
(11) If vehicle is equipped with rear drum brakes install rear brake flex hose onto wheel cylinder and support plate (Fig. 21). Torque the brake hose to
Fig. 22 Tightening Wheel Nuts
(12) Lower vehicle to the ground.
(13) Check and reset rear wheel TOE to specifications if required.
REAR CROSSMEMBER
The L.H. platform vehicles are available with two different rear crossmembers depending on the suspension package the vehicle was built with. The crossmembers visually look the same between the standard and performance suspension packages, but the mounting location for the lateral links is differ-
SUSPENSION AND DRIVESHAFTS 2 - 65 ent. The performance suspension crossmember is identified by a hole in the crossmember. Hole is located on left side of crossmember, on rear vertical wall (Fig. 1).
If crossmember is replaced be sure the correct crossmember is installed or handling of the vehicle will be adversely affected.
REMOVE
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove both rear wheel and tire assemblies from the vehicle.
(3) Position a transmission jack under the fuel tank just forward of the crossmember to help support fuel tank when crossmember is removed.
(4) Remove the nut and bolt on each side of vehicle attaching the lateral links to the spindle (Fig. 2).
(5) Remove the 4 bolts attaching rear crossmember to frame rails (Fig. 3)
(6) Lower the crossmember and lateral links as an assembly out of the vehicle.
(7) Transfer lateral links to the replacement crossmember before installing crossmember back in vehicle.
Adjustable lateral link to be positioned to the
rear of vehicle on crossmember. Torque the lateral links to crossmember attaching bolts to 140 N I m (105 ft. lbs.). Install lateral link to crossmember bolts so head of bolt will be to front of vehicle when crossmember is installed.
Fig. 2 Lateral Link Attachment To Spindle
INSTALL
(1) Install the crossmember and lateral links back into vehicle as an assembly.
(2) Position crossmember on frame rails and install the 4 crossmember to frame rail attaching bolts (Fig.
3). Torque the crossmember to frame rail attaching bolts to 95 N I m (70 ft. lbs.).
(3) Align lateral links with spindles and install the lateral link to spindle attaching bolts (Fig. 2). Torque the lateral link to spindle attaching bolts to 140 N I m
(105 ft. lbs.).
(4) Remove transmission jack supporting fuel tank.
(5) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper sequence (Fig. 4) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N
I m (95 ft. lbs.).
(6) Lower vehicle to the ground.
Fig. 1 Rear Suspension Crossmember
2 - 66 SUSPENSION AND DRIVESHAFTS
(4) Remove the 4 crossmember to frame rail attaching bolts (Fig. 1).
Fig. 3 Crossmember To Frame Rail Attaching Bolts
Fig. 1 Crossmember To Frame Rail Attaching Bolts
(5) Remove fuel tank. Refer to Group 14 Fuel, in this service manual for the required fuel tank removal procedure.
(6) Remove the stabilizer bar to link assembly attaching nuts (Fig. 2)
Fig. 4 Tightening Wheel Nuts
(7) Check and reset rear wheel TOE to specifications if required.
REAR STABILIZER BAR
REMOVE
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove both rear wheel and tire assemblies from the vehicle.
(3) Position a transmission jack under the fuel tank just forward of the crossmember to help support fuel tank when crossmember is removed.
Fig. 2 Stabilizer Bar To Link Attaching
(7) Remove stabilizer bar and isolator bushings as an assembly from the vehicle.
STABILIZER BAR AND BUSHING INSPECTION
Inspect for broken or distorted retainers and bushings. If bushing replacement is required, bushing can be removed by opening slit in bushing and removing bushing from around stabilizer bar.
SUSPENSION AND DRIVESHAFTS 2 - 67
Fig. 3 Tightening Wheel Nuts
INSTALL
(1) Install the stabilizer bar and isolator bushings back into the vehicle as an assembly. Position stabilizer bar so it is centered in the vehicle so it does not contact other suspension components or vehicle body.
(2) Install the stabilizer bar attaching link onto stabilizer bar. Install the stabilizer link to stabilizer bar attaching nut (Fig. 2). Torque the stabilizer link to stabilizer bar attaching nut to 95 N I m (70 ft. lbs.).
(3) Install fuel tank back in vehicle. Refer to
Group 14 Fuel, in this service manual for the required fuel tank installation procedure.
CAUTION: The sway bar bracket bolts must be replaced after loosening or removing them. Only use original equipment bolts as replacements.
(4) Position crossmember on frame rails and install the 4 crossmember to frame rail attaching bolts (Fig.
1). Torque the crossmember to frame rail attaching bolts to 95 N I m (70 ft. lbs.).
(5) Remove transmission jack supporting fuel tank.
(6) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper sequence (Fig. 3) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N
I m (95 ft. lbs.).
(7) Lower vehicle to the ground.
(8) Check and reset rear wheel TOE to specifications if required.
SERVICING LATERAL LINKS
The lateral links are only serviced as complete assemblies. The isolator bushings used in the lateral links are not serviced as separate components. The left and right lateral links are serviced using different procedures. See procedures below for the side of the vehicle requiring service to the lateral links.
LEFT LATERAL LINKS
REMOVE
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and
Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove left rear wheel and tire assembly from the vehicle.
(3) Remove the nut and bolt attaching left lateral links to the spindle (Fig. 2).
Fig. 1 Rear Suspension Lateral Links
2 - 68 SUSPENSION AND DRIVESHAFTS
Fig. 2 Lateral Link Attachment To Spindle
(4) Remove the nut and bolt attaching the left lateral links to the rear crossmember (Fig. 3). Remove lateral links from vehicle.
Fig. 4 Tightening Wheel Nuts
(5) Lower vehicle to the ground.
(6) Check and reset rear wheel TOE to specifications if required.
RIGHT LATERAL LINKS
To allow for removal of right rear lateral links to rear crossmember attaching bolt. The rear crossmember will have to be lowered so attaching bolt will clear fuel tank for removal and installation.
REMOVE
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove right rear wheel and tire assembly from the vehicle.
(3) Remove the nut and bolt attaching right lateral links to the spindle (Fig. 5).
Fig. 3 Left Lateral Links To Crossmember Bolt
INSTALL
(1) Replacement lateral links are installed on the crossmember in the following order.
• Solid lateral link is installed on crossmember toward the front of the vehicle.
• The adjustable lateral link is installed on crossmember toward rear of vehicle, with the adjustable link positioned toward the spindle (Fig. 1).
(2) Install the lateral link attaching bolt at the spindle and crossmember. Note: Both lateral link attaching bolts must be install, so head of bolt is facing front of vehicle (Fig. 2 and 3).
(3) Torque both lateral link attaching bolts to 140
N
I m (105 ft. lbs.).
(4) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper sequence (Fig. 4) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
Fig. 5 Lateral Link Attachment To Spindle
(4) Position a transmission jack under the fuel tank just forward of the crossmember to help support fuel tank when crossmember is lowered.
(5) Remove the 4 crossmember to frame rail attaching bolts (Fig. 6).
(6) Lower rear crossmember far enough so right lateral links to crossmember attaching bolt will clear fuel tank.
SUSPENSION AND DRIVESHAFTS 2 - 69
Fig. 6 Crossmember To Frame Rail Attaching Bolts
(7) Remove the nut and bolt attaching the right lateral links to the rear crossmember (Fig. 7). Remove lateral links from vehicle.
INSTALL
(1) Replacement lateral links are installed on the crossmember in the following order.
• Solid lateral link is installed on crossmember toward the front of the vehicle.
• The adjustable lateral link is installed on crossmember toward rear of vehicle, with the adjustable link positioned toward the spindle (Fig. 1).
(2) Install the right lateral links attaching bolt at the crossmember. Note: Right lateral link attach- ing bolts MUST be install, so head of bolt is facing front of vehicle (Fig. 5 and 7).
(3) Position crossmember on frame rails and install the 4 crossmember to frame rail attaching bolts (Fig.
Fig. 7 Right Lateral Links To Crossmember Bolt
6). Torque the crossmember to frame rail attaching bolts to 95 N I m (70 ft. lbs.).
(4) Torque the lateral links to crossmember attaching bolt to 140 N I m (105 ft. lbs.).
(5) Align right lateral links with spindle and install the lateral link to spindle attaching bolt (Fig.
5). Torque the lateral link to spindle attaching bolt to 140 N I m (105 ft. lbs.).
(6) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper sequence (Fig. 8) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
(7) Lower vehicle to the ground.
(8) Check and reset rear wheel TOE to specifications if required.
Fig. 8 Tightening Wheel Nuts
2 - 70 SUSPENSION AND DRIVESHAFTS
SPECIFICATIONS
ALIGNMENT SPECIFICATIONS AT CURB HEIGHT
REAR SUSPENSION TORQUE
SPECIFICATIONS
SUSPENSION AND DRIVESHAFTS 2 - 71
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 02-17-94 November 18,1994
FRONT SUSPENSION TORQUE
SPECIFICATIONS
BRAKES 5 - 1
BRAKES
CONTENTS
page
ANTI-LOCK BRAKE SYSTEM—TEVES MARK
IV SYSTEM
. . . . . . . . . . . . . . . . . . . . . . . . . . 75
BRAKE DISC (ROTOR)
. . . . . . . . . . . . . . . . . . . 46
BRAKE SUPPORT ASSEMBLY
FRONT DISC BRAKES
. . . . . . . . . . . . . . . . . . . 27
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
HYDRAULIC SYSTEM CONTROL VALVES
KELSEY HAYES DOUBLE PIN CALIPER
ASSEMBLY
. . . . . . . . . . . . . . . . . . . . . . . . . . 30
page
MASTER CYLINDER
. . . . . . . . . . . . . . . . . . . . . 69
PARKING BRAKES
. . . . . . . . . . . . . . . . . . . . . . 50
POWER BRAKES
. . . . . . . . . . . . . . . . . . . . . . . 72
REAR DISC BRAKES
. . . . . . . . . . . . . . . . . . . . 37
REAR WHEEL DRUM BRAKES
SERVICE ADJUSTMENTS
. . . . . . . . . . . . . . . . . . 4
WHEEL BEARINGS
. . . . . . . . . . . . . . . . . . . . . . 74
WHEEL CYLINDERS
. . . . . . . . . . . . . . . . . . . . . 19
GENERAL INFORMATION
Throughout this group, references may be made to a particular L.H. platform vehicle by letter or number designation. A chart showing the break down of these designations is included in the Introduction
Section at the front of this service manual.
The L.H. platform vehicles are available with 4 different types of brake systems. The standard brake system consists of front disc brakes and rear drum brakes which are not available with Anti-Lock. The second optional brake system is 4 wheel disc brakes without Anti-Lock. The third optional brake system is Anti-Lock brakes, which is only available with front and rear disc brakes. The fourth optional brake system is 4 wheel disc brakes with traction control.
The traction control system is dependent on the Anti-
Lock system and is not available without Anti-Lock.
Standard brake equipment consists of:
• Double pin floating caliper front disc brakes.
• Rear automatic adjusting drum brakes.
• Proportioning valve on non Anti-Lock brakes.
•
Master cylinder.
• Vacuum power booster.
• Double pin floating caliper rear disc brakes are available on some models and standard with Anti-
Lock.
The Anti-Lock braking system, uses the standard power brake system caliper assemblies, braking discs, pedal assembly, brake lines and hoses. The unique parts of the Anti-Lock braking system consists of the following components. Unique proportioning valves, wheel speed sensors, tone wheels, electronic control unit, hydraulic control unit and the conventional master cylinder and power booster.
These components will be described in detail in the
Anti-Lock brake section in this group of the service manual.
The front disc brake shoes have non-asbestos semimetallic linings.
The hydraulic brake system (Fig. 1 2 and 3) is diagonally split on both the Non-ABS and ABS braking system. With the left front and right rear brakes on one hydraulic system and the right front and left rear on the other.
All available brake systems on the L.H. platform vehicles, except rear drum brakes use the same type of brake line fittings and tubing flares. The brake line and fittings used is double wall tubing with ISO style tubing flares and fittings at all tubing joint locations. See (Figs. 2 and 3) for specific joint locations and tube fitting size.
Vehicles equipped with rear drum brakes. Use conventional double inverted style flares at the brake flex hose to wheel cylinder connections.
Avoid scuffing the brake tubes when servicing.
Scuffing the brake tubes will scrape off the anti-corrosion coating on the brake tubes.
The L.H. platform front disc brakes, use a double pin, single piston floating caliper design supplied by
Kelsey-Hayes. The front disc brake caliper assembly mounts directly to rails on the steering knuckle and is secured to the steering knuckle using 2 bolts.
5 - 2 BRAKES
Fig. 1 Diagonally Split Braking System (Typical
Non-ABS System)
CAUTION: Caliper pistons, boots and seals for the different caliper assemblies used on the front and rear disc brake assemblies are not interchangeable.
Misusage could result in a complete brake system failure. Be sure that the parts are replaced with the correct replacement parts, refer to the parts book for the type and model year of the vehicle being worked on.
The master cylinder is anodized, lightweight aluminum, with a bore size of 23.8mm (15/16 in.).
Fig. 2 Proper Nut Thread Size And Tube Routing (Non-ABS Equipped)
Fig. 3 Proper Nut Thread Size And Tube Routing (ABS Equipped)
BRAKES 5 - 3
5 - 4 BRAKES
SERVICE ADJUSTMENTS
INDEX page
Adjusting Rear Service Brakes
. . . . . . . . . . . . . . . 4
Bleeding Brake System
. . . . . . . . . . . . . . . . . . . . . 5
Brake Hose and Tubing
. . . . . . . . . . . . . . . . . . . . 7
Master Cylinder Fluid Level
. . . . . . . . . . . . . . . . . . 4
page
Road Wheel Stud Nut Tightening
Stop Lamp Switch Adjustment
. . . . . . . . . . . . . . . . 9
Testing Application Adjuster Operation
Testing for Brake Fluid Contamination
MASTER CYLINDER FLUID LEVEL
NON-ABS AND ABS BRAKES
Check master cylinder reservoir brake fluid level a minimum of twice a year.
Master cylinder brake fluid reservoirs used on all
L.H. platform vehicles include a brake fluid level sensor. The brake fluid level sensor location is in the body of the brake fluid reservoir (Fig. 1). In the event of low brake fluid level in the brake fluid reservoir, the
RED brake warning light in the instrument panel will turn on.
Master cylinder assembly, brake fluid reservoirs on both standard and Anti-Lock brake systems. Are marked with a MAX fill line indicating the brake fluid reservoirs proper fluid level (Fig. 1).
When filling brake fluid reservoir, use only
Mopar t brake fluid or an equivalent stored in a tightly sealed container. Brake fluid must conform to DOT 3, specifications.
If necessary, add brake fluid to brake fluid reservoir, bringing brake fluid level to the MAX fill line shown on fluid reservoir (Fig. 1).
DO NOT use brake fluid with a lower boiling point then DOT 3, as brake failure could result during prolonged hard braking.
DO NOT use petroleum-based fluid because seal damage in the brake system will result.
ADJUSTING REAR SERVICE BRAKES
Normally, self adjusting drum brakes will not require manual brake shoe adjustment. Although in the event of a brake reline it is advisable to make the initial adjustment manually to speed up the adjusting time.
(1) Raise the vehicle so all wheels are free to turn.
See Hoisting Recommendations in the Lubrication And
Maintenance Section, at the front of this service manual.
(2) Remove rear brake adjusting hole rubber plug
(Fig. 1), from the rear brake shoe support plate.
Fig. 1 Brake Adjusting Hole Plug
(3) Be sure parking brake lever is fully re- leased.
(4) Insert a medium blade screwdriver (Fig. 2) or equivalent through the adjusting hole in support plate and against star wheel of adjusting screw. Move handle of tool downward until a slight drag is felt when the road wheel is rotated.
(5) Insert a thin screwdriver or piece of welding rod into brake adjusting hole (Fig. 2). Push adjusting lever out of engagement with star wheel. Care should be taken so as not to bend adjusting lever or distort
lever spring. While holding adjusting lever out of engagement with star wheel, back off star wheel to ensure a free wheel with no brake shoe drag.
Fig. 1 Master Cylinder Fluid Level
(ABS And Non-ABS)
BRAKES 5 - 5
PRESSURE BLEEDING
Before removing the master cylinder cover, wipe it clean to prevent dirt and other foreign matter from dropping into the master cylinder.
CAUTION: Use bleeder tank Special Tool C-3496-B or equivalent, with Snap-On adapter BB400-9A or equivalent (Fig. 1 and 2), to pressurize the brake hydraulic system for bleeding.
Fig. 2 Rear Brake Shoe Adjustment
(6) Repeat above adjustment at the other rear wheel. Install adjusting hole rubber plugs (Fig. 1) in rear brake supports.
TESTING APPLICATION ADJUSTER OPERATION
Place the vehicle on a hoist with a helper in the driver’s seat to apply the brakes. Remove the access plug from the rear adjustment slot in each brake support plate (Fig. 1) to provide visual access to brake adjuster star wheel. Then, to eliminate the possibility of maximum adjustment, where the adjuster does not operate because the closest possible adjustment has been reached. Back the star wheel off approximately 30 notches. It will be necessary to hold the adjuster lever away from the star wheel to permit this adjustment.
Spin the wheel and brake drum in the forward direction, and with a greater than normal force apply the brakes suddenly. This sudden application of force will cause the leading brake shoe to leave the anchor. The wrap up effect will move the leading shoe, and the spring will pull the adjuster lever down.
Upon application of the brake pedal, the lever should move down, turning the star wheel. Thus, a definite rotation of the adjuster star wheel can be observed if the automatic adjuster is working properly. If one or more adjusters do not function properly, the respective drum must be removed for adjuster servicing.
BLEEDING BRAKE SYSTEM
CAUTION: For bleeding the L.H. platform Anti-Lock brakes hydraulic system, see the Anti-Lock Brake system service procedures in this group of the service manual. It describes in detail the required procedure which needs to be followed when bleeding the Anti-Lock brake system.
Fig. 1 Pressure Bleeding Adapter Mounted On Fluid
Reservoir
Fig. 2 Pressure Bleeding Vehicle Brake System
Follow pressure bleeder manufacturer’s instructions, for use of pressure bleeding equipment.
When bleeding the brake system. Some air may be trapped in the brake lines or valves far upstream. As much as ten feet from the bleeder screw (Fig. 3).
Therefore, it is essential to have a fast flow of a large
5 - 6 BRAKES volume of brake fluid when bleeding the brakes. This will ensure all the air is bled from the brakes hydraulic system.
Fig. 3 Trapped Air in Brake Line
(1) Remove rubber dust caps from all 4 bleeder screws.
(2) Attach a clear hose to the bleeder screw at one wheel and feed the hose into a clear jar containing fresh brake fluid (Fig. 4).
Fig. 4 Proper Method for Purging Air From Brake
System (Typical)
CAUTION: Just cracking the bleeder screw often restricts fluid flow, and a slow, weak fluid discharge will NOT get all the air out.
(3) Open bleeder screw (Fig. 4) on caliper assembly or wheel cylinder, at least one full turn or more to obtain an adequate flow of brake fluid.
(4) After 4 to 8 ounces of brake fluid has been bled through an individual wheel’s brake hydraulic system. And an air-free flow (no bubbles) is maintained in the clear plastic hose and jar, this will indicate a good bleed of this individual hydraulic circuit.
(5) Repeat the procedure at all the other remaining bleeder screws. Then check the pedal for travel.
If pedal travel is excessive or has not been improved.
Enough fluid has not passed through the system to expel all the trapped air. Be sure to monitor the fluid level in the pressure bleeder. It must stay at the proper level so air will not be allowed to re-enter the brake system through the master cylinder.
(6) Replace all 4 bleeder screw rubber dust caps.
BLEEDING WITHOUT A PRESSURE BLEEDER
If a pressure bleeder is not available. A good brake fluid flow can be obtained by manual bleeding of the brake hydraulic system, following these steps.
(1) Remove rubber duct caps from all 4 bleeder screws.
(2) Attach a clear hose to the bleeder screw at one wheel and feed the hose into a clear jar containing fresh brake fluid (Fig. 4).
(3) Pump the brake pedal three or four times and hold it down before the bleeder screw is opened.
(4) Then open the bleeder screw at least 1 full turn. When the bleeder screw opens the brake pedal will drop all the way to the floor.
(5) Release the brake pedal only after the bleeder screw is closed.
(6) Repeat steps 1 through 3, four or five times at each bleeder screw. This should pass a sufficient amount of fluid to expel all the trapped air from the brakes hydraulic system. Be sure to monitor brake fluid level in master cylinder fluid reservoir, to ensure it stays at a proper level. This will ensure air does not re-enter brake hydraulic system through master cylinder.
(7) Only after a short stroke and solid brake pedal feel is obtained. Test drive vehicle to ensure brakes are operating correctly and brake pedal is solid.
(8) Replace all 4 bleeder screw dust caps.
TESTING FOR BRAKE FLUID CONTAMINATION
Indications of fluid contamination are swollen or deteriorated rubber parts.
Swollen rubber parts indicate the presence of a petroleum based fluid mixed in with the brake fluid.
To test for contamination, put small amount of drained brake fluid in clear glass jar. If fluid separates into layers, there is petroleum based fluid contamination of the brake fluid.
If contaminated, drain and thoroughly flush system. Replace master cylinder, proportioning valve, caliper seals, wheel cylinder seals and all hoses.
ROAD WHEEL STUD NUT TIGHTENING
(1) Install the wheel and tire assembly.
(2) Tighten the wheel mounting stud nuts in proper sequence (Fig. 5) until all nuts are torqued to half specification.
(3) Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
BRAKES 5 - 7
Fig. 5 Tightening Wheel Nuts
BRAKE HOSE AND TUBING
INSPECTION OF BRAKE HOSE AND TUBING
Flexible rubber hose is used at both the front brakes and rear brakes. Inspection of brake hoses should be performed whenever the brake system is serviced and every 7,500 miles or 12 months, whichever comes first
(every engine oil change). Inspect hydraulic brake hoses for severe surface cracking, scuffing, or worn spots. Should the fabric casing of the rubber hose be exposed due to cracks or abrasions in the rubber hose cover, the hose should be replaced immediately. Eventual deterioration of the hose can take place with possible burst failure. Faulty installation can cause twisting and wheel, tire or chassis interference.
The steel brake tubing should be inspected periodically for evidence of physical damage or contact with moving or hot components.
The L.H. platform vehicles equipped with Anti-Lock brakes, uses flexible hose to connect the master cylinder to the hydraulic control unit (HCU) (Fig. 1). These hoses have a flexible stainless steel braid over the brake hose and tube assemblies. These hoses also must be inspected as noted above for any signs of damage or deterioration.
INSTALLATION OF BRAKE HOSE
Always use factory recommended brake hose to ensure quality, correct length and superior fatigue life.
Care should be taken to make sure that the tube and hose mating surfaces are clean and free from nicks and burrs. Front and rear right and left side hoses, are not interchangeable.
Connections should be correct and properly made.
Use new copper seal washers on all connections using
Banjo Bolts and tighten all fittings to their specified torques.
The flexible front hydraulic brake hose should always be installed on the vehicle by first attaching
Fig. 1 Anti-Lock Equipped Vehicle Flex Hoses the Banjo connector to the caliper assembly. Then attach the remaining hose end bracket to the vehicle frame to minimize hose twisting. Then hand start the steel brake tube fitting into the hose end fitting.
Tighten all attachment screws and tube fittings to specified torque. The frame bracket is keyed so that it will only fit one way.
On vehicles equipped with rear drum brakes, first install rear brake flex hose into wheel cylinder then attach bracket to brake support plate. Then attach brake hose end bracket to vehicle frame to minimize hose twisting. Then hand start the steel brake tube fitting into the hose end fitting. Tighten all attachment screws and tube fittings to their specified torque (See
Specifications Section) at the end of this group for the required fitting torques.
Vehicles equipped with rear disc brakes have brake flex hoses attached to the brake caliper on each side of vehicle. The brake flex hose should be first attached to the Banjo bolt at the caliper and then secured the flex hose/bracket at the vehicle frame. Then attach the steel brake tubing to the hose fitting. Tighten all attachment screws and brake line tube fittings to their specified torque (See Specifications Section) at the end of this group for the required fitting torques.
REPAIR AND INSTALLATION OF BRAKE TUB-
ING
Only double wall 4.75mm (3/16 in.) steel tubing should be used for replacement. L.H. platform brake tubes are coated with a zinc alloy and aluminum rich coating referred to as Prokote 2000. If brake line tubing requires replacement, brake line tubing with this same coating should only be used as
a service replacement. Care should be taken when replacing brake tubing, to be sure the proper bending and flaring tools and procedures are used, to avoid kinking. Do not route the tubes against sharp edges, moving components or into hot
5 - 8 BRAKES areas. All tubes should be properly attached with recommended retaining clips.
Care must be taken during the removal and replacement of components on a vehicle equipped with Anti-
Lock brakes. To avoid damage to the flexible stainless steel hoses between the master cylinder and Anti-Lock hydraulic control unit.
HYDRAULIC BRAKE LINE TUBING FLARES
All available brake systems used on L.H. platform vehicles use ONLY ISO STYLE TUBING FLARES
(FIG. 2) at all hydraulic tubing to component locations. Except the rear drum brake flex hose to wheel cylinder connection.
CAUTION: ALWAYS USE THE PROPER TYPE OF ISO
FLARING TOOL AND REQUIRED PROCEDURE,
WHEN TUBE FLARING IS REQUIRED WHEN SERVIC-
ING THE VEHICLES HYDRAULIC BRAKE SYSTEM.
THIS IS REQUIRED TO ENSURE THE INTEGRITY OF
THE VEHICLE’S HYDRAULIC BRAKING SYSTEM.
Fig. 3 Cutting and Flaring of Brake Line Tubing
Fig. 2 I.S.O. Style Tubing Flare And Fitting
Connection
TO REPAIR OR FLARE TUBING (I.S.O. STYLE)
Using Tubing Cutter, Special Tool C-3478-A or equivalent, cut off damaged seat on tubing (Fig. 3).
Ream out any burrs or rough edges showing on inside of tubing. This will make the ends of tubing square
(Fig. 4) and ensure better seating of flared end tubing.
PLACE TUBE NUT ON TUBING BEFORE FLAR-
ING THE TUBING.
ISO TUBING FLARE
CAUTION: All ISO style tubing flares (Fig. 2) are of metric dimensions. When performing any service procedures on a vehicle using ISO style tubing flares, metric size tubing of 4.75 mm MUST be used with metric ISO tube flaring equipment.
To create a (metric) ISO style tubing flare, Use
Fig. 4 Brake Tube Preparation For Flaring
Snap-On Flaring Tool TFM-428, (Fig. 3) or equivalent.
See (Fig. 5) and proceed with the steps listed below.Be sure to place the tubing nut on tube before proceeding to flare the tubing.
(1) Carefully prepare the end of the tubing to be flared. Be sure the end of the tubing to be flared is square and all burrs on the inside of the tubing are removed (Fig. 4). This preparation is essential to obtain the correct form of a (metric) ISO tubing flare.
(2) Open the jaws of the Flaring Tool. Align the mating size jaws of the flaring tool around the size of the tubing to be flared. Close the jaws of the Flaring
Tool around the tubing to keep it from sliding out of the flaring tool, but do not lock the tubing in place. See
(Fig. 3 and 5)
BRAKES 5 - 9
Fig. 6 Stop Lamp Switch
Screw in the feed screw of the yoke assembly until the adaptor has seated squarely on the surface of the bar assembly (Fig. 5). This process has created the
(metric) ISO tubing flare.
Fig. 5 ISO Tubing Flare Process
(3) Position tubing in jaws of the Flaring Tool so that it is flush with top surface of flaring tool bar assembly. (See Fig. 5).
(4) Install the correct size adaptor for the brake tubing being flared, on the feed screw of the yoke assembly. Center the yoke and adapter over the end of the tubing. Apply lubricant to the adapter area that contacts brake tubing. Making sure the adapter pilot is fully inserted in the end of the brake tubing.
STOP LAMP SWITCH ADJUSTMENT
The stop lamp switch incorporates a self adjusting feature. If adjustment or replacement is required, proceed as follows: Install the switch in the retaining bracket and push the switch forward as far as it will go. The brake pedal will move forward slightly (Fig.
6). Gently pull back on the brake pedal bringing the striker back toward the switch until the brake pedal will go back no further. This will cause the switch to ratchet backward to the correct position. Very little movement is required, and no further adjustment is necessary.
BASIC DIAGNOSIS GUIDE
5 - 10 BRAKES
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 05-12-93 August 13, 1993
BRAKE SYSTEM DIAGNOSTICS
BRAKE SYSTEM DIAGNOSTICS
BRAKES 5 - 11
5 - 12 BRAKES
BRAKE SYSTEM DIAGNOSTICS
BRAKE SYSTEM DIAGNOSTICS
BRAKES 5 - 13
BRAKE SYSTEM DIAGNOSTICS
5 - 14 BRAKES
REAR WHEEL DRUM BRAKES
INDEX page
Brake Drum Refacing
. . . . . . . . . . . . . . . . . . . . . 18
Brake Shoe Assemblies
. . . . . . . . . . . . . . . . . . . 14
page
Description
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Service Procedures
. . . . . . . . . . . . . . . . . . . . . . . 14
DESCRIPTION
Rear wheel drum brakes (Fig. 1) are two shoe, internal expanding type with an automatic adjuster screw assembly that is activated each time the brakes are applied. The automatic adjuster screw is located directly below the wheel cylinder as shown in figure (Fig. 1).
WARNING: DUST AND DIRT ON BRAKE PARTS
GENERATED DURING THE NORMAL USE AND
WEAR OF MOTOR VEHICLE BRAKE SYSTEMS CAN
CONTAIN ASBESTOS FIBERS. BREATHING EXCES-
SIVE CONCENTRATIONS OF ASBESTOS FIBERS
CAN CAUSE SERIOUS BODILY HARM, SUCH AS
ASBESTOSIS AND CANCER.
EXTREME CARE
SHOULD BE EXERCISED WHILE SERVICING
BRAKE ASSEMBLIES OR COMPONENTS.
DO NOT CLEAN BRAKE ASSEMBLIES OR COM-
PONENTS WITH COMPRESSED AIR OR BY DRY
BRUSHING; USE A VACUUM CLEANER SPECIFI-
CALLY RECOMMENDED FOR USE WITH ASBES-
TOS FIBERS. IF A SUITABLE VACUUM CLEANER IS
NOT AVAILABLE, CLEANING SHOULD BE DONE
WET USING A WATER DAMPENED CLOTH.
DO NOT CREATE DUST BY SANDING, GRINDING,
AND/OR SHAVING BRAKE LININGS OR PADS UN-
LESS SUCH OPERATION IS DONE WHILE USING
PROPERLY EXHAUST VENTILATED EQUIPMENT.
DISPOSE OF ALL DUST AND DIRT SUSPECTED
TO CONTAIN ANY ASBESTOS FIBERS IN SEALED
BAGS OR CONTAINERS TO MINIMIZE DUST EXPO-
SURE TO YOURSELF AND OTHERS.
FOLLOW ALL RECOMMENDED PRACTICES PRE-
SCRIBED BY THE OCCUPATIONAL SAFETY AND
HEALTH ADMINISTRATION AND THE ENVIRON-
MENTAL PROTECTION AGENCY. FOR THE HAN-
DLING, PROCESSING, AND DISPOSITION OF DUST
OR DIRT WHICH MAY CONTAIN ASBESTOS FI-
BERS.
SERVICE PROCEDURES
REAR BRAKE DRUM REMOVAL
Further clearance can be obtained by backing off the brake automatic adjuster screw. Remove rubber plug from top of brake support plate. Rotate automatic adjuster screw assembly with an upward motion, using a medium size screwdriver.
See adjusting rear service brakes in the Service
Adjustments section in this group of the service manual for the specific adjustment procedure.
(1) Remove rear brake drum from rear hub and bearing assembly (Fig. 1).
Fig. 1 Rear Brake Drum Removal
Inspect brake linings for wear, shoe alignment and contamination.
BRAKE DRUM INSTALLATION
(1) Install rear brake drum assembly on rear hub and bearing assembly.
(2) Install the wheel and tire assembly.
(3) Tighten the wheel mounting stud nuts in proper sequence (Fig. 2) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft.
lbs.).
BRAKE SHOE ASSEMBLIES
All L.H. platform vehicles equipped with rear drum brakes have original equipment brakes supplied by
Varga (Fig. 3). Varga brake shoes are HANDED for right or left side.
BRAKES 5 - 15
REMOVE
(1) Remove rear hub and bearing assembly dust cap (Fig 4). Then remove cotter pin and nut lock from spindle.
(2) Remove the rear hub and bearing assembly retaining nut and washer (Fig. 5). Remove rear hub and bearing assembly from spindle.
Fig. 2 Tightening Wheel Nuts
Fig. 5 Rear Hub And Bearing Retaining Nut Removal
(3) Remove automatic adjuster spring from automatic adjuster lever (Fig. 6).
Fig. 3 Varga Rear Wheel Brake (Left Side Of Vehicle
Shown)
Fig. 4 Rear Hub And Bearing Dust Cap Removal
Fig. 6 Remove or Install Automatic Adjuster Lever Spring
5 - 16 BRAKES
(4) Rotate the automatic adjuster screw assembly so that each shoe assembly moves out far enough to be free from the wheel cylinder boots (Fig. 7).
(6) Remove both lower brake shoe assembly to anchor plate springs (Fig. 9).
Fig. 7 Expand or Retract Adjuster Screw
(5) Disconnect parking brake cable from parking brake lever (Fig. 8). Note: Only disconnect the park brake cable on one side of the vehicle at a time.
Failure to do so will result in high efforts required to connect park brake cables to equalizer or park brake lever.
Fig. 9 Lower Brake Shoe To Anchor Plate Spring
(7) Remove the 2 brake shoe assembly to support plate hold down springs from brake shoe assemblies
(Fig. 10).
Fig. 8 Disconnect Parking Brake Cable
Fig. 10 Remove or Install Holddown Springs
(8) Remove brake shoe assemblies, upper shoe to shoe return spring, automatic adjuster and adjuster lever from brake shoe support plate as an assembly
(Fig. 11)
BRAKES 5 - 17
Fig. 11 Remove or Install Brake Shoe Assemblies
Fig. 13 Automatic Adjuster Lever or equivalent to the threads of the self adjuster. Replace adjusting screw if corroded.
If old springs have overheated or are damaged, replace them. Overheating indication is distorted end coils.
INSTALL
(1) Lubricate the eight shoe contact areas on the support plate and anchor using Mopar Multi-Purpose
Lubricant or equivalent (Fig. 15).
Fig. 12 Remove Brake Shoe Assemblies From
Adjuster
(9) After brake shoe assemblies are removed from brake support plate. Separate brake shoe assemblies from automatic adjuster mechanism (Fig. 12).
(10) Remove brake shoe automatic adjuster lever form leading brake shoe assembly (Fig. 13)
CLEANING AND INSPECTION
Clean metal portion of brake shoes. Check to see if shoes are bent.
Lining should show contact across entire width and from heel to toe, otherwise replace.
Shoes with lack of contact at toe or heel maybe improperly ground.
Clean and inspect support and adjusting screws.
Apply a thin coat of Mopar Multi-Purpose Lubricant
Fig. 15 Brake Shoe Assembly Contact Areas on
Support Plate
(2) Assemble leading and trailing brake shoe assemblies, top shoe to shoe spring, automatic adjuster lever and automatic adjuster (Fig. 16), before mount-
5 - 18 BRAKES ing on vehicle. Be sure automatic adjuster ends are above extruded pins in web of brake shoes as shown in
(Fig. 16).
Fig. 16 Rear Brake Shoes Assembled (Left Rear
Shown)
(3) Install the pre-assembled brake shoe assembly on the brake support plate (Fig. 11).
(5) Install the brake shoe assembly to brake support plate hold down springs (Fig. 10).
(6) Install both lower brake shoe assembly to anchor plate return springs (Fig. 9)
(7) Install park brake cable in park brake lever of trailing shoe (Fig. 8).
(8) Rotate serrated adjuster nut to remove free play from the adjuster assembly (Fig. 7).
(9) Install automatic adjuster lever spring, on leading brake shoe assembly and automatic adjuster lever
(Fig. 6).
(10) Install rear hub and bearing assembly on rear spindle. Install hub and bearing assembly washer and retaining nut (Fig. 5). Torque hub and bearing assembly retaining nut to 168 N I m (124 ft.lbs.). Install nut lock and cotter pin on spindle and dust cap on hub.
(11) Adjust brake shoes assemblies so as not to interfere with brake drum installation.
(12) Install the rear brake drums on the hubs. After brake drums are installed pump brake pedal several times to partially adjust the brake shoe assemblies. When park brake pedal is released assure that both rear brakes are not dragging.
This will verify proper operation of the selfadjust parking brake.
(13) Install the wheel and tire assembly.
(14) Tighten the wheel mounting stud nuts in proper sequence (Fig. 17) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
Fig. 17 Tightening Wheel Nuts
(15) Road test vehicle. The automatic adjuster will continue the brake adjustment during the road test of the vehicle.
BRAKE DRUM REFACING
Measure drum runout and diameter. If not to specification, reface drum. (Runout should not exceed
0.1524 mm or 0.006 inch). The diameter variation
(oval shape) of the drum braking surface must not exceed either 0.0635 mm (0.0025 inch) in 30° or
0.0889 mm (0.0035 inch) in 360°.
All drums will show markings of maximum allowable diameter (Fig. 16).
Fig. 16 Maximum Drum Diameter Identification
BRAKES 5 - 19
WHEEL CYLINDERS
page
General Information
. . . . . . . . . . . . . . . . . . . . . . . 19
Installing Wheel Cylinders
. . . . . . . . . . . . . . . . . . 20
INDEX page
Service Procedures
. . . . . . . . . . . . . . . . . . . . . . . 19
GENERAL INFORMATION
The piston boots are of the push-on type and prevent moisture from entering the wheel cylinder.
To perform service operations or inspections of the rear wheel brake cylinders. It will be necessary to remove the cylinders from the support plate and disassemble on the bench.
CAUTION: Wheel cylinders with cup expanders must have cup expanders after any service procedures (reconditioning or replacement).
SERVICE PROCEDURES
REMOVING WHEEL CYLINDERS FROM BRAKE
SUPPORT PLATES
With brake drums removed, inspect the wheel cylinder boots for evidence of a brake fluid leak. Then block the brake pedal in the stroke position, and visually check the boots for cuts, tears, or heat cracks.
If any of these conditions exist, the wheel cylinders should be completely cleaned, inspected and new parts installed. (A slight amount of fluid on the boot may not be a leak, but maybe preservative fluid used at assembly.)
(1) In case of a leak, remove brake shoes, (replace if soaked with grease or brake fluid.)
(2) Remove brake hose bracket from rear brake support plate (Fig. 1).
(3) Disconnect brake hose tube from wheel cylinder
(Fig. 1).
(4) Remove rear wheel cylinder attaching bolts
(Fig. 1). Then pull wheel cylinder assembly off brake support plate (Fig. 2).
DISASSEMBLING WHEEL CYLINDERS
To disassemble the wheel cylinders, (Fig. 3) proceed as follows:
(1) Pry boots away from cylinders and remove.
(2) Press IN on one piston to force out opposite piston, cup and spring (with cup expanders). Then using a soft tool such as a dowel rod, press out the cup and piston that remain in the wheel cylinder.
(3) Wash wheel cylinder, pistons, and spring in clean brake fluid or alcohol; (DO NOT USE ANY
PETROLEUM BASE SOLVENTS) clean thoroughly and blow dry with compressed air. Inspect
Fig. 1 Brake Hose Bracket And Tube Disconnected cylinder bore and piston for scoring and pitting. (Do not use a rag as lint from the rag will stick to bore surfaces.)
Wheel cylinder bores and pistons that are badly scored or pitted should be replaced. Cylinder walls
Fig. 2 Remove or Install Wheel Cylinder that have light scratches, or show signs of corrosion, can usually be cleaned with crocus cloth, using a circular motion. Black stains on the cylinder walls are caused by piston cups and will not impair operation of cylinder.
5 - 20 BRAKES
ASSEMBLING WHEEL CYLINDERS
Fig. 3 Rear Wheel Cylinder
Before assembling the pistons and new cups in the wheel cylinders, dip them in clean brake fluid. If the boots are deteriorated, cracked or do not fit tightly on the pistons or the cylinder casting, install new boots.
(1) Coat cylinder bore with clean brake fluid.
(2) Install expansion spring with cup expanders in cylinder. Install cups in each end of cylinder with open end of cups facing each other (Fig. 3).
(3) Install piston in each end of cylinder having the flat face of each piston contacting the flat face of each cup, already installed (Fig. 3).
(4) Install a boot over each end of cylinder. Be careful not to damage boot during installation.
(5) Install rear brake drum onto rear hub.
(6) Install the wheel and tire assembly. Tighten the wheel mounting stud nuts in proper sequence
(Fig. 4) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N
I m (95 ft. lbs.).
INSTALLING WHEEL CYLINDERS
(1) Install O-Ring on wheel cylinder as shown in
(Fig. 2).
(2) Install wheel cylinder onto brake support plate.
Tighten the wheel cylinder to brake support plate attaching bolts to 8 N
I m (75 in. lbs.).
(3) Hand start hydraulic brake hose tube fitting to wheel cylinder. Attach brake hose bracket to support plate (Fig. 1). Tighten tube to wheel cylinder fitting to 17 N
I m (145 in. lbs.).
(4) Install brake shoes on support plate. Follow procedure for Installing Brake Shoe Assemblies in this section of the service manual.
Fig. 4 Tightening Wheel Nuts
(7) Adjust the rear brakes, (See Adjusting Service
Brakes) in Service Adjustments section in this group of the service manual.
(8) Bleed the entire brake system. See (Bleeding
Brake System) in Service Adjustments section in this group of the service manual.
BRAKE SUPPORT ASSEMBLY
REMOVAL
(1) Remove rear tire and wheel assembly from vehicle.
(2) Remove rear hub and bearing assembly dust cap (Fig 5). Then remove cotter pin and nut lock from spindle.
BRAKES 5 - 21
Fig. 5 Rear Hub And Bearing Dust Cap Removal
(3) Remove the rear hub and bearing assembly retaining nut and washer (Fig. 6). Remove rear hub and bearing assembly from spindle.
Fig. 7 Remove or Install Automatic Adjuster Lever
Spring press cable housing retaining fingers and start housing out of support plate (Fig. 8). Remove wrench when retainer is free from the park brake cable mounting hole in the rear brake support plate. Alternate method is to use a aircraft type hose clamp over cable housing end fitting compressing the three fingers.
Fig. 6 Rear Hub And Bearing Retaining Nut
Removal
(4) Remove automatic adjuster spring from automatic adjuster lever (Fig. 7).
(5) Position a 1/2 wrench over the retainer fingers on the end of the parking brake cable (Fig. 8). Com-
Fig. 8 Removing Park Brake Cable From Support
Plate
(6) Remove attaching bolt and washer assemblies.
Separate brake support plate from rear suspension knuckle casting.
5 - 22 BRAKES
INSTALLATION
(1) Insert parking brake cable and housing end fitting into brake support plate.
(2) Install support plate and gasket on rear suspension knuckle casting. Torque support plate to knuckle casting attaching bolts to 115 N I m (85 ft. lbs).
(3) Attach cable to parking brake lever.
(4) Connect brake hose tube to wheel cylinder and attach bracket to support plate. Tighten brake tube to wheel cylinder fitting to 17 N
I m (145 in. lbs.).
(5) Install brake drum and wheel. Adjust and bleed service brakes. Adjust parking brake.
(6) Install rear hub and bearing assembly on rear spindle. Install hub and bearing assembly washer and retaining nut (Fig. 6). Torque hub and bearing assembly retaining nut to 168 N I m (124 ft.lbs.). Install dust cap.
(7) Adjust brake shoes assemblies so as not to interfere with brake drum installation.
(8) Install rear brake drum on the hub. After brake drums are installed pump brake pedal several times to partially adjust the brake shoe assemblies.
(9) Install the wheel and tire assembly. Tighten the wheel mounting stud nuts in proper sequence (Fig. 9) until all nuts are torqued to half specification. This is important. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
Fig. 9 Tightening Wheel Nuts
BRAKES 5 - 23
HYDRAULIC SYSTEM CONTROL VALVES
page
ABS Brake Proportioning Valve Operation
General Information
. . . . . . . . . . . . . . . . . . . . . . . 23
Hydraulic System Service Procedures
INDEX page
Non-ABS Proportioning Unit Operation
Testing ABS Proportioning Valves
GENERAL INFORMATION
All L.H. platform vehicles not equipped with Anti-
Lock brakes, have a proportioning hydraulic system control valve in the brakes hydraulic system (Fig. 1 and 2). The valve is attached to the frame rail below the master cylinder.
The hydraulic brake system, on non-ABS vehicles, is split diagonally. The left front and right rear brakes are part of one system. The right front and left rear are part of another. Both systems are routed through, but hydraulically separated by the proportioning valve.
However, since the brake systems are split diagonally the vehicle will retain 50% of its stopping capability in the event of a failure in either half.
Fig. 1 Brake Proportioning Valve Location
The proportioning valve balances front to rear braking by controlling at a given ratio, the increase in rear system hydraulic pressure above a preset level. Under light pedal application, the valve allows full hydraulic pressure to the rear brakes.
There is only one valve assembly in each vehicle which is not equipped with Anti-Lock, see Valve Application Chart. During any service procedures identify valve assemblies by part number as well as split point (PSI) and slope.
Fig. 2 Proportioning Valve Assembly
NON-ABS PROPORTIONING UNIT OPERATION
The proportioning valve section operates by transmitting full input pressure to the rear brakes up to a certain point. This is called the split point. Beyond this point it reduces the amount of pressure increase to the rear brakes according to a certain ratio.
On light pedal applications equal brake pressure will be transmitted to the front and rear brakes. On heavier pedal applications the pressure transmitted to the rear will be lower than the front brakes. This will prevent premature rear wheel lock-up and skid.
If hydraulic pressure is lost in one half of the diagonally split system, the operation of the proportioning valve in the remaining half is not effected.
ABS BRAKE PROPORTIONING VALVE OPERATION
On vehicles using the ABS braking system, screw in proportioning valves (Fig. 3) are used in place of the conventional differential pressure/proportioning valve.
5 - 24 BRAKES
Each rear brake circuit has its own screw-in proportioning valve which is attached to the rear brake outlet ports of the hydraulic control unit (HCU). The valves limit brake pressure to rear brakes after a certain pressure is reached. This improves front to rear brake balance during normal braking.
Fig. 3 ABS PROPORTIONING VALVE
IDENTIFICATION
Screw in proportioning valves can be identified by the numbers stamped on the body of the valve. The first digit represents the slope, the second digit represents the split (cut-in) point, and the arrow represents the flow direction of the valve. Be sure that the numbers listed on the replacement valve are the
same as on the valve that is being removed. See
(Fig. 3) for detail of the valve identification.
HYDRAULIC SYSTEM SERVICE PROCEDURES
BRAKE WARNING SYSTEM
CHECKING BRAKE WARNING SWITCH UNIT
The Red Brake Warning light will come on when the parking brake is applied with the ignition key turned ON. The same light will also illuminate should one of the two service brake hydraulic systems fail.
PROPORTIONING VALVES
TESTING PROPORTIONING VALVE UNIT
If premature rear wheel skid occurs on hard brake application, it could be an indication that a malfunction has occurred with the proportioning valve unit.
The proportioning valve is designed with two sep-
arate systems. One half controls the right rear brake, and the other half controls the left rear brake.
Therefore, a road test to determine which rear brake slides first is essential.
RIGHT REAR WHEEL SLIDES FIRST
CAUTION: All brake line fittings used on the L.H.
platform vehicle use ISO style tubing flares. Ensure that when fabricating adapter tubes required to test proportioning valve operation. That only ISO style tubing flares are used at proportioning valve connections. Failure to use ISO style tubing flares at the proportioning valve connections, will destroy tubing seats in proportioning valve.
NON-ABS AND ABS PROPORTIONING VALVE APPLICATIONS
BRAKES 5 - 25
To test the proportioning valve when the right rear wheel slides first, leave the front brakes connected to the valve, and proceed as follows:
(1) Install one gauge and (TEE) of set C-4007-A between the brake line from the master cylinder secondary port and the brake valve assembly (Fig. 1).
(2) Install the second gauge of set C-4007-A to the right rear brake outlet port (Fig. 1). Gauge to be attached using an adapter tube, made from a short piece of brake tube and (1) 3/8 x 24 tube nut, and (1)
M10x1 tube nut. Connect the hose to the valve.
Bleed the hose and gauge.
(3) Have a helper exert pressure on the brake pedal (holding pressure) to get a reading on the valve inlet gauge and check the reading on the outlet gauge. If the inlet and outlet pressures do not agree with the values on the following chart, replace the valve.
Fig. 2 Tube Connection For Left Rear Skidding with the values on the following chart, replace the valve.
TESTING ABS PROPORTIONING VALVES
All ABS components use an ISO type tubing flare.
Use the correct adapters with ISO type tubing flares when installing gauges to test ABS proportioning valves.
(1) Install one gauge and (TEE) between the hydraulic assembly and the male end (Inlet) of the valve.
(2) Install the second gauge at the female end
(Outlet) of the valve (Fig. 3).
Fig. 1 Tube Connection For Right Rear Skidding
LEFT REAR WHEEL SLIDES FIRST
To test the proportioning valve when the left rear wheel slides first, leave the front brakes connected to the valve, and proceed as follows:
(1) Install one gauge and (TEE) of set C-4007-A between brake line from master cylinder primary port and brake valve assembly (Fig. 2).
(2) Install the second gauge of set C-4007-A to the left rear brake outlet port (Fig. 2). An adapter tube, made up from a M12x1 tube nut, a short piece of brake tube and 3/8 x 24 tube nut, will be required to connect hose to valve. Bleed the gauge and hose.
(3) Have a helper exert pressure on the brake pedal. Hold pressure steady to get a reading on the valve inlet gauge and check the reading on the outlet gauge. If the inlet and outlet pressures do not agree
Fig. 3 Tube Connections for ABS
(3) Have a helper exert pressure on the brake pedal (holding pressure) to get a reading on the valve inlet gauge.
(4) Check the reading on the outlet gauge. If the inlet and outlet pressures do not agree with the fol-
5 - 26 BRAKES lowing chart, replace the valve. See (Fig. 4) for proportioning valve identification.
Fig. 4 ABS PROPORTIONING VALVE IDENTIFICATION
PROPORTIONING VALVE PRESSURES NON-ABS BRAKES
PROPORTIONING VALVE PRESSURES ABS-BRAKES
BRAKES 5 - 27
FRONT DISC BRAKES
page
General Information
. . . . . . . . . . . . . . . . . . . . . . . 27
Service Precautions
. . . . . . . . . . . . . . . . . . . . . . . 29
INDEX page
Shoe and Lining Wear
. . . . . . . . . . . . . . . . . . . . 28
GENERAL INFORMATION
The single piston, floating caliper disc brake assembly (Fig. 1) used on the L.H. platform vehicle consists of the following components.
• The driving hub and bearing assembly
• Braking disc (rotor)
• Caliper assembly
• Shoes and linings
• WARNING: THE PISTONS THAT ARE USED
IN THE FRONT AND REAR DISC BRAKE CAL-
IPER ASSEMBLIES ARE UNIQUE TO THE
CALIPER THEY ARE USED IN. THE DIMEN-
SIONS OF THESE PISTONS ARE DIFFERENT,
DO NOT INTERCHANGE THE CALIPER PIS-
TONS. IMPROPER USE COULD CAUSE A
COMPLETE FAILURE OF THE BRAKE SYS-
TEM.
The double pin Kelsey-Hayes Family Calipers, used on the L.H. platform are mounted directly to the steering knuckles and use no adapter. The caliper is mounted to the steering knuckle using bushings, sleeves and 2 through bolts which thread directly into bosses on the steering knuckle (Fig. 2).
Two machined abutments on the steering knuckle,
(Fig. 2) position and align the caliper fore and aft.
The guide pin bolts, sleeves and bushings control the float, side to side movement of the caliper. The piston seal, is designed to pull the piston back into the bore of the caliper when the brake pedal is released. This will help in maintaining proper brake shoe to rotor clearance (Fig. 4).
Vehicles equipped with the Kelsey-Hayes double pin family caliper. Have anti-rattle clips attached to the inner and outer brake shoe and lining assemblies
(Fig. 1).
All of the braking force is taken up directly by the steering knuckle of the vehicle.
The caliper is a one piece casting with the inboard side containing a single piston cylinder bore.
The front disc brake caliper phenolic piston is 60 mm (2.36 inch) in diameter.
A square cut rubber piston seal is located in a machined groove in the cylinder bore. This provides a hydraulic seal between the piston and the cylinder wall (Fig. 4).
A molded rubber dust boot installed in a groove in the cylinder bore and piston, keeps contamination from the cylinder wall and piston.
Fig. 1 Front Disc Brake Assembly
5 - 28 BRAKES
Fig. 2 Disc Brake Caliper Mounting (Exploded View)
As lining wears, master cylinder reservoir brake fluid level will go down. If brake fluid has been added to the reservoir, reservoir overflow may occur when the piston is pushed back into the new lining position. Overflowing can be avoided in this case by removing a small amount of fluid from the master cylinder reservoir.
All L.H. platform vehicles, are equipped with an audible wear sensor (Fig. 1) on the outboard pad of the front disc brake assemblies. This sensor when emitting a sound signals that brake lining may need inspection and/or replacement.
Fig. 3 Disc Brake Caliper Mounting
Fig. 4 Piston Seal Function for Automatic
Adjustment
The boot mounts in the cylinder bore opening and in a groove in the piston (Fig. 4). This prevents contamination in the bore area.
SHOE AND LINING WEAR
If a visual inspection does not adequately determine condition of brake shoe lining, a physical check will be necessary. To check the amount of brake shoe lining wear, remove the wheel and tire assemblies, and the calipers.
Remove the shoe and lining assemblies. (See Brake
Shoe Removal paragraph).
Combined shoe and lining thickness should be measured at the thinnest part of the assembly.
When a shoe and lining assembly is worn to a thickness of approximately 7.95 mm (5/16 inch) it should be replaced.
Replace both shoe assemblies (inboard and outboard) on the front wheels. It is necessary that both front wheel sets be replaced whenever shoe assemblies on either side are replaced.
If the brake shoe assemblies do not require replacement. Reinstall, brake shoe assemblies making sure each shoe assembly is returned to the original position on the vehicle. (See Brake Shoe Installation).
BRAKES 5 - 29
SERVICE PRECAUTIONS
WARNING: DUST AND DIRT ON BRAKE PARTS
GENERATED DURING THE NORMAL USE AND
WEAR OF MOTOR VEHICLE BRAKE SYSTEMS CAN
CONTAIN ASBESTOS FIBERS. BREATHING EXCES-
SIVE CONCENTRATIONS OF ASBESTOS FIBERS
CAN CAUSE SERIOUS BODILY HARM, SUCH AS
ASBESTOSIS AND CANCER.
EXTREME CARE
SHOULD BE EXERCISED WHILE SERVICING
BRAKE ASSEMBLIES OR COMPONENTS.
DO NOT CLEAN BRAKE ASSEMBLIES OR COM-
PONENTS WITH COMPRESSED AIR OR BY DRY
BRUSHING; USE A VACUUM CLEANER SPECIFI-
CALLY RECOMMENDED FOR USE WITH ASBES-
TOS FIBERS. IF A SUITABLE VACUUM CLEANER IS
NOT AVAILABLE, CLEANING SHOULD BE DONE
WET USING A WATER DAMPENED CLOTH.
DO NOT CREATE DUST BY SANDING, GRINDING,
AND/OR SHAVING BRAKE LININGS OR PADS UN-
LESS SUCH OPERATION IS DONE WHILE USING
PROPERLY EXHAUST VENTILATED EQUIPMENT.
DISPOSE OF ALL DUST AND DIRT SUSPECTED
TO CONTAIN ANY ASBESTOS FIBERS IN SEALED
BAGS OR CONTAINERS TO MINIMIZE DUST EXPO-
SURE TO YOURSELF AND OTHERS.
FOLLOW ALL RECOMMENDED PRACTICES PRE-
SCRIBED BY THE OCCUPATIONAL SAFETY AND
HEALTH ADMINISTRATION AND THE ENVIRONMEN-
TAL PROTECTION AGENCY. FOR THE HANDLING,
PROCESSING, AND DISPOSITION OF DUST OR DIRT
WHICH MAY CONTAIN ASBESTOS FIBERS.
Grease or any other foreign material must be kept off brake caliper assembly, surfaces of braking disc and external surfaces of hub, during service procedures.
Handling of the braking disc and caliper. Should be done in such a way as to avoid deformation of the disc and scratching or nicking of brake linings.
If inspection reveals that the square sectioned caliper piston seal is worn or damaged, it MUST be replaced immediately.
During removal and installation of a wheel and tire assembly, use care not to strike the caliper.
Before vehicle is moved after any brake service work, be sure to obtain a firm brake pedal.
5 - 30 BRAKES
KELSEY HAYES DOUBLE PIN CALIPER ASSEMBLY
page
Brake Shoe Service Procedures
Caliper Assembly Inspection
. . . . . . . . . . . . . . . . 30
INDEX page
Disc Brake Caliper Service
. . . . . . . . . . . . . . . . . 32
BRAKE SHOE SERVICE PROCEDURES
BRAKE SHOE REMOVAL
(1) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication and Maintenance section of this manual.
(2) Remove front wheel and tire assemblies from vehicle.
(3) Remove the 2 caliper assembly to steering knuckle guide pin bolts (Fig. 1).
Fig. 1 Removing Caliper Assembly Guide Pin Bolts
(4) Remove caliper assembly from steering knuckle and braking disc, by first rotating top of caliper assembly away from steering knuckle. Then lifting caliper assembly off bottom machined abutment on steering knuckle (Fig. 2).
(5) Support caliper firmly to prevent weight of caliper from damaging the flexible brake hose (Fig. 3).
(6) Remove front braking disk (rotor) from hub, by pulling it straight off wheel mounting studs (Fig. 4).
(7) Remove outboard brake shoe, by prying the shoe retaining clip over raised area on caliper. Then slide the shoe down and off the caliper (Fig. 5).
(8) Pull inboard brake shoe away from piston, until retaining clip is free from cavity in piston. (Fig.
6).
CALIPER ASSEMBLY INSPECTION
Check for piston seal leaks (brake fluid in and around boot area and inboard lining) and for any ruptures of the piston dust boot. If boot is damaged, or fluid leak is visible, disassemble caliper assembly
Fig. 2 Removing Caliper Assembly From Steering
Knuckle And Rotor
Fig. 3 Storing Caliper
BRAKES 5 - 31
Fig. 4 Removing or Installing Braking Disc
Fig. 6 Removing Inboard Brake Shoe
(3) Install the front braking disc (rotor) on the hub, making sure it is squarely seated on face of hub (Fig.
4).
(4) Remove the protective paper from the noise suppression gasket on both the inner and outer brake shoe assemblies (if equipped).
Note: The inboard and outboard brake shoes are common, unhanded refer to (Fig. 7) for inboard and outboard brake shoe assembly identification.
Fig. 5 Removing Outboard Brake Shoe and install a new seal and boot,(and piston if scored).
Refer to procedures titled Disc Brake Caliper Disassembly.
Check the caliper dust boot and caliper pin bushings to determine if they are in good condition. Replace if they are damaged, dry, or found to be brittle.
Refer to Cleaning And Inspection Of Brake Caliper.
BRAKE SHOE INSTALLATION
(1) Completely retract caliper piston back into piston bore of caliper assembly. This is required for caliper installation with new brake shoe assemblies.
(2) Lubricate both steering knuckle abutments with a liberal amount of Mopar t Multipurpose Lubricant, or equivalent.
Fig. 7 Front Brake Shoe Assembly Identification
(5) Install the new inboard brake shoe assembly into the caliper piston by firmly pressing into piston bore with thumbs (Fig. 8). Be sure inboard brake shoe assembly is positioned squarely against face of caliper piston.
(6) Slide the new outboard brake shoe assembly onto the caliper assembly (Fig. 9).
CAUTION: Use care when installing the caliper assembly onto the steering knuckle. So the seals on the caliper sealed for life guide pin bushings do not get damaged by the steering knuckle bosses.
5 - 32 BRAKES
Fig. 8 Installing Inboard Brake Shoe Assembly
Fig. 10 Installing Caliper Assembly On Steering
Knuckle And Rotor
Fig. 9 Installing Outboard Brake Shoe Assembly
(7) Carefully position caliper and brake shoe assemblies over braking disc (rotor) using the reversed required removal procedure (Fig. 10). Make sure that caliper guide pin bolts, bushings and sleeves are clear of the steering knuckle bosses.
(8) Install the caliper guide pin bolts and tighten to
18 to 20 N I m (192 in. lbs.). Extreme caution should be taken not to cross the threads of the caliper guide pin bolts.
(9) Install the wheel and tire assembly.
(10) Tighten the wheel mounting stud nuts in proper sequence (Fig. 11) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
(11) Remove jackstands or lower hoist. Before mov- ing vehicle, pump the brake pedal several times to insure the vehicle has a firm brake pedal to
adequately stop vehicle..
(12) Road test the vehicle and make several stops to wear off any foreign material on the brakes and to seat the brake shoe linings.
Fig. 11 Tightening Wheel Nuts
DISC BRAKE CALIPER SERVICE
DISASSEMBLY
(1) Remove caliper from braking disc (See Brake Shoe
Removal). Hang assembly on a wire hook away from braking disc, so hydraulic fluid cannot get on braking disc
(See Fig. 3 in Brake Shoe Removal). Place a small piece of wood between the piston and caliper fingers.
(2) Carefully depress brake pedal to hydraulically push piston out of bore. (Brake pedal will fall away when piston has passed bore opening.) Then prop up the brake pedal to any position below the first inch of pedal travel, this will prevent loss of brake fluid from the master cylinder.
(3) If both front caliper pistons are to be removed.
Disconnect steel brake tube fitting from flexible brake line at frame bracket after removing piston.
BRAKES 5 - 33
Plug brake tube and remove piston from opposite caliper. Using the same process as above for the first piston removal.
WARNING: UNDER NO CONDITION SHOULD AIR
PRESSURE BE USED TO REMOVE PISTON FROM
CALIPER BORE. PERSONAL INJURY COULD RE-
SULT FROM SUCH A PRACTICE.
(4) Disconnect brake flexible hose from the caliper.
To disassemble, mount caliper assembly in a vise equipped with protective jaws.
CAUTION: Excessive vise pressure will cause bore distortion and binding of piston.
(5) Clamp caliper in vise (with protective caps on vise jaws).
(6) Remove dust boot from the brake caliper and discard (Fig. 1).
Fig. 2 Removing Piston Seal
Fig. 1 Removing Piston Dust Boot
(7) Using a plastic trim stick, work piston seal out of its groove in caliper piston bore (Fig. 2). Discard old seal. Do not use a screwdriver or other metal tool for this operation, because of the possibility of scratching piston bore or burring edges of seal groove.
The double pin caliper uses a sealed for life bushing and sleeve assembly. If required this assembly can be serviced using the following procedure.
(1) Push out and then pull the inner sleeve from inside of the bushing using your fingers as shown in
(Fig. 3)
(2) Using your fingers collapse one side of the bushing. Then pull on the opposite side to remove the bushing from the brake caliper assembly (Fig. 4).
Fig. 3 Removing Inner Sleeve
CLEANING AND INSPECTION OF BRAKE
CALIPER
(1) Clean all parts using alcohol or a suitable non petroleum base solvent and wipe dry. Clean out all drilled passages and bores. (Whenever a caliper has been disassembled, a new boot and seal must be installed at assembly).
(2) Inspect the piston bore for scoring or pitting.
Bores that show light scratches or corrosion, can usually be cleared of the light scratches or corrosion using crocus cloth.
5 - 34 BRAKES
Fig. 4 Removing Bushings From Caliper
(3) Bores that have deep scratches or scoring should be honed. Use Caliper Hone, Special Tool
C-4095, or equivalent providing the diameter of the bore is not increased more than 0.0254 mm (0.001
inch) (Fig. 5).
fluid. After honing the bore, carefully clean the seal and boot grooves with a stiff non-metallic rotary brush.
Use extreme care in cleaning the caliper after honing. Remove all dirt and grit by flushing the caliper with brake fluid; wipe dry with a clean, lint free cloth and then clean a second time.
ASSEMBLY
(1) Clamp caliper in vise (with protective caps on vise jaws).
CAUTION: Excessive vise pressure will cause bore distortion and binding of piston.
(2) Dip new piston seal in clean brake fluid and install in the groove of the caliper bore. Seal should be positioned at one area in groove and gently worked around the groove (Fig. 1), using only your fingers until properly seated.
NEVER USE AN OLD PISTON SEAL. (Be sure that fingers are clean and seal is not twisted or rolled)
(Fig. 1).
Fig. 5 Honing Piston Bore
(4) If the bore does not clean up within this specification, a new caliper housing should be installed.
Install a new piston if the old one is pitted or scored.
When using Caliper Honing Tool, Special Tool
C-4095, coat the stones and bore with brake
Fig. 1 Installing New Piston Seal
(3) Coat new piston boot with clean brake fluid leaving a generous amount inside boot.
(4) Position dust boot over piston after coating with brake fluid.
(5) Install piston into caliper bore pushing it past the piston seal until it bottoms in the caliper bore (Fig.
2).
CAUTION: Force must be applied to the piston uniformly to avoid cocking and binding of the piston in the bore of the caliper.
(6) Position dust boot in counterbore of the caliper piston bore.
BRAKES 5 - 35
Fig. 2 Pushing Piston into Bore
(7) Using a hammer and Installer Piston Caliper
Boot, Special Tool C-4689 and Handle, Special Tool
C-4171, drive boot into counterbore of the caliper (Fig.
3).
Fig. 4 Folded Caliper Guide Pin Bushing
Fig. 3 Installing Dust Boot in Caliper Counterbore
Use the following steps, to install the Guide Pin
Sleeve Bushings into the caliper assembly.
(1) Fold the bushing in half lengthwise at the solid middle section of the bushing (Fig. 4).
(2) Using your fingers insert the folded bushing into the caliper assembly (Fig. 5). Do not use a sharp object to perform this step do to possible damage to the bushing.
Fig. 5 Installing Caliper Guide Pin Sleeve Bushings
(3) Unfold the bushing using your fingers or a wooden dowel until the bushing is fully seated into the caliper assembly. Flanges should be seated evenly on both sides of the bushing hole in the caliper assembly (Fig. 6).
Install the Guide Pin Sleeve into the guide bushing using the following procedure.
(1) Install the sleeve into one end of the bushing until the seal area of the bushing is past the seal groove in the sleeve (Fig. 7).
(2) Holding the convoluted end of the bushing with one hand. Push the sleeve through the bushing (Fig.
7) until the one end of the bushing is fully seated into the seal groove on the one end of the sleeve.
(3) Holding the sleeve in place work the other end of the bushing over the end of the sleeve and into the
5 - 36 BRAKES
Fig. 6 Bushing Correctly Installed In Caliper seal grove (Fig. 8). Be sure the other end of the bushing did not come out of the seal grove in the sleeve.
(4) When the sleeve is seated properly into the bushing. The sealed for life bushing can be held between your fingers and easily slid back and forth without the bushing seal unseating from the sleeve.
(5) Install the inboard and outboard brake shoe assemblies onto the caliper assembly.
(6) Before installing caliper assembly on vehicle, inspect braking disc. If any conditions as described in
Checking Braking Disc for Runout and Thickness are present the braking disc, must be replaced or refaced.
If the braking disc does not require any servicing, install caliper assembly.
(7) Install brake hose onto caliper using banjo bolt.
Torque the brake hose to caliper assembly banjo bolt to 33 N I m (24 ft. lbs.). New seal washers MUST al- ways be used when installing brake hose to caliper.
(8) Bleed the brake system (see Bleeding Brake
System).
Fig. 7 Installing Caliper Sleeves
Fig. 8 Installed Caliper Bushing Sleeve
BRAKES 5 - 37
REAR DISC BRAKES
INDEX page
Assembling Rear Disc Brake Caliper
Caliper Assembly Inspection
. . . . . . . . . . . . . . . . 39
Cleaning and Inspection
. . . . . . . . . . . . . . . . . . . 41
Disassembling Rear Caliper Assembly
page
General Information
. . . . . . . . . . . . . . . . . . . . . . . 37
Lining Wear
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Service Precautions
. . . . . . . . . . . . . . . . . . . . . . . 38
Servicing Brake Shoe Assemblies
GENERAL INFORMATION
The rear disc brakes are similar to front disc brakes, however, there are several distinctive features that require different service procedures. This single piston, floating caliper rear disc brake assembly includes a hub and bearing assembly, adapter, braking disc (rotor), caliper, shoes and linings. The parking brake system on all vehicles equipped with rear disc brakes. Consists of a small duo-servo drum brake mounted to the caliper adapter. The drum brake shoes expand out against a braking surface
(hat section) on the inside area of the braking disk
(rotor).
The L.H. platform vehicles are equipped with a caliper assembly that has a 34 mm (1.43 in.) piston and uses a 14 inch solid braking disc (rotor).
The caliper assembly on all applications float on rubber bushings using internal metal sleeves which are attached to the adapter using threaded guide pin bolts.
The adapter and disc shield are mounted to the rear suspension knuckles of vehicle. The adapter is used to mount the brake shoes and actuating cables for the parking brake system. The adapter also mounts the rear caliper assembly to the vehicle. The adapter has two machined abutments which are used to position and align the caliper and brake shoes for movement inboard and outboard (Fig. 1).
LINING WEAR
To check the amount of lining wear, remove the wheel and tire assemblies. If a visual inspection does not adequately determine the condition of the lining, removal will be necessary. Remove the shoe and lining assemblies (see Brake Shoe Removal).
Combined shoe and lining thickness should be measured at the thinnest part of the assembly.
When the combined brake shoe and lining assembly is worn to a thickness of approximately 7.0 mm
(9/32 inch) it MUST be replaced.
Replace both brake shoe assemblies (inboard and outboard) on both wheels whenever the brake shoe assemblies on either side are replaced.
If a brake shoe assembly does not require replacement. Reinstall it, making sure each shoe assembly
Fig. 1 Rear Disc Brake Assembly
5 - 38 BRAKES is returned to its original position on the wheel of the vehicle from which it was removed. (See Brake
Shoe Installation).
SERVICE PRECAUTIONS
WARNING: DUST AND DIRT ON BRAKE PARTS
GENERATED DURING THE NORMAL USE AND
WEAR OF MOTOR VEHICLE BRAKE SYSTEMS CAN
CONTAIN ASBESTOS FIBERS. BREATHING EXCES-
SIVE CONCENTRATIONS OF ASBESTOS FIBERS
CAN CAUSE SERIOUS BODILY HARM, SUCH AS
ASBESTOSIS AND CANCER.
EXTREME CARE
SHOULD BE EXERCISED WHILE SERVICING
BRAKE ASSEMBLIES OR COMPONENTS.
DO NOT CLEAN BRAKE ASSEMBLIES OR COM-
PONENTS WITH COMPRESSED AIR OR BY DRY
BRUSHING; USE A VACUUM CLEANER SPECIFI-
CALLY RECOMMENDED FOR USE WITH ASBES-
TOS FIBERS. IF A SUITABLE VACUUM CLEANER IS
NOT AVAILABLE, CLEANING SHOULD BE DONE
WET USING A WATER DAMPENED CLOTH.
DO NOT CREATE DUST BY SANDING, GRINDIN-
G,AND/OR SHAVING BRAKE LININGS OR PADS
UNLESS SUCH OPERATION IS DONE WHILE USING
PROPERLY EXHAUST VENTILATED EQUIPMENT.
DISPOSE OF ALL DUST AND DIRT SUSPECTED
TO CONTAIN ANY ASBESTOS FIBERS IN SEALED
BAGS OR CONTAINERS TO MINIMIZE DUST EXPO-
SURE TO YOURSELF AND OTHERS.
FOLLOW ALL RECOMMENDED PRACTICES PRE-
SCRIBED BY THE OCCUPATIONAL SAFETY AND
HEALTH ADMINISTRATION AND THE ENVIRON-
MENTAL PROTECTION AGENCY. FOR THE HAN-
DLING, PROCESSING, AND DISPOSITION OF DUST
OR DIRT WHICH MAY CONTAIN ASBESTOS FI-
BERS.
Grease or any other foreign material must be kept off the caliper assembly, surfaces of the braking disc and external surfaces of the hub, during service procedures.
Handling the braking disc and caliper should be done in such a way as to avoid deformation of the disc and scratching or nicking the brake linings
(pads).
During removal and installation of a wheel and tire assembly, use care not to strike the caliper.
Before vehicle is moved after any brake service work, be sure to obtain a firm brake pedal.
SERVICING BRAKE SHOE ASSEMBLIES
BRAKE SHOE REMOVAL
(1) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication and Maintenance section of this manual.
(2) Remove rear wheel and tire assemblies from vehicle.
(3) Remove the 2 caliper assembly to adapter guide pin bolts (Fig. 1).
Fig. 1 Removing Caliper Assembly Guide Pin Bolts
(4) Remove caliper assembly from adapter and braking disc, by first rotating top of caliper assembly away from adapter. Then lift caliper assembly off bottom machined abutment on adapter and lift caliper away from adapter and braking disc (Fig. 2).
Fig. 2 Removing Caliper Assembly From Adapter
And Rotor
(5) Support caliper assembly firmly from rear strut to prevent weight of caliper from damaging the flexible brake hose (Fig. 3).
(6) Remove the rear braking disk (rotor) from hub, by pulling it straight off the wheel mounting studs
(Fig. 4).
(7) Remove outboard brake shoe, by prying brake shoe retaining clip over raised area on caliper. Then slide the shoe down and off the caliper (Fig. 5).
BRAKES 5 - 39
Fig. 3 Storing Caliper
Fig. 5 Removing Outboard Shoe
Fig. 4 Removing Rear Braking Disc
(8) Pull inboard shoe away from piston, until the retaining clip is free from the cavity in the piston. (Fig. 6).
CALIPER ASSEMBLY INSPECTION
Check for piston seal leaks (brake fluid in and around boot area and inboard lining) and for any ruptures of the piston dust boot. If boot is damaged, or fluid leak is visible, disassemble caliper assembly and install a new seal and boot,(and piston if scored). Refer to procedures titled Disc Brake Caliper Disassembly.
Fig. 6 Removing Inboard Shoe
Check the caliper dust boot and caliper pin bushings to determine if they are in good condition. Replace if they are damaged, dry, or found to be brittle.
Refer to Cleaning And Inspection Of Brake Caliper.
BRAKE SHOE INSTALLATION
(1) Completely retract caliper piston back into piston bore of caliper assembly. This is required for caliper installation with new brake shoe assemblies.
(2) Lubricate both adapter abutments with a liberal amount of Mopar t Multipurpose Lubricant, or equivalent.
(3) Install the rear braking disc (rotor) on the hub, making sure it is squarely seated on face of hub (Fig.
7).
5 - 40 BRAKES
Fig. 7 Installing Rear Braking Disc
(4) Remove the protective paper from the noise suppression gasket on both the inner and outer brake shoe assemblies (if equipped).
(5) Install the new inboard brake shoe assembly into the caliper piston by firmly pressing into piston bore with thumbs (Fig. 8). Be sure inboard brake shoe assembly is positioned squarely against face of caliper piston.
(6) Slide the new outboard brake shoe assembly onto the caliper assembly (Fig. 9).
Fig. 8 Installing Inboard Brake Shoe Assembly
CAUTION: Use care when installing the caliper assembly onto the adapter. So the seal on the caliper sealed for life guide pin bushings do not get damaged by the mounting bosses.
(7) Carefully lower caliper and brake shoe assemblies over braking disc (rotor) reversing the required removal procedure (Fig. 10). Make sure that caliper guide pin bolts, bushings and sleeves are clear of the adapter bosses.
Fig. 9 Installing Outboard Brake Shoe Assembly
Fig. 10 Installing Caliper Assembly On Adapter And
Rotor
(8) Install the caliper guide pin bolts and tighten to
22 N I m (192 in. lbs.). Extreme caution should be taken not to cross the threads of the caliper guide pin bolts.
(9) Install the wheel and tire assembly.
(10) Tighten the wheel mounting stud nuts in proper sequence (Fig. 11) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
BRAKES 5 - 41
WARNING: UNDER NO CONDITION SHOULD AIR
PRESSURE BE USED TO REMOVE PISTON FROM
CALIPER BORE. PERSONAL INJURY COULD RE-
SULT FROM SUCH A PRACTICE.
(4) Disconnect brake flexible hose from the caliper.
To disassemble, mount caliper assembly in a vise equipped with protective jaws.
CAUTION: Excessive vise pressure will cause bore distortion and binding of piston.
(5) Support rear caliper assembly in a vise. Then remove caliper to piston dust boot and discard (Fig. 1).
Fig. 11 Tightening Wheel Nuts
(10) Remove jackstands or lower hoist. Before mov- ing vehicle, pump the brake pedal several times to insure the vehicle has a firm brake pedal to
adequately stop vehicle..
Road test the vehicle and make several stops to wear off any foreign material on the brakes and to seat the brake shoe linings.
DISASSEMBLING REAR CALIPER ASSEMBLY
CLEANING AND INSPECTION
Check for piston fluid seal leaks (brake fluid in and around boot area and inboard lining) and for any ruptures of piston dust boot. If boot is damaged, or fluid leak is visible, disassemble caliper assembly and install a new seal and boot,(and piston if scored). Refer to procedures titled Disc Brake Caliper Disassembly.
Check the caliper dust boot and caliper pin bushings to determine if they are in good condition. Replace if they are damaged, dry, or found to be brittle. Refer to
Cleaning And Inspection Of Brake Caliper.
(1) Remove caliper from braking disc (See Brake
Shoe Removal). Hang assembly on a wire hook away from braking disc, so hydraulic fluid cannot get on braking disc (See Fig. 3 in Brake Shoe Removal). Place a small piece of wood between the piston and caliper fingers.
(2) Carefully depress brake pedal to hydraulically push piston out of bore. (Brake pedal will fall away when piston has passed bore opening.) Then prop up the brake pedal to any position below the first inch of pedal travel, this will prevent loss of brake fluid from the master cylinder.
(3) If both rear caliper pistons are to be removed from calipers. Disconnect steel brake tube fitting from flexible brake line at frame bracket after removing piston. Plug brake tube and remove piston from opposite caliper. Using the same process as above for the first piston removal.
Fig. 1 Removing Piston Dust Boot
(6) Using a plastic trim stick, work piston seal out of its groove in caliper piston bore (Fig. 2). Discard old seal. Do not use a screwdriver or other metal tool for this operation, because of the possibility of scratching piston bore or burring edges of seal groove.
The double pin caliper uses a sealed for life bushing and sleeve assembly. If required this assembly can be serviced using the following procedure.
(1) Using your fingers push on one end the inner sleeve until it pops out of the bushing. Then grasp the inner sleeve with your fingers and pull the inner sleeve out from the inside of the bushing (Fig. 3).
(2) Using your fingers collapse one side of the bushing. Then pull on the opposite side to remove the bushing from the caliper assembly (Fig. 4).
CLEANING AND INSPECTION
Clean all parts using alcohol or a suitable nonpetroleum based solvent and wipe dry. Clean out all drilled passages and bores on the caliper assembly
5 - 42 BRAKES
Fig. 2 Removing Piston Seal
Fig. 4 Removing Bushings From Caliper
Fig. 3 Removing Inner Sleeve From Bushing body. (Whenever a caliper has been disassembled, a new boot and seal must be installed at assembly).
Inspect the caliper assembly piston bore for scoring or pitting. Bores that show light scratches or corrosion, can usually have the scratches or corrosion removed using crocus cloth.
Bores that have deep scratches or scoring should be honed. Use Caliper Hone, Special Tool C-4095, or equivalent providing the diameter of the bore is not increased more than 0.0254 mm (0.001 inch) (Fig. 5).
Fig. 5 Honing Piston Bore
If the bore does not clean up within this specification, a new caliper housing should be installed. Install a new piston if the old one is pitted or scored.
When using Caliper Honing Tool, Special Tool
C-4095, coat the stones and bore with brake fluid.
After honing the bore, carefully clean the seal and boot grooves with a stiff non-metallic rotary brush.
Use extreme care in cleaning the caliper after honing. Remove all dirt and grit by flushing the
BRAKES 5 - 43 caliper with brake fluid; wipe dry with a clean, lint free cloth and then clean a second time.
ASSEMBLING REAR DISC BRAKE CALIPER
(1) Clamp caliper in vise (with protective caps on vise jaws).
CAUTION: Excessive vise pressure will cause bore distortion and binding of piston.
(2) Dip new piston seal in clean brake fluid and install in the groove of the caliper bore. Seal should be positioned at one area in groove and gently worked around the groove (Fig. 6), using only your fingers until properly seated.
NEVER USE AN OLD PISTON SEAL. (Be sure that fingers are clean and seal is not twisted or rolled)
(Fig. 6).
Fig. 7 Pushing Piston into Bore
Fig. 6 Installing New Piston Seal
(3) Coat new piston boot with clean brake fluid leaving a generous amount inside boot.
(4) Position dust boot over piston after coating with brake fluid.
(5) Install piston into caliper bore pushing it past the piston seal until it bottoms in the caliper bore (Fig.
7).
CAUTION: Force must be applied to the piston uniformly to avoid cocking and binding of the piston in the bore of the caliper.
(6) Position dust boot in counterbore of the caliper piston bore.
(7) Using a hammer and Installer Piston Caliper
Boot, Special Tool C-4383-7 and Handle, Special Tool
C-4171, drive boot into counterbore of the caliper (Fig.
8).
Use the following steps, to install the Guide Pin
Sleeve Bushings into the caliper assembly.
(1) Fold the bushing in half lengthwise at the solid middle section of the bushing (Fig. 9).
Fig. 8 Installing Boot in Caliper
(2) Using your fingers insert the folded bushing into the caliper assembly (Fig. 10). Do not use a sharp object to perform this step do to possible damage to the bushing.
(3) Unfold the bushing using your fingers or a wooden dowel until the bushing is fully seated into the caliper assembly. Flanges should be seated evenly on both sides of the bushing hole in the caliper assembly
(Fig. 11).
Install the Guide Pin Sleeve into the guide bushing using the following procedure.
5 - 44 BRAKES
Fig. 9 Folded Caliper Guide Pin Bushing
Fig. 11 Bushing Correctly Installed In Caliper
Fig. 10 Installing Caliper Guide Pin Sleeve Bushings
(1) Install the sleeve into one end of the bushing until the seal area of the bushing is past the seal groove in the sleeve (Fig. 12).
(2) Holding the convoluted end of the bushing with one hand. Push the sleeve through the bushing (Fig.
13) until the one end of the bushing is fully seated into the seal groove on the one end of the sleeve.
(3) Holding the sleeve in place work the other end of the bushing over the end of the sleeve and into the seal grove (Fig. 13). Be sure the other end of the bushing did not come out of the seal grove in the sleeve.
(4) When the sleeve is seated properly into the bushing. The sealed for life bushing can be held between your fingers and easily slid back and forth without the bushing seal unseating from the sleeve.
Fig. 12 Installing Caliper Sleeves
(5) Install the inboard and outboard brake shoes onto the caliper assembly.
(6) Before installing caliper assembly on vehicle, inspect braking disc. If any conditions as described in
Checking Braking Disc for Runout and Thickness are present the braking disc, must be replaced or refaced.
If the braking disc does not require any servicing, install caliper assembly.
(7) Install brake hose onto caliper using banjo bolt.
Torque the brake hose to caliper assembly banjo bolt
Fig. 13 Installed Caliper Bushing Sleeve
BRAKES 5 - 45 to 33 N I m (24 ft. lbs.). New seal washers MUST always be used when installing brake hose to caliper.
(8) Bleed the brake system (see Bleeding Brake
System). Pump the brake pedal several times to be sure that the vehicle has a firm pedal, before the vehicle is moved or driven.
5 - 46 BRAKES
BRAKE DISC (ROTOR)
INDEX page
Braking Disc Removal
. . . . . . . . . . . . . . . . . . . . . 47
General Information
. . . . . . . . . . . . . . . . . . . . . . . 46
Inspection Diagnosis
. . . . . . . . . . . . . . . . . . . . . . 46
page
Installing Braking Disc
. . . . . . . . . . . . . . . . . . . . . 47
Refinishing Braking Disc
. . . . . . . . . . . . . . . . . . . 48
Service Procedures
. . . . . . . . . . . . . . . . . . . . . . . 46
GENERAL INFORMATION
Any servicing of the braking disc requires extreme care to maintain the braking disc within service tolerances to ensure proper brake action.
CAUTION: If the braking disk (rotor) needs to be replaced with a new part. The protective coating (if present) on the braking surfaces of the rotor MUST
BE REMOVED with an appropriate solvent, to avoid contamination of the brake shoe linings.
When replacing a rotor with a new part do NOT reface the new rotor. New rotor already has the required micro finish when manufactured, only remove the protective coating.
INSPECTION DIAGNOSIS
Before refinishing or refacing a braking disc, the disc should be checked and inspected for the following conditions:
Braking surface scoring, rust, impregnation of lining material and worn ridges.
Excessive lateral rotor runout or wobble.
Thickness variation (Parallelism).
Dishing or distortion (Flatness).
If a vehicle has not been driven for a period of time.
The discs will rust in the area not covered by the brake lining and cause noise and chatter when the brakes are applied.
Excessive wear and scoring of the disc can cause temporary improper lining contact if ridges are not removed before installation of new brake shoe assemblies.
Some discoloration or wear of the disc surface is normal and does not require resurfacing when linings are replaced.
Excessive runout or wobble in a disc can increase pedal travel due to piston knock back. This will increase guide pin bushing wear due to tendency of caliper to follow disc wobble.
Thickness variation in a disc can also result in pedal pulsation, chatter and surge due to variation in brake output. This can also be caused by excessive runout in braking disc or hub.
Dishing or distortion can be caused by extreme heat and abuse of the brakes.
SERVICE PROCEDURES
CHECKING BRAKING DISC FOR RUNOUT AND
THICKNESS
On vehicle, braking disc (rotor) runout is the combination of the individual runout of the hub face and the runout of the disc. (The hub and disc are separable). To measure runout on the vehicle, remove the wheel and reinstall the lug nuts tightening the disc to the hub. Mount Dial Indicator, Special Tool
C-3339 with Mounting Adaptor, Special Tool SP-1910 on steering arm. Dial indicator plunger should contact disc (braking surface) approximately one inch from edge of disc (See Fig. 1). Check lateral runout
(both sides of disc) runout should not exceed 0.08 mm
(0.003 inch).
Fig. 1 Checking Braking Disc for Runout
If runout is in excess of the specification, check the lateral runout of the hub face. Before removing disc from hub, make a chalk mark across both the disc and one wheel stud on the high side of runout. So you’ll know exactly how the disc and hub was originally mounted (Fig. 2). Remove disc from hub.
Install Dial Indicator, Special Tool C-3339 and
Mounting Adaptor, Special Tool SP-1910 on steering
BRAKES 5 - 47
Fig. 2 Marking Braking Disc and Wheel Stud knuckle. Position stem so it contacts hub face near outer diameter (Fig. 3). Care must be taken to position stem outside the stud circle but inside the chamfer on the hub rim. Clean hub surface before checking.
Fig. 3 Checking Hub for Runout
Runout should not exceed 0.05 mm (0.002 inch). If runout exceeds this specification, hub must be replaced. See Suspension Group 2. If hub runout does not exceed this specification, install disc on hub with chalk marks two wheel studs apart (Fig. 4). Tighten nuts in the proper sequence and torque to specifications. Finally, check runout of disc to see if runout is now within specifications.
Fig. 4 Index Braking Disc and Wheel Stud
If runout is not within specifications. Install a new braking disc or reface disc, being careful to remove as little braking disc material as possible from each side of disc. Remove equal amounts from each side of disc. Do not reduce thickness below minimum thickness cast into the un-machined surface of the rotor.
Thickness variation measurements of disc should be made in conjunction with runout. Measure thickness of disc at 12 equal points with a micrometer at a radius approximately 25.4 mm (1 inch) from edge of disc (Fig. 5). If thickness measurements vary by more than 0.013 mm (0.0005 inch) disc should be removed and resurfaced (Figs. 6 and 7), or a new disc installed. If cracks or burned spots are evident in the disc, disc must be replaced.
Light scoring and/or wear is acceptable. If heavy scoring or warping is evident, the disc must be refinished or replaced (See Refinishing/Refacing Braking
Disc). If cracks are evident in the disc, replace the disc.
BRAKING DISC REMOVAL
(1) Raise vehicle on hoist or jackstands. Remove wheel and tire assembly.
(2) Remove caliper assembly, as described under
Brake Shoe Removal in this Group, (do not disconnect brake line). Suspend caliper from wire hook or loop to avoid strain on flexible brake hose.
(3) Remove braking disc from hub.
INSTALLING BRAKING DISC
(1) Clean both sides of braking disc with alcohol or suitable solvent. Slide braking disc on hub.
(2) Install caliper assembly, as described in Brake
Shoe Installation paragraph.
5 - 48 BRAKES
Fig. 5 Checking Disc for Thickness
REFINISHING BRAKING DISC
REFACING BRAKING DISC
Refacing of the braking disc is not required each time the shoe assemblies are replaced.
If the braking disc surface is deeply scored or warped or there is a complaint of brake roughness or brake pedal pulsation the rotor should be resurfaced or refaced (Figs. 6 and 7).
When refacing a braking disc the required 0.08
mm (0.003 inch) TIR (Total Indicator Reading) and
0.013 mm (0.0005 inch) thickness variation limits
MUST BE MAINTAINED. Extreme care in the operation of braking disc turning equipment is required.
The collets, shafts and adapters used on the brake lathe and the bearing cups in the rotor MUST be clean and free from any chips or contamination.
When mounting the disc on the brake lathe, strict attention to the brake lathe manufacturer’s operating instructions is required.
If the disc is not mounted properly the run-out will be worse after refacing than before refacing.
The use of a double straddle cutter (Fig. 6) that machines both sides of the disc at the same time is highly recommended.
RESURFACING BRAKING DISC
This operation can be used when the disc surface is rusty or has lining deposits.
A sanding disc attachment will remove surface contamination without removing much braking disc material.
Fig. 6 Refacing Braking Disc
Fig. 7 Resurfacing Braking Disc (Final Finish)
It will generally follow variations in thickness that are in the disc.
The following chart shows the location of measurements and specifications when servicing the braking disc.
All front braking discs have markings for minimum allowable thickness cast on an unmachined surface of the braking disc (Fig. 8). The
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 05-12-94 June 10, 1994
BRAKES 5 - 49
Fig. 8 Front Braking Disc Minimum Thickness
Markings thickness markings may be located on the disc as shown in (Fig. 8) or on an alternate surface.
All rear braking discs have markings for minimum allowable thickness and maximum allowable diameter cast on an un-machined surface of
Fig. 9 Rear Braking Disc Minimum Thickness
Markings the braking disc (Fig. 9). The thickness markings may be located on the disc as shown in (Fig. 9) or on an alternate surface.
This marking includes 0.76 mm (0.030 inch) allowable disc wear beyond the recommended 0.76
mm(0.030 inch) of disc refacing.
BRAKING DISC (ROTOR) REFINISHING LIMITS
5 - 50 BRAKES
PARKING BRAKES
INDEX page
Front Park Brake Cable Service
General Information
. . . . . . . . . . . . . . . . . . . . . . . 50
Installing Parking Brake Shoes
. . . . . . . . . . . . . . 66
Park Brake Pedal Mechanism
. . . . . . . . . . . . . . . 53
Parking Brake Adjusting Procedure
page
Parking Brake Shoe Service with Rear Disc
Brakes
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Rear Park Brake Cable Service
. . . . . . . . . . . . . . 59
Self Adjusting Procedures
. . . . . . . . . . . . . . . . . . 52
Service Procedures
. . . . . . . . . . . . . . . . . . . . . . . 52
GENERAL INFORMATION
The parking brake mechanism on vehicles with rear disc brake applications. Consists of a small duoservo brake which is mounted to the adapter. The hat (center) section (Fig. 1) of the rear rotor serves as the braking surface (drum) for the parking brakes.
On the vehicles with rear disc brake applications, the parking brake cables are single unit assemblies.
On non-rear wheel disc brake applications, the rear wheel service brakes also act as parking brakes. The rear drum brake shoes are mechanically operated by an internal lever and strut connected to a flexible steel cable. The wheel brake cables are joined at an equalizer which is attached to the front cable leading to the foot lever (Fig. 2).
Fig. 1 Drum In Hat Braking Disc
BRAKES 5 - 51
5 - 52 BRAKES
SERVICE PROCEDURES
ADJUSTING PARKING BRAKE
The parking brake foot lever assembly used on all
L.H. platform vehicles, with and without rear disc brakes contains a self adjuster for the cable system.
Routine parking brake cable adjustment on all L.H.
platform vehicles is not required.
WARNING: THE SELF ADJUSTING FEATURE OF
THIS PARKING BRAKE LEVER ASSEMBLY CON-
TAINS A CLOCK SPRING LOADED TO APPROXI-
MATELY 8 POUNDS. CARE MUST BE TAKEN TO
PREVENT EXCESSIVE JARRING OF THE ASSEM-
BLY. DO NOT RELEASE THE SELF ADJUSTER
LOCKOUT DEVICE BEFORE INSTALLING CABLES
INTO THE EQUALIZER. KEEP HANDS OUT OF SELF
ADJUSTER SECTOR AND PAWL AREA. FAILURE
TO OBSERVE CAUTION IN HANDLING THIS MECH-
ANISM COULD LEAD TO SERIOUS INJURY.
When repairs to the foot lever assembly or front cable are required the self adjuster must be reloaded and locked out.
SELF ADJUSTING PROCEDURES
RELOADING SELF ADJUSTER
To gain access to park brake lever mechanism to perform any service to mechanism, park brake cable or for replacement of park brake mechanism or cable.
The complete lower dash panel must be removed from the vehicle. Refer to group 23 Body and group 8
Electrical in this service manual for required procedure to remove lower dash panel and center console.
(1) Remove shift knob from floor shifter (if equipped). Shift knob is removed by removing 3/32 in. allen head set screw located on drivers side of shift knob and then pulling strait up on shift knob.
(2) Remove upper center console cover from vehicle if equipped. Refer to group 23 Body in this service manual for required procedure to remove center console.
(3) Remove the entire lower dash panel assembly from vehicle. Refer to group 8 Electrical in this service manual for required procedure to remove lower dash panel.
(4) Insert a 1/4 in. drive ratchet and extension into
1/4 in. square hole located in sector of park brake pedal mechanism (Fig. 3).
(5) Pull on ratchet and extension, rotating sector toward rear of vehicle until ratchet extension contacts back of park brake pedal. This will fully wind sector spring (Fig. 3).
(6) Insert a pin or drill bit into park brake lever mechanism to lock sector in place (Fig. 4). Pin used
Fig. 3 Winding Park Brake Sector Spring to lock sector, should be 1/8 in. in diameter by 2 inches long to go through both sides of park brake mechanism.
Fig. 4 Locking Pin Installed In Park Brake Mechanism
When repairs are complete, adjust rear brakes before adjusting parking brake. On drum-in-hat type of rear disc brake adjust shoe diameter to
171.5 mm (6.75 inch).
PARKING BRAKE ADJUSTING PROCEDURE
Be sure that all 3 park brake cables are properly assembled to the equalizer bracket prior to cable adjustment.
Be sure park brake cable is properly seated on the park brake mechanism cam surface (Fig. 5).
BRAKES 5 - 53
Fig. 5 Park Brake Cable Routing In Pedal Assembly
Note: The parking brake pedal must be in the fully released position when releasing self adjuster.
Using a pair of pliers, firmly grasp lock pin previously installed in park brake mechanism. Remove lock pin from park brake pedal mechanism, by pulling it firmly and rapidly from the park brake mechanism.
Apply and release the park brake lever several times.
The rear wheels should rotate freely without dragging.
PARK BRAKE PEDAL MECHANISM
REMOVE
To gain access to park brake lever mechanism to perform any service to mechanism, park brake cable or for replacement of park brake mechanism or cable. The complete lower dash panel must be removed from the vehicle. Refer to group 23 Body and group 8 Electrical in this service manual for required procedure to remove lower dash panel and center console.
(1) Remove shift knob from floor shifter (if equipped). Shift knob is removed by removing 3/32 in.
allen head set screw located on drivers side of shift knob and then pulling strait up on shift knob.
(2) Remove upper center console cover from vehicle if equipped. Refer to group 23 Body in this service manual for required procedure to remove center console.
(3) Remove the entire lower dash panel assembly from vehicle. Refer to group 8 Electrical in this service manual for required procedure to remove lower dash panel.
(4) Reload parking brake mechanism self adjuster using steps 3, 4, 5 and 6 listed under Reloading Self
Adjuster in this section of the service manual.
(5) Remove the brake warning light wire from the park brake mechanism switch (Fig. 6).
Fig. 6 Park Brake Pedal Mechanism
(6) Using a screw driver, pry the park brake cable retaining clip (Fig. 6) from the park brake cable.
(7) Remove the 1 bolt holding park brake pedal assembly to door frame (Fig. 6). Loosen but do not remove the 2 bolts attaching park brake pedal mechanism to inner body panel (Fig. 6).
(8) Remove park brake pedal mechanism and cable as an assembly from body of vehicle.
(9) After park brake pedal assembly is removed from vehicle body. Rotate park brake cable to align cable with notch in cable attaching hole on park brake pedal mechanism (Fig. 7). Lift lead slug of park brake cable, out of retaining hole in park brake mechanism, then remove park brake cable from park brake mechanism.
Fig. 7 Park Brake Cable Removal From Park Brake
Mechanism
5 - 54 BRAKES
REPLACE
(1) Install park brake cable assembly, through cable mounting in park brake pedal mechanism.
(2) Align park brake cable slug with attaching hole on park brake assembly (Fig. 7). Install park brake cable into cable attaching hole in park brake assembly, and rotate cable into place. Be sure cable is properly seated in the cam surface track in the foot lever assembly (Fig. 7).
(3) Install park brake cable to park brake pedal mechanism retaining clip (Fig. 8). Be sure retaining clip is fully installed on park brake cable. Install park brake pedal return spring (Fig. 8) before installing park brake pedal assembly back in vehicle.
Fig. 8 Park Brake Cable Installed In Mechanism
(4) Install park brake pedal mechanism onto the 2 loosened mounting bolt on inner body panel (Fig. 9).
Install the park brake pedal assembly retaining bolt into door frame (Fig. 9). Torque all 3 park brake assembly mounting bolts to 27 N I m (19 ft. lbs.).
(5) Connect the brake warning light wire from vehicles wiring harness, onto switch located on park brake pedal mechanism (Fig. 9).
(6) Ensure that park brake cable is properly routed in cam surface track of park brake pedal assembly (Fig.
7). Using a pair of pliers, firmly grasp lock pin installed in park brake mechanism. Remove lock pin from park brake pedal mechanism, using a firm and rapid pull.
When locking pin is removed from park brake pedal mechanism, the park brake mechanism and park brake cables will automatically adjust. See parking brake adjustment procedure in this section of the service manual for complete parking brake adjustment procedure.
(7) Install lower dash panel assembly in vehicle.
Refer to group 8 Electrical in this service manual for required procedure for installation of lower dash panel assembly.
Fig. 9 Park Brake Pedal Mechanism
(8) Install upper center console cover back in vehicle if equipped. Refer to group 23 Body in this service manual for required procedure to install center console.
(9) Install shift knob on floor shifter (if equipped).
Shift knob is installed by pushing shift knob down shift shaft until fully bottomed. Then install and tighten
3/32 in. allen head set screw located on drivers side of shift knob.
(10) When repairs are complete, adjust rear brakes before adjusting parking brake. On drumin-hat type of rear disc brake adjust shoe diameter to 171.5 mm (6.75 inch).
FRONT PARK BRAKE CABLE SERVICE
REMOVE
To gain access to park brake lever mechanism to perform any service to mechanism, park brake cable or for replacement of park brake mechanism or cable. The complete lower dash panel must be removed from the vehicle. Refer to Group 23 Body and Group 8 Electrical in this service manual for required procedure to remove lower dash panel and center console.
5 PASSENGER MODELS
(1) Remove drivers seat assembly from vehicle. Refer to Group 23 Body in this service manual for required seat, removal procedure.
(2) Remove shift knob from floor shifter. Shift knob is removed by removing 3/32 in. allen head set screw located on drivers side of shift knob and pulling strait up on shift knob.
BRAKES 5 - 55
(3) Remove upper center console cover from vehicle if equipped. Refer to Group 23 Body in this service manual for required procedure to remove center console.
(4) Remove the entire lower dash panel assembly from vehicle. Refer to Group 8 Electrical in this service manual for required procedure to remove lower dash panel.
(5) Remove drivers side door opening sill molding.
Remove drivers side cowl kick molding to expose park brake pedal mechanism (Fig. 11).
(7) Fold back carpeting to expose front park brake cable and routing clips. Note: The throttle pedal and bracket have to be removed from the dash
panel to allow carpet to be folded back..
6 PASSENGER MODELS
(1) Remove drivers seat assembly from vehicle. Refer to Group 23 Body in this service manual for required seat, removal procedure.
(2) Remove rear seat lower cushion from vehicle.
Refer to Group 23 Body in this service manual for required lower seat cushion, removal procedure.
(3) Remove the entire lower dash panel assembly from vehicle. Refer to group 8 Electrical in this service manual for required procedure to remove lower dash panel.
(4) Remove drivers side door opening sill molding.
Remove drivers side cowl kick molding to expose park brake pedal mechanism (Fig. 11).
(5) Fold back carpeting to expose front park brake cable, reaction bracket cover and equalizer. Note: The throttle pedal and bracket have to be removed from the dash panel to allow carpet to be folded
back.. Remove equalizer cover from reaction bracket
(Fig. 13).
Fig. 11 Sill Molding And Cowl Area Molding
(6) Remove rear console mounting bracket (Fig.
12) from park brake cable reaction bracket. Remove rear passenger compartment heat duct (Fig. 12) from vehicle, for access to park brake cables.
Fig. 12 Console Mounting Bracket And Heat Duct
Fig. 13 Park Brake Equalizer And Cover
ALL MODELS
WARNING: PARK BRAKE PEDAL MECHANISM SELF
ADJUSTER MUST BE RELOADED AND LOCKED TO
REMOVE SPRING TENSION. BEFORE ATTEMPTING
TO REMOVE FRONT PARK BRAKE CABLE FROM
PARK BRAKE PEDAL ASSEMBLY OR EQUALIZER.
FAILURE TO DO THIS WILL MAKE ASSEMBLY EX-
TREMELY DIFFICULT AND COULD LEAD TO SERI-
OUS INJURY.
(1) Reload park brake assembly self adjuster, using procedure listed under Reloading Self Adjuster in this section of the service manual.
5 - 56 BRAKES
(2) Remove front park brake cable from park brake cable equalizer (Fig. 14).
Fig. 14 Front Park Brake Cable Connection At
Equalizer
(3) Remove the front park brake cable to reaction bracket retaining clip, by prying it off cable using a screwdriver (Fig. 15).
Fig. 16 Front Park Brake Cable Routing And
Clipping
Fig. 15 Front Park Brake Cable Retaining Clip
(4) Remove front park brake cable from reaction bracket (Fig. 16). Remove screw, attaching park brake cable routing clip to left front floor pan (Fig.
16). Remove front park brake cable from the 2 routing clips attached to the floor pan crossmember (Fig.
16).
(5) Remove the bolt (Fig. 17) attaching park brake pedal assembly to left front door frame. Loosen but do not remove the 2 bolts (Fig. 17) attaching park brake pedal assembly to cowl panel. Unplug the brake warning light connector from switch on park brake pedal assembly. Remove park brake pedal mechanism and front park brake cable as an assembly.
Fig. 17 Park Brake Mechanism Mounting
(6) Mount park brake pedal assembly in a vise. Remove front park brake cable to park brake assembly retaining clip (Fig. 18).
(7) After park brake pedal assembly is removed from vehicle body. Rotate park brake cable to align cable with notch in cable attaching hole on park brake pedal mechanism (Fig. 19). Lift lead slug of park brake cable, out of retaining hole in park brake mechanism, then remove park brake cable from park brake mechanism.
BRAKES 5 - 57
Fig. 18 Park Brake Cable Retaining Clip
Fig. 20 Park Brake Cable Installed On Pedal
Assembly
Fig. 19 Park Brake Cable Removal From Park Brake
Mechanism
REPLACE
(1) Install park brake cable assembly, through cable mounting in park brake pedal mechanism.
(2) Align park brake cable slug with attaching hole on park brake assembly (Fig. 20). Install park brake cable into cable attaching hole in park brake assembly, and rotate cable into place. Be sure cable is properly seated in the cam surface track of foot lever assembly (Fig. 20).
(3) Install park brake cable to park brake pedal mechanism retaining clip (Fig. 21). Be sure retaining clip is fully installed on park brake cable.
(4) Install park brake pedal mechanism onto the 2 loosened mounting bolt on cowl panel (Fig. 22). Install the park brake pedal assembly retaining bolt into door frame (Fig. 22). Torque all 3 park brake assembly mounting bolts to 27 N I m (19 ft. lbs.).
(5) Connect the brake warning light wire from vehicles wiring harness, onto switch located on park brake pedal mechanism (Fig. 22).
Fig. 21 Park Brake Cable Installed In Mechanism
(6) Route front park brake cable along floor of vehicle. Install end of front park brake cable into mounting hole in reaction bracket. Install front park brake cable to reaction bracket retaining clip. Tap retaining clip with hammer until fully installed on cable. Install front park brake cable into equalizer
(Fig. 23).
(7) Install the park brake cable routing clip to floor pan attaching screw (Fig. 24). Torque the routing clip to floor pan attaching screw to 4 N I m (35 in.
lbs.). Install front park brake cable into routing clips on floor pan crossmember.
(8) Ensure that park brake cable is properly routed in cam surface track of park brake pedal assembly
(Fig. 25). Using a pair of pliers, firmly grasp lock pin previously installed in park brake mechanism. Remove lock pin from park brake pedal mechanism, using a firm and rapid pull. When locking pin is removed from park brake pedal mechanism, the park brake mechanism and park brake cables will automatically adjust. See parking brake adjustment
5 - 58 BRAKES
Fig. 22 Park Brake Pedal Mechanism
Fig. 24 Front Park Brake Routing And Clipping
Locations
Fig. 23 Correctly Installed Retaining Clip And
Assembled Cable procedure in this section of the service manual for complete parking brake adjustment procedure.
5 PASSENGER MODELS
(1) Fold carpeting back into position on left floor pan of vehicle. Install throttle pedal and bracket back on dash panel studs and install attaching nuts.
(2) Install rear passenger compartment heat duct
(Fig. 26) back into vehicle. Install rear console assembly mounting bracket (Fig. 26) on park brake cable reaction bracket. Torque rear console assembly mounting bracket to reaction bracket mounting bolts to 10
N
I m (88 in. lbs.).
Fig. 25 Correct Park Brake Cable Routing At Pedal
Assembly
(3) Install drivers side cowl kick molding (Fig. 27).
Install drivers side door opening sill molding (Fig.
27).
(4) Install lower dash panel assembly back in vehicle. Refer to Group 8 Electrical in this service manual for required procedure to install lower dash panel.
(5) Install upper center console cover assembly back in vehicle. Refer to Group 23 Body in this service manual for required procedure to install upper center console.
(6) Install shift knob on floor shifter (if equipped).
Shift knob is installed by pushing shift knob down shift shaft until fully bottomed. Then install and tighten 3/32 in. allen head set screw located on drivers side of shift knob.
(7) Install drivers side seat assembly back in vehicle. Refer to Group 23 Body in this service manual for required seat, installation procedure.
BRAKES 5 - 59
Fig. 26 Console Mounting Bracket And Heat Duct
Fig. 27 Sill Molding And Cowl Area Molding
(8) When repairs are complete, adjust rear brakes before adjusting parking brake. See parking brake adjustment procedure in this section of the service manual for complete parking
brake adjustment procedure. On drum-in-hat type of rear disc brake adjust shoe diameter to 171.5 mm
(6.75 inch).
6 PASSENGER MODELS
(1) Install equalizer cover back on reaction bracket
(Fig. 28). Torque equalizer cover to reaction bracket mounting bolts to 10 N I m (88 in. lbs.). Fold carpeting back into position on left floor pan of vehicle. Install throttle pedal and bracket back on dash panel studs and install attaching nuts.
Fig. 28 Park Brake Equalizer And Cover
(2) Install drivers side cowl area kick molding back in vehicle . Install drivers side door opening sill molding (Fig. 27).
(3) Install lower dash panel assembly back in vehicle. Refer to Group 8 Electrical in this service manual for required procedure to install lower dash panel.
(4) Install rear seat lower cushion back in vehicle.
Refer to Group 23 Body in this service manual for required lower seat cushion, installation procedure.
(5) Install drivers side seat assembly back vehicle.
Refer to Group 23 Body in this service manual for required seat, installation procedure.
(6) When repairs are complete, adjust rear brakes before adjusting parking brake. See parking brake adjustment procedure in this section of the service manual for complete parking
brake adjustment procedure. On drum-in-hat type of rear disc brake adjust shoe diameter to 171.5 mm
(6.75 inch).
REAR PARK BRAKE CABLE SERVICE
DRUM BRAKES
Note: Remove only one rear park brake cable from rear brakes at a time. Failure to do so will result in high efforts required, to connect park brake cables to equalizer or park brake lever.
Should it become necessary to remove either parking brake cable for installation of a new cable, proceed as follows:
With vehicle jacked up on a suitable hoist, remove wheel and tire assembly.
REMOVE
(1) Disconnect park brake cable from park brake lever on rear brake assembly (Fig. 1).
(2) Position a 1/2 wrench over the retainer on the end of the parking brake cable (Fig. 2). Compress ca-
5 - 60 BRAKES
Fig. 1 Removing Brake Cable From Park Brake
Lever ble housing retaining fingers and start housing out of support plate (Fig. 2). Remove wrench when retainer is free from the park brake cable mounting hole in the rear brake support plate. Alternate method is to use a aircraft type hose clamp over housing end fitting compressing the three fingers.
Fig. 3 Park Brake Cable Routing Clip Locations
(5) Remove upper center console cover from vehicle.
Refer to group 23 Body in this service manual for required procedure to remove center console.
(6) Remove rear console mounting bracket (Fig. 4) from park brake cable reaction bracket. Remove rear passenger compartment heat duct (Fig. 4) from vehicle, for access to park brake cables.
Fig. 2 Removing Park Brake Cable From Support
Plate
(3) Remove the 4 routing clips attaching rear park brake cable to floor pan and frame of vehicle (Fig. 3).
5 PASSENGER MODELS
(4) Remove shift knob from floor shifter. Shift knob is removed by removing 3/32 in. allen head set screw located on drivers side of shift knob and pulling strait up on shift knob.
Fig. 4 Console Mounting Bracket And Heat Duct
Note: Remove only one rear park brake cable from rear brakes at a time. Failure to do so will result in high efforts required, to connect park brake cables to equalizer or park brake lever.
(7) Remove rear park brake cable from vehicle floor pan using the following procedure. Disconnect rear park brake cable requiring replacement from equalizer
(Fig. 5). Slip the box end of a 1/2 inch over end of park brake cable (Fig. 5). This will compress
BRAKES 5 - 61 retaining tabs on end of park brake cable housing.
Using a screw driver, press on end of park brake cable housing to remove cable from floor pan of vehicle.
Fig. 6 Park Brake Equalizer Bracket
Fig. 5 Park Brake Cable Removal From Floor Pan
Note: Do not remove the second rear park brake cable from the equalizer. Until the new replacement park brake cable is installed and connected at the equalizer and wheel brake, park brake lever.
6 PASSENGER MODELS
(8) Move front passenger side seat to its full forward position.
(9) Remove the drivers side front seat assembly from the vehicle. Refer to group 23 Body in this service manual for required procedure for front seat assembly removal.
(10) Remove rear seat lower cushion from vehicle.
Refer to group 23 Body in this service manual for required lower seat cushion, removal procedure.
(11) Remove both lower rear door opening sill moldings to allow rear section of carpeting to be folded forward. This will expose the equalizer cover which is attached to the park brake cable reaction bracket (Fig.
6).
(12) Remove the park brake equalizer cover from the reaction bracket (Fig. 6).
Note: Remove only one rear park brake cable from rear brakes at a time. Failure to do so will result in high efforts required, to connect park brake cables to equalizer or park brake lever.
(13) Remove rear park brake cable from vehicle floor pan using the following procedure. Disconnect rear park brake cable requiring replacement from equalizer
(Fig. 7). Slip the box end of a 1/2 inch over end of park brake cable (Fig. 7). This will compress retaining tabs on end of park brake cable housing. Using a screw driver, press on end of park brake cable housing to remove cable from floor pan of vehicle.
Note: Do not remove the second rear park brake cable from the equalizer. Until the new re-
Fig. 7 Park Brake Cable Removal From Floor Pan placement park brake cable is installed and connected at the equalizer and wheel brake, park brake lever.
INSTALL
(1) Install parking brake cable into rear brake support plate. Be sure the retainers are expanded around mounting hole in brake support plate and connect parking brake cable end to brake shoe lever.
(2) Install parking brake cable into cable mounting hole in floor pan of vehicle. Be sure that cable retainers are expanded around mounting hole in floor pan.
(3) Install the 4 routing clips attaching rear park brake cable to floor pan and frame of vehicle (Fig. 8).
(4) Connect the replacement park brake cable to the park brake cable equalizer (Fig. 9). Note: The equal- izer can be moved rearward to allow connection of the rear cable to the equalizer.
5 - 62 BRAKES
Fig. 8 Park Brake Cable Routing Clip Locations
Fig. 9 Park Brake Cables Connected To Equalizer
5 PASSENGER MODELS
(5) Install upper center console cover assembly back in vehicle. Refer to group 23 Body in this service manual for required procedure to install upper center console.
(6) Install shift knob on floor shifter (if equipped).
Shift knob is installed by pushing shift knob down shift shaft until fully bottomed. Then install and tighten
3/32 in. allen head set screw located on drivers side of shift knob.
(7) Install brake drum, and wheel and tire assembly.
(8) When repairs are complete, adjust rear brakes before adjusting parking brake. See parking brake adjustment procedure in this section of the service manual for complete parking brake adjustment procedure.
6 PASSENGER MODELS
(9) Install equalizer cover back on reaction bracket
(Fig. 10). Torque equalizer cover to reaction bracket mounting bolts to 10 N I m (88 in. lbs.).
Fig. 10 Park Brake Equalizer And Cover
(10) Fold rear passenger compartment carpeting back into position on floor pan of vehicle.
(11) Install both lower rear door opening sill moldings.
(12) Install the rear seat lower cushion back in vehicle. Refer to Group 23 Body in this service manual for required lower seat cushion, installation procedure.
(13) Install drivers side seat assembly back in vehicle.
(14) Return the driver and passenger side seats back to their original positions.
(15) Install brake drum, and wheel and tire assembly.
(16) When repairs are complete, adjust rear brakes before adjusting parking brake. See parking brake adjustment procedure in this section of the service manual for complete parking brake adjustment procedure.
DISC BRAKES
Note: Remove only one rear park brake cable from rear brakes at a time. Failure to do so will result in high efforts required, to connect park brake cables to equalizer or park brake lever.
Should it become necessary to remove either parking brake cable for installation of a new cable, proceed as follows:
With vehicle jacked up on a suitable hoist, remove wheel and tire assembly.
REMOVE
(1) Remove rear tire and wheel assembly from vehicle.
(2) Remove rear disc brake caliper from adapter and braking disc (rotor) from rear hub.
(3) Remove parking brake shoe assemblies from the rear disc brake adapter. See Removal And Instal-
BRAKES 5 - 63 lation Parking Brake Shoes in this section of the service manual for the parking brake shoe assembly removal procedure.
(4) Disconnect park brake cable from park brake actuator lever (Fig. 1).
Fig. 1 Removing Park Brake Cable From Park Brake
Lever
(5) Remove park brake cable from adapter using the following procedure. Compress retaining tabs on park brake cable housing using a small screwdriver
(Fig. 2) while pulling and rotating park brake cable until cable is removed from cable mounting hole in adapter.
Fig. 3 Park Brake Cable Routing Clip Locations
(8) Remove upper center console cover from vehicle.
Refer to Group 23 Body in this service manual for required procedure to remove center console.
(9) Remove rear console mounting bracket (Fig. 4) from park brake cable reaction bracket. Remove rear passenger compartment heat duct (Fig. 4) from vehicle, for access to park brake cables.
Fig. 2 Removing Park Brake Cable From Adapter
(6) Remove the 4 routing clips attaching rear park brake cable to floor pan and frame of vehicle (Fig. 3).
5 PASSENGER MODELS
(7) Remove shift knob from floor shifter. Shift knob is removed by removing 3/32 in. allen head set screw located on drivers side of shift knob and pulling strait up on shift knob.
Fig. 4 Console Mounting Bracket And Heat Duct
Note: Remove only one rear park brake cable from rear brakes at a time. Failure to do so will result in high efforts required, to connect park brake cables to equalizer or park brake lever.
(10) Remove rear park brake cable from vehicle floor pan using the following procedure. Disconnect rear park brake cable requiring replacement from equalizer
(Fig. 5). Slip the box end of a 1/2 inch over end of park brake cable (Fig. 5). This will compress
5 - 64 BRAKES retaining tabs on end of park brake cable housing.
Using a screw driver, press on end of park brake cable housing to remove cable from floor pan of vehicle.
Fig. 6 Park Brake Equalizer Bracket
Fig. 5 Park Brake Cable Removal From Floor Pan
Note: Do not remove the second rear park brake cable from the equalizer. Until the new replacement park brake cable is installed and connected at the equalizer and wheel brake, park brake lever.
6 PASSENGER MODELS
(11) Move front passenger side seat to the full forward positions.
(12) Remove the drivers side front seat assembly from the vehicle. Refer to Group 23 Body in this service manual for required procedure for front seat assembly removal.
(13) Remove rear seat lower cushion from vehicle.
Refer to Group 23 Body in this service manual for required lower seat cushion, removal procedure.
(14) Remove both lower rear door opening sill moldings to allow rear section of carpeting to be folded forward. This will expose the equalizer cover which is attached to park brake cable reaction bracket (Fig. 6).
(15) Remove the park brake equalizer cover from the reaction bracket (Fig. 6).
Note: Remove only one rear park brake cable from rear brakes at a time. Failure to do so will result in high efforts required, to connect park brake cables to equalizer or park brake lever.
(16) Remove rear park brake cable from vehicle floor pan using the following procedure. Disconnect rear park brake cable requiring replacement from equalizer
(Fig. 7). Slip the box end of a 1/2 inch over end of park brake cable (Fig. 7). This will compress retaining tabs on end of park brake cable housing. Using a screw driver, press on end of park brake cable housing to remove cable from floor pan of vehicle.
Note: Do not remove the second rear park brake cable from the equalizer. Until the new re-
Fig. 7 Park Brake Cable Removal From Floor Pan placement park brake cable is installed and connected at the equalizer and wheel brake, park brake lever.
INSTALL
(1) Install parking brake cable into rear disc brake adapter cable mounting hole. Be sure the cable retaining tabs are expanded around mounting hole in brake adapter. Connect parking brake cable end to brake shoe assembly actuator lever (Fig. 8).
(2) Install parking brake cable into cable mounting hole in floor pan of vehicle. Be sure that cable retainers are expanded around mounting hole in floor pan.
(3) Install the 4 routing clips attaching rear park brake cable to floor pan and frame of vehicle (Fig. 9).
(4) Connect the replacement park brake cable to the park brake cable equalizer (Fig. 10). Note: The equal- izer can be moved rearward to allow connection of the rear cable to the equalizer.
(5) Install parking brake shoe assemblies on the rear disc brake adapter. See Removal And Installa-
Fig. 8 Park Brake Cable And Actuator Installation.
BRAKES 5 - 65
(6) Install rear braking disc (rotor) on the rear hub assembly. Install rear disc brake caliper assembly on adapter.
(7) Install rear tire and wheel assembly on vehicle.
5 PASSENGER MODELS
(8) Install upper center console cover assembly back in vehicle. Refer to group 23 Body in this service manual for required procedure to install upper center console.
(9) Install shift knob on floor shifter (if equipped).
Shift knob is installed by pushing shift knob down shift shaft until fully bottomed. Then install and tighten
3/32 in. allen head set screw located on drivers side of shift knob.
(10) Install brake drum, and wheel and tire assembly.
(11) When repairs are complete, adjust rear brakes before adjusting parking brake. See parking brake adjustment procedure in this section of the service manual for complete parking brake adjustment procedure.
6 PASSENGER MODELS
(12) Install equalizer cover back on reaction bracket
(Fig. 11). Torque equalizer cover to reaction bracket mounting bolts to 10 N I m (88 in. lbs.).
Fig. 9 Park Brake Cable Routing Clip Locations
Fig. 10 Park Brake Cables Connected To Equalizer tion Parking Brake Shoes in this section of the service manual for the parking brake shoe assembly installation procedure.
Fig. 11 Park Brake Equalizer And Cover
(13) Fold rear passenger compartment carpeting back into position on floor pan of vehicle.
(14) Install both lower rear door opening sill moldings.
(15) Install the rear seat lower cushion back in vehicle. Refer to Group 23 Body in this service manual for required lower seat cushion, installation procedure.
(16) Install drivers side seat assembly back in vehicle.
(17) Return the driver and passenger side seats back to their original positions.
5 - 66 BRAKES
(18) When repairs are complete, adjust rear brakes before adjusting parking brake. See parking brake adjustment procedure in this section of the service manual for complete parking brake adjust-
ment procedure. On drum-in-hat type rear disc brakes adjust brake shoe diameter to 171.5 mm (6.75
in.).
PARKING BRAKE SHOE SERVICE WITH REAR DISC
BRAKES
REMOVE
(1) Remove rear disc brake caliper assembly from adapter and braking disc (See Disc Brake Shoe Removal).
(2) Remove rear braking disc from rear hub (See
Removing Braking Disk).
(3) Remove dust cap from rear hub. Remove cotter pin and nut lock from rear spindle.
(4) Remove rear hub and bearing assembly retaining nut and washer.
(5) Remove rear hub and bearing assembly from rear spindle.
(6) Remove rear brake shoe assembly hold down clip
(Fig. 1).
Fig. 2 Removing Adjuster Assembly
Fig. 1 Removing Rear Brake Shoe Hold-Down Clip
(7) Turn parking brake, brake shoe adjuster wheel until adjuster is at shortest length.
(8) Remove parking brake, shoe adjuster assembly from the parking brake shoe assemblies (Fig. 2).
(9) Remove lower parking brake, shoe to shoe spring
(Fig. 3).
(10) Pull rear parking brake shoe assembly, away from anchor. Then remove rear parking brake shoe and upper spring (Fig. 4).
Fig. 3 Removing Lower Spring
(11) Remove front parking brake shoe hold-down clip. Then remove front parking brake shoe assembly
(Fig. 5).
INSTALLING PARKING BRAKE SHOES
(1) Install front parking brake shoe and holddown clip (Fig. 5).
(2) Install rear park brake shoe and upper parking brake, shoe to shoe return spring (Fig. 6).
(3) Pull rear parking brake shoe over anchor block until properly located on adapter.
BRAKES 5 - 67
Fig. 4 Removing Shoe and Upper Spring Fig. 6 Installing Upper Spring
Fig. 5 Removing Front Holddown Clip And Shoe
(4) Install lower parking brake, shoe to shoe return spring (Fig. 7).
(5) Install parking brake shoe adjuster assembly with star wheel rearward (Fig. 8).
(6) Install rear, parking brake shoe holddown clip
(Fig. 9).
(7) Adjust parking brake shoes to a diameter to
171 mm (6.75 inch).
(8) Install rear hub and bearing assembly on spindle.
Fig. 7 Installing Lower Spring
(9) Install hub and bearing assembly, thrust washer and retaining nut. Torque the hub and bearing assembly retaining nut to 168 N I m (124 ft. lbs.).
(10) Install the nut lock and cotter pin on the rear spindle. Then install hub and bearing assembly dust cap.
(11) Install rear braking disc.
(12) Install rear, disc brake caliper on the adapter
(See Brake Shoe Removal).
(13) Install wheel and tire assemblies.
5 - 68 BRAKES
-
Fig. 8 Installing Adjuster Assembly
(14) Tighten wheel stud nuts to 129 N
I m (95 ft-
.lbs.).
Fig. 9 Installing Rear Parking Brake Shoe Hold-
Down Clip
BRAKES 5 - 69
MASTER CYLINDER
INDEX page
Brake Fluid Level Sensor
. . . . . . . . . . . . . . . . . . 69
General Information
. . . . . . . . . . . . . . . . . . . . . . . 69
page
Master Cylinder Service Procedures
Testing the Master Cylinder
. . . . . . . . . . . . . . . . . 69
GENERAL INFORMATION
The standard brake system tandem master cylinder and ABS master cylinder (Fig. 1) have see through nylon reservoirs and an anodized aluminum bodies.
The master cylinder used with Anti-Lock brakes and traction control are functionally
unique to these systems. It is a center feed design.
The primary and secondary pistons each contain a central valve which is a unique design. The valves are used in place of the conventional piston and seal assemblies. The valves close and open the cylinder pressure chambers during brake application and release.
The only serviceable components on both master cylinder assemblies are the reservoir and sealing grommets. Neither of the master cylinder assemblies can be serviced, and must be replaced as assemblies if found to be defective.
The reservoir is indexed to prevent installation in the wrong direction (Fig. 2). The cap diaphragm is slit to allow atmospheric pressure to equalize on both sides of the diaphragm.
The primary and secondary outlet tubes from the master cylinder are connected to the proportioning valve or the Anti-Lock Brake system (HCU). The front part of this block connects to the secondary outlet tube and supplies the right rear and left front brakes. The rear portion of the block connects to the primary outlet tube and supplies the right front and left rear brakes.
BRAKE FLUID LEVEL SENSOR
The purpose of the brake fluid level sensor is to provide the driver with early warning that brake fluid in the master cylinder is below a normal level.
The brake fluid level sensor used on the L.H. platform master cylinder is internal to the master cylinder fluid reservoir (Fig. 2). The vehicle wiring harness has a connector which plugs directly into the brake fluid reservoir.
As the fluid drops below the design level the sensor closes the Red Brake Warning Light circuit.
The brake fluid level sensor in the master cylinder brake fluid reservoir is not a repairable item. If the level sensor is found to be defective the brake fluid reservoir must be replaced.
Fig. 1 Aluminum Master Cylinder (Cutaway View)
Fig. 2 Master Cylinder Brake Fluid Level Sensor
TESTING THE MASTER CYLINDER
Be sure master cylinder vents at both ports.
Apply pedal lightly with engine running and look for fluid squirting or swirling into reservoirs.
In this master cylinder, a special baffle reduces the amount of fluid entering the secondary reservoir only a small disturbance may be seen.
MASTER CYLINDER SERVICE PROCEDURES
MASTER CYLINDER REMOVAL
(1) Disconnect primary and secondary brake tubes from master cylinder housing. Install plugs at brake tube outlets.
5 - 70 BRAKES
(2) Remove 2 nuts (Fig. 3) attaching master cylinder housing to power brake booster unit.
Fig. 3 Master Cylinder Mounting
(3) Slide master cylinder straight out, and away from power brake booster unit.
BRAKE FLUID RESERVOIR REPLACEMENT
(1) Clean master cylinder housing and brake fluid reservoir.
(2) Remove the brake fluid reservoir caps. Using a syringe or equivalent empty brake fluid from reservoir.
(3) Position master cylinder in vise.
(4) Remove the 2 fluid reservoir to master cylinder retaining pins (Fig. 4).
Fig. 5 Removing Reservoir
(8) Lubricate brake fluid reservoir mounting area with clean brake fluid. Place reservoir in position over grommets. Seat reservoir with a rocking motion into master cylinder housing.
Fig. 4 Reservoir Retaining Pins
(5) Rock reservoir from side to side and remove from master cylinder housing (Fig. 5).
Do not pry off fluid reservoir using a tool, damage to reservoir may result.
(6) Remove housing-to-reservoir grommets (Fig. 6).
(7) Install new housing-to-reservoir grommets in master cylinder housing (Fig. 6).
Fig. 6 Removing Reservoir Sealing Grommets
(9) Make sure bottom of reservoir touches top of grommet.
(10) Install the 2 fluid reservoir to master cylinder retaining pins (Fig. 4).
BLEEDING MASTER CYLINDER
The master cylinder used on the L.H. platform vehicles. Use ISO style flares and metric threads on the master cylinder outlet ports. When bleeding master cylinder, it will be necessary to fabricate bleeding tubes with correct style flares and metric tube nuts.
(1) Clamp the master cylinder in a vise. Attach
Bleeding Tubes to master cylinder (Fig. 7). Position tubes so the outlet of the Bleeding Tubes will be below the surface of the brake fluid when the reservoir is filled to the proper level.
(2) Fill reservoir with brake fluid conforming to DOT
3 specifications such as Mopar or Equivalent.
(3) Using a wooden dowel per (Fig. 7). Depress master cylinder pistons slowly, and then allow pistons to return to released position. Repeat several times until all air bubbles are expelled (Fig. 7).
BRAKES 5 - 71
Remove bleeding tubes from cylinder, plug outlets and install caps.
Remove master cylinder from vise and install on power brake vacuum booster.
It is not necessary to bleed the entire hydraulic system after replacing the master cylinder, providing that the master cylinder has been bled and filled upon installation.
INSTALLING MASTER CYLINDER
(1) Position master cylinder over studs of power brake unit, align push rod with master cylinder piston.
(2) Install the master cylinder to power brake unit mounting nuts (Fig. 3) and tighten to 28 N I m (250 in.
lbs.) torque.
(3) Connect brake tubes to master cylinder primary and secondary ports. Tighten fittings to 17 N I m (145 in.lbs.) torque.
Fig. 7 Bleeding Master Cylinder
5 - 72 BRAKES
POWER BRAKES
GENERAL INFORMATION
The purpose of the vacuum operated power brake booster. Is to reduce the amount of force applied to the brake pedal by the drivers foot. To obtain the required hydraulic pressure in the brake system to stop the vehicle.
The power brake booster can be identified if required, by the tag attached to the body of the booster assembly
(Fig. 1). This tag contains the following information.
The production part number of the power booster assembly, the date it was built and who manufactured it.
The power brake booster assembly is not a repairable part and must be replaced as a complete unit if it is found to be faulty in any way.
The power booster vacuum check valve is not repairable but can be replaced as an assembly.
Fig. 1 Power Brake Booster Identification
The power brake booster in vacuum operated. The vacuum is supplied from the intake manifold on the engine through the power brake booster check valve
(Fig. 1).
As the brake pedal is depressed, the power boosters input rod moves forward. This opens and closes valves in the power booster, creating a vacuum on one side of a diaphragm and allowing atmospheric pressure to enter on the other. This difference in pressure forces the output rod of the power booster out against the primary piston of the master cylinder. As the pistons in the master cylinder move forward this creates the hydraulic pressure in the brake system.
Fig. 2 Power Brake Booster Assembly
Different systems and engine combinations require different vacuum hose routings.
The power brake booster assembly mounts on the engine side of the dash panel. It is externally connected to the brake system by an input push rod to the brake pedal. A vacuum line connects the power booster to the intake manifold. The master cylinder is bolted to the front of the power brake booster assembly.
SERVICE PROCEDURES
POWER BRAKE BOOSTER ASSEMBLY
REMOVE
(1) Remove both wiper arm assemblies.
(2) Remove cowl panel cover from cowl to expose windshield wiper module.
(3) Remove the 5 screws attaching the windshield wiper module to the dash panel. Remove the windshield wiper module from dash panel.
(4) Remove the 2 nuts (Fig. 3) attaching master cylinder assembly to power brake unit.
(5) Carefully slide master cylinder off mounting studs with brake lines attached, and allow the assembly to rest against left shock tower.
(6) Disconnect vacuum hose from power brake booster check valve (Fig. 1). DO NOT REMOVE
CHECK VALVE FROM POWER BRAKE
BOOSTER.
BRAKES 5 - 73
Fig. 3 Master Cylinder Mounting
(7) From under instrument panel, position a small screwdriver between the center tang on the power brake booster input rod to brake pedal pin retaining clip.
(8) Rotate screwdriver enough to allow retainer clip center tang to pass over end of brake pedal pin and pull retainer clip off pin. Discard retainer clip it is not to be reused, replace only with a new retainer clip.
(9) Remove the four nuts that attach the power brake booster to the vehicle dash panel. Nuts are accessible from under the dash panel in the area of the steering column and pedal bracket (Fig. 4).
(10) Slide the power brake unit up and to the right
(mounting holes are slotted) on the dash panel, then tilt outboard and up to remove (Fig. 5).
CAUTION: Do not attempt to disassemble power brake unit as this booster is serviced ONLY as a complete assembly.
Fig. 4 Power Brake Booster Mounting
INSTALL
(1) Position power brake booster onto dash panel.
(2) Install and tighten the 4 power brake booster to dash panel mounting nuts (Fig. 4) to 29 N I m (250 in.
lbs.) torque.
(3) Carefully position master cylinder on power brake unit.
(4) Install and tighten the 2 master cylinder to power booster mounting nuts (Fig. 3) to 29 N I m (250 in. lbs.) torque.
(5) Connect vacuum hose onto the check valve, located on the power brake unit.
(7) Using lubriplate, or equivalent, coat the bear-
Fig. 5 Removing Power Brake Booster ing surface of pedal pin (Fig. 4).
(8) Connect power brake booster input rod to brake pedal pin and install a NEW retainer clip. Use only a new retainer clip DO NOT USE the old clip.
(9) Check stop light operation.
(10) Install the windshield wiper module back into the dash panel opening. Install the 5 windshield wiper module attaching bolts and securely tighten.
(11) Install cowl panel cover.
(12) Install the windshield wiper arm assemblies back on pivots. Connect windshield washer hoses.
5 - 74 BRAKES
FRONT WHEEL BEARINGS
WHEEL BEARINGS
Front wheel drive vehicles are equipped with permanently sealed front wheel bearings. There is no periodic lubrication or maintenance recommended for these units. However if during servicing of the brake system, service to the front wheel bearing is required refer to Group 2, Suspension in this service manual.
(2) Remove the rear hub and bearing assembly retaining nut and washer (Fig. 2). Remove rear hub and bearing assembly from spindle.
REAR WHEEL BEARINGS
The L.H. platform vehicles are equipped with permanently lubricated and sealed rear wheel bearings.
There is no periodic lubrication or maintenance recommended for these units. However if servicing of a rear wheel bearing is required. Refer to procedures below for the inspection, removal and replacement of rear wheel bearing.
INSPECTION
The rear hub and bearing assembly is designed for the life of the vehicle and should require no maintenance. The following procedure may be used for evaluation of bearing condition.
With wheel and rotor removed, rotate flanged outer ring of bearing. Excessive roughness or resistance to rotation may indicate dirt intrusion or bearing failure. If the rear wheel bearings exhibit these conditions during inspection, the hub and bearing assembly should be replaced.
Damaged bearing seals and resulting excessive grease loss may also require bearing replacement.
Moderate grease loss from bearing is considered normal and should not require replacement of the hub and bearing assembly.
REMOVE
(1) Remove rear hub and bearing assembly dust cap (Fig 1). Remove cotter pin and nut lock from rear spindle.
Fig. 2 Rear Hub And Bearing Retaining Nut
Removal
REPLACE
(1) Install rear hub and bearing assembly on rear spindle. Install hub and bearing assembly washer and retaining nut (Fig. 2). Torque hub and bearing assembly retaining nut to 168 N I m (124 ft.lbs.). Install nut lock and cotter pin on spindle.
(2) Install rear hub and bearing duct cap (Fig. 1).
(3) Install rear brake drum or rotor on hub.
(4) Install the wheel and tire assembly. Tighten the wheel mounting stud nuts in proper sequence
(Fig. 3) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
Fig. 1 Rear Hub And Bearing Dust Cap Removal
Fig. 3 Tightening Wheel Nuts
ANTI-LOCK BRAKE SYSTEM 5 - 75
ANTI-LOCK BRAKE SYSTEM—TEVES MARK IV SYSTEM
INDEX page
ABS Brake System Diagnosis
. . . . . . . . . . . . . . . 88
ABS Brake System Diagnostic Features
ABS Computer System Service Precautions
ABS General Service Precautions
Anti-Lock Brake System Components
Anti-Lock Brake System Definitions
Anti-Lock Brakes Operation and Performance
Anti-Lock System Fault Diagnostics
Anti-Lock System Relays and Warning Lamps
Controller Anti-Lock Brake (CAB)
Diagnostic Connector
. . . . . . . . . . . . . . . . . . . . . 83
Electronic Components
. . . . . . . . . . . . . . . . . . . . 99
General Information
. . . . . . . . . . . . . . . . . . . . . . . 75
page
Hydraulic Circuits and Valve Operation
Hydraulic Control Unit (HCU) . . . . . . . . . . . . . . . . 92
Hydraulic Control Unit Fluid Reservoir (FLS2)
Major Components
. . . . . . . . . . . . . . . . . . . . . . . 76
Master Cylinder and Power Booster
Mechanical Diagnostics and Service Procedures
Normal Braking System Function
On-Car Abs Brake System Service
Pedal Travel Sensor
. . . . . . . . . . . . . . . . . . . . . . 97
Specifications
. . . . . . . . . . . . . . . . . . . . . . . . . . 103
System Diagnostic Features
. . . . . . . . . . . . . . . . 78
Vehicle Performance
. . . . . . . . . . . . . . . . . . . . . . 78
Warning Systems Operation
. . . . . . . . . . . . . . . . 79
GENERAL INFORMATION
The purpose of the Anti-Lock Brake System (ABS) is to prevent wheel lock-up under heavy braking conditions on virtually any type of road surface. Anti-
Lock Braking is desirable because a vehicle which is stopped without locking the wheels will retain directional stability and some steering capability. This allows the driver to retain greater control of the vehicle during heavy braking.
This section of the service manual covers the description, diagnostics, and on car service of the Teves
Mark IV Anti-Lock Brake system used on the 1993
L.H. vehicles.
The Mark IV system has several unique design features. It can function as an Anti-Lock System only, or as an Anti-lock and traction control system combined. It contains two separate fluid reservoirs, each with its own fluid level sensor.
The traction control feature is designed to operate at speeds below 40 KM/H (25 MPH). Traction control can be deactivated via the traction control switch located on the instrument panel.
An electronic control module is used to monitor wheel speeds and to modulate (control) hydraulic pressure in each brake channel. The hydraulic pressure is used to prevent wheel lock up during braking, and to maintain traction at the driven wheels by reducing wheel spin.
The Teves Mark IV system uses a diagonal split hydraulic brake system. In the standard brake mode the master cylinder primary circuit supplies pressure to the right front and left rear wheel brakes. The master cylinder secondary circuit supplies pressure to the left front and right rear wheel brakes.
During an Anti-lock stop the Mark IV system uses four channel operation. This means that during Antilock operation each wheel brake is independently controlled. By using separate hydraulic channels for stopping each wheel. The system is able to retain directional stability and steering control while applying maximum braking.
The system provides maximum braking even when road conditions vary.
During an Anti-Lock stop, 9 wheel lock-up 9 does not necessarily mean that the wheel has stoped turning.
It only means that the wheel is turning slower than the vehicle speed. This is called 9 wheel slip 9 and is indicated in percent. 0 slip means that the wheel is rolling free and 100 slip means that the wheel is locked. The Anti-lock
System maintains an average of approximately 15 to 20 wheel slip.
ANTI-LOCK BRAKE SYSTEM DEFINITIONS
In this section of the manual several abbreviations are used for the components that are in the Anti-
Lock Braking System They are listed below for your reference.
•
HCU—Hydraulic Control Unit
•
CAB—Controller Anti-Lock Brake
• ABS—Anti-Lock Brake System
• PSI—Pounds per Square Inch (pressure)
• WSS—Wheel Speed Sensor
NORMAL BRAKING SYSTEM FUNCTION
Under normal braking conditions, the ABS System functions the same as a standard brake system with a diagonally split master cylinder and conventional vacuum assist.
If a wheel locking tendency is detected during a brake application, the system will enter Anti-Lock mode. During Anti-Lock Braking, hydraulic pressure in the four wheel circuits is modulated to prevent any wheel from locking. Each wheel circuit is designed with a set of electrical valves and hydraulic line to provide modulation, although for vehicle stability, both rear wheel valves receive the same electrical signal. The system can hold, build and reduce
5 - 76 ANTI-LOCK BRAKE SYSTEM hydraulic pressure at each wheel brake. Depending on signals generated by the wheel speed sensors
(WSS) at each wheel and received at the Controller
Anti-Lock Brake (CAB).
MAJOR COMPONENTS
The following is a list of major system components.
Details of all components can be found later in this section.
Anti-lock brake system without traction control.
CONTROLLER ANTI-LOCK BRAKE SYSTEM
(CAB)
The Anti-Lock Brake Controller (CAB) (Fig. 1) is a microprocessor based device which monitors wheel speeds and controls the Anti-Lock and Traction Control functions. The (CAB) contains two microprocessors which receive identical sensor signals and then independently process the information. The results are then compared to make sure that they agree otherwise the (CAB) will turn off the Anti-lock and
Traction Control function and turn on the warning lights.
The Pedal Travel Sensor (PTS) (Fig. 2) is a Linear
Variable Displacement Transducer with seven steps which provide brake pedal position information to the (CAB).
Fig. 1 Controller Anti-Lock Brakes
VACUUM BOOSTER (W/INTEGRATED PEDAL
TRAVEL SENSOR - PTS)
The Teves Mark IV Anti-lock Brake System uses a special vacuum booster and master cylinder.
The vacuum booster (Fig. 2) used with the Teves
Mark IV Anti-Lock Brake System. Is the new 9 0 9 lost travel reaction disc type booster with the addition of a Pedal Travel Sensor.
Fig. 2 Power Brake Booster And Pedal Travel
Sensor
MASTER CYLINDER (W/CENTER VALVES AND
FLUID LEVEL SWITCH - FLS-1)
The master cylinder (Fig. 3) is a standard tandem design except that central valves are used in conjunction with the traditional compensation ports. The center valve is a spring loaded ball and seat design which is unseated by a stop in the master cylinder when the brakes are released.
A fluid level switch is located in the master cylinder fluid reservoir (Fig. 3). The switch closes when a low fluid level is detected. The FLS-1 turns on the
Brake Warning Lamp by grounding the lamp circuit.
This switch does not disable the ABS system.
HYDRAULIC CONTROL UNIT (HCU)
The Hydraulic Control Unit (HCU) (Fig. 4) contains the valve block assembly, the pump/motor assembly, and a fluid reservoir with a fluid level switch. On the LH the HCU is located on the left frame rail, forward of the master cylinder.
There are two Hydraulic Control Units. One is used for ABS only. The other is used for ABS and
Traction Control combined. Each has a different part number. If the wrong H.C.U. is installed, with the wrong type of (CAB), the system operation will be disabled and a fault code will be stored.
The valve block assembly (Fig. 4) contains eight/ ten valve/solenoids; four inlet valves and four outlet valves. (2 isolation valves are pressure switch for
ANTI-LOCK BRAKE SYSTEM 5 - 77
Fig. 3 ABS Master Cylinder And Fluid Reservoir
FLS-1 traction control). The inlet valves are spring loaded in the open position and the outlet valves are spring loaded in the closed position. During an anti-lock stop these valves are cycled to maintain the proper slip ratio for each channel. If a wheel locks, the inlet valve is closed to prevent any further pressure increase. Then the outlet valve is opened to release the pressure back to the reservoir until the wheel is no longer slipping. Once the wheel is no longer slipping the outlet valve is closed and the inlet valve is opened to reapply pressure. If the wheel is decelerating within its predetermined limits (proper slip ratio), both valves will close to hold the pressure constant. During the stop, the build pressure is initially supplied by the master cylinder. When the build pressure is reapplied, fluid comes from the master cylinder which causes the brake pedal to drop. The pedal continues to drop until the Pedal
Travel Sensor signals the (CAB) to turn on the pump/motor. The pump/motor then pumps fluid from the reservoir into the brake system. The master cylinder pistons and brake pedal are then moved back until the Pedal Travel Sensor signals the (CAB) to turn off the pump/motor.
On vehicles equipped with traction control, the valve block assembly also contains the two Traction
Control (Isolation) valves and a pressure switch. The valves are spring loaded in the open position. During traction control operation the traction control valves are closed by the (CAB). This hydraulically isolates the front brake channels from the master cylinder, and the rear brake channels. The (CAB) activates the motor/pump to run continuously by grounding the motor/pump relay coil. By opening and closing the inlet and outlet valves the (CAB) can apply and release the drive wheel calipers as needed to control wheel spin. Two pressure relief valves allow unused fluid volume/pressure to return to the reservoir. The relief valves are needed because the pump can supply more volume than the system requires.
The pump/motor assembly (Fig. 4) consists of an electric motor with a rotation sensor and a dual piston pump. The motor shaft inside the pump is designed as a cam in order to drive both pistons. The rotation sensor is an inductive pick-up used by the
(CAB) to monitor pump/motor operation.
The reservoir at the H.C.U. (Fig. 4) includes a fluid level switch (FLS2). This reservoir is connected to the master cylinder reservoir by a low pressure hydraulic tube. The (CAB) monitors the fluid level via the fluid level switch (FLS2). When the reservoir is properly filled the fluid level switch is closed. If the fluid level falls below an acceptable level, the fluid level switch will open. When the (CAB) detects a low fluid condition (FLS2 OPEN) it will inhibit the antilock and traction control function, and turn on the
ABS and Traction Control warning lamps.
Fig. 4 Hydraulic Control Unit (HCU)
WHEEL SPEED SENSORS
A Wheel speed sensor (Fig. 5) is located at each wheel to transmit road wheel speed information to the Controller Anti-Lock Brake (CAB).
ANTI-LOCK BRAKES OPERATION AND
PERFORMANCE
This Anti-Lock Brake System represents current state-of-the-art in vehicle braking systems. It offers the driver increased safety and vehicle control during hard braking. This is accomplished by a sophisticated system of electrical and hydraulic components. As a result, there are a few performance characteristics that may at first seem different but should be consid-
5 - 78 ANTI-LOCK BRAKE SYSTEM
Fig. 5 Wheel Speed Sensor ered normal. These characteristics are discussed below. More technical details are discussed further in this section.
PEDAL FEEL
Since the Teves Mark IV Anti-Lock braking system uses the conventional booster/master Cylinder. The brake pedal feel during normal braking is the same as conventional Non ABS equipped cars.
When Anti-Lock is activated during hard braking due to a wheel lockup tendency. Brake pedal effort will increase do to the master cylinder pressure being isolated from the brake system. Some brake pedal movement and associated noises may be felt and heard by the driver. This is normal of a Anti-
Lock Braking System due to pressurized fluid being transferred to and from the wheel brakes.
ANTI-LOCK BRAKE SYSTEM OPERATION
During Anti-Lock Braking, brake pressures are modulated by cycling electric solenoid valves. The cycling of these valves can be faintly heard as a series of popping or ticking noises. In addition, the cycling may be felt as a pulsation in the brake pedal. If Anti-Lock Operation occurs during hard braking, some pulsation may be felt in the vehicle body due to fore and aft movement of the suspension as brake pressures are modulated.
Although ABS operation is available at virtually all vehicle speeds. It will automatically turn off at speeds below 3 to 5 mph. Wheel lockup may be perceived at the very end of an anti lock stop and is considered normal.
TIRE NOISE & MARKS
Although the ABS system prevents complete wheel lock-up, some wheel slip is desired in order to achieve optimum braking performance. During brake pressure modulation, as brake pressure is increased, wheel slip is allowed to reach up to 30%. This means that the wheel rolling velocity is 30% less than that of a free rolling wheel at a given vehicle speed. This slip may result in some tire chirping, depending on the road surface. This sound should not be interpreted as total wheel lock-up.
Complete wheel lock up normally leaves black tire marks on dry pavement. The Anti-Lock Braking System will not leave dark black tire marks since the wheel never reaches a locked condition. Tire marks may however be noticeable as light patched marks.
VEHICLE PERFORMANCE
Anti-Lock Brakes provide the driver with some steering control during hard braking, however there are conditions where the system does not provide any benefit. In particular, hydroplaning is still possible when the tires ride on a film of water. This will result in the tire leaving the road surface rendering the vehicle virtually uncontrollable. In addition, extreme steering maneuvers at high speed or high speed cornering beyond the limits of tire adhesion to the road surface may cause vehicle skidding, independent of vehicle braking. For this reason, the ABS system is termed Anti-Lock instead of Anti-Skid.
SYSTEM DIAGNOSTIC FEATURES
The Teves Mark IV Anti-Lock brake system has been designed with the following self diagnostics capability.
The (CAB) uses two microprocessors housed in the controller to monitor and control the Anti-Lock and
Traction Control systems. The microprocessors operate independently, and compare their results.
Fault messages are retained in a non-volatile memory until erased using the DRBII scan tool or automatically erased after 50 ignition key cycles. More than one fault can be stored in the memory at a time. The number of faults stored is displayed by the
DRBII scan tool when Read Faults is selected.
SYSTEM INITIALIZATION
System initialization starts when the ignition switch is turned to the run position. At this point the
(CAB) performs a complete self check of all electrical components in the Anti-Lock and Traction Control systems. Momentarily the build, decay and isolation valves are cycled. If the driver has his their foot on the brake pedal, they may feel the test through brake pedal pulsations. This is a normal condition.
DYNAMIC TEST
Between 5 - 10 mph the pump/motor is momentarily turned on.
If any component exhibits a fault during system initialization or dynamic check, the (CAB) will illuminate the Anti-Lock warning lamp and Traction
Control Function Lamp. At this time both systems are disabled.
DIAGNOSTIC MODE
To enter diagnostic mode, vehicle must be below 10
MPH. If vehicle speed is not below 10 MPH a no response message is displayed by the DRB II scan tool.
The following are characteristics of the diagnostic mode.
The amber Anti-Lock warning lamp and brake warning lamp flash. If a hard fault, such as an Inlet or Outlet Valve fault or Main Relay Power Circuit failure fault is present. The warning lamps illuminate without blinking and no diagnostic operations are available until the fault condition is cleared.
Anti-Lock and Traction control operation are disabled.
The valves in the valve body cannot be actuated when vehicle speed is above 5 MPH. If valve actuation is attempted above 5 MPH a vehicle in motion message is displayed by the DRBII scan tool.
ANTI-LOCK SYSTEM FAULT DIAGNOSTICS
Faults detected by the (CAB) fall into one of four categories: Locked, Latching, Non-Latching, or Non-
Erasable.
LOCKED FAULT
If a fault is Locked; the ANTI-LOCK and TRAC-
TION CONTROL warning lights will be illuminated and will remain illuminated until the fault code has been erased from the (CAB) memory using a DRB II.
LATCHED FAULT
If a fault is Latched; the ANTI-LOCK and TRAC-
TION CONTROL warning lights will be illuminated and will remain illuminated until the next ignition reset, even if the fault has disappeared.
NON-LATCHING FAULT
If the fault is Non-Latching; the ANTI-LOCK and
TRACTION CONTROL warning lights will only be illuminated as long as the fault condition exists. As soon as the fault condition goes away, the warning lights are turned off, although a fault code will be stored.
NON-ERASABLE FAULT
This type of fault cannot be erased with a DRB II or by cycling the ignition switch. The Anti-lock and
Traction Control warning lights will remain illuminated until proper system operation is restored by replacing the defective component.
LOCKED FAULTS
• Hydraulic Failure
LATCHING FAULTS
• Main Relay/Power Circuit Failure
• Pump Motor Circuit Not Working Properly
• Pump Motor Running Without Command
• Pedal Travel Sensor Circuit
ANTI-LOCK BRAKE SYSTEM 5 - 79
• Valve Fault (8/10)
• FLS 2 Not processable
• Pressure Switch/Brake Switch Circuits (Disables
Traction Control Only)
• Sensor Circuit Failure (4)
• Signal Missing (4)
•
Wheel Speed Compare (4)
• Wheel Speed Continuity
• Wheel Speed Continuity 25 MPH (4)
NON-LATCHING FAULTS
• FLS 2 Open
NON-ERASABLE FAULTS
• Controller Failure
When either the Anti-lock or Traction Control warning lamp is on, that system function has been turned off. An Anti-lock warning lamp circuit failure will cause the (CAB) to store an Anti-lock Warning
Lamp message. In the event that the Anti-lock
Warning Lamp is inoperative and another ABS fault has occurred,the (CAB) will illuminate the red brake warning lamp. If battery voltage falls below 9 volts, the (CAB) will turn on the warning lamp and inhibit system function. However, no fault codes will be stored.
FAULT DIAGNOSTICS
The friction that occurs when the brakes are applied causes the lining temperature to increase. The
(CAB) has the ability to mathematically calculate lining temperature. If Anti-lock and/or Traction Control operation occurs frequently enough during a given period of time, it could cause the brake pads to become too hot. If the (CAB) calculations indicate that pad temperatures exceed its preprogrammed limits the (CAB) will turn off the Traction Control function and illuminate the Traction Control Warning Lamp. When the brakes have had time to cool off, the (CAB) will turn off the Warning Lamp and restore Traction Control operation. The actuation of this 9 thermal mathematical model 9 will not cause a fault code to be stored in the (CAB) memory or effect
ABS operation.
WARNING SYSTEMS OPERATION
ANTI-LOCK WARNING LAMP
The amber ANTI-LOCK Warning Lamp is located in the Message Center. It is used to inform the driver that the anti-lock function has been turned off. The warning lamp is controlled by the (CAB) and/or the
Main Relay through an in harness diode. The (CAB) controls the lamp by directly grounding the circuit.
The Main Relay grounds the lamp circuit when it is de-energized.
5 - 80 ANTI-LOCK BRAKE SYSTEM
BRAKE WARNING LAMP
The red BRAKE Warning Lamp is located in the
Instrument Panel. It can be activated in several ways. Application of the parking brake or a low fluid signal from the fluid level switch located in the master cylinder reservoir will cause the lamp to come on.
The (CAB) will also activate the brake warning lamp if there is a fault in the ABS system, and the amber anti-lock lamp fails to operate. Both the red and the amber lamps will flash when the system is placed in the diagnostic mode with the DRB II. ABS operation is disabled while in the diagnostics mode.
TRACTION CONTROL FUNCTION LAMP
The Green Traction Control Function Lamp is located in the message center. It is used to inform the driver that the system has entered the traction control mode. The lamp is controlled by the (CAB). The
(CAB) turns on the lamp by directly grounding the circuit.
TRACTION CONTROL WARNING LAMP
The Amber Traction Control Warning Lamp is also located in the message center. It is used to inform the driver that the Traction Control function has been turned off by the (CAB). This lamp will also come on if the traction control switch is in the off position and the ignition is on.
NORMAL OPERATION OF WARNING LAMP
With the ignition in the Crank position, the Red
Brake Warning Lamp will turn on as a bulb check.
The Amber Anti-Lock Warning Lamp and the Traction Control Lamps will stay on for 1-2 seconds then turn off, ounce verification of the self diagnosis is completed.
ANTI-LOCK BRAKE SYSTEM COMPONENTS
The following is a detailed description of the Anti-
Lock Brake System components. For information on servicing the Four Wheel Disk Brake System, see the standard Brake section of this Service Manual.
HYDRAULIC CONTROL UNIT (HCU)
WARNING: ONLY THE FOLLOWING COMPONENTS
OF THE (HCU) (FIG. 1) ARE SERVICEABLE. THE
BRAKE FLUID RESERVOIR, PROPORTIONING
VALVES AND MOUNTING ISOLATORS. THE RE-
MAINING COMPONENTS OF THE (HCU ARE NOT
SERVICEABLE ITEMS AND NO ATTEMPT IN ANY
WAY SHOULD BE MADE TO REMOVE OR SERVICE
ANY OTHER PARTS OF THE (HCU).
The (HCU) (Fig. 1 and 2) is located in the engine compartment on the left frame rail forward of the master cylinder and is covered by a heat shield. The
Hydraulic Control Unit (HCU) contains the valve block assembly, the pump/motor assembly, and a fluid reservoir with a fluid level switch.
Fig. 1 Hydraulic Control Unit (HCU) Mounting
Location
There are two Hydraulic Control Units. One is used for ABS only. The other is used for ABS and
Traction Control combined. Each has a different part number. If the wrong H.C.U. is installed, the system operation will be disabled and a fault code will be stored.
VALVE BLOCK ASSEMBLY
The valve block assembly (Fig. 2) contains eight/ ten valve/solenoids; four inlet valves and four outlet valves. (2 isolation valves for traction control pressure switch only.) The inlet valves are spring loaded in the open position and the outlet valves are spring loaded in the closed position. During an anti-lock stop these valves are cycled to maintain the proper slip ratio for each channel. If a wheel locks, the inlet valve is closed to prevent any further pressure increase. Then the outlet valve is opened to release the pressure back to the reservoir until the wheel is no longer slipping. Once the wheel is no longer slipping the outlet valve is closed and the inlet valve is opened to reapply pressure. If the wheel is decelerating within its predetermined limits (proper slip ratio), both valves will close to hold the pressure constant. During the stop, the build pressure is initially supplied by the master cylinder. When the build pressure is reapplied, fluid comes from the master cylinder which causes the brake pedal to drop. The pedal continues to drop until the Pedal
Travel Sensor signals the (CAB) to turn on the pump/motor. The pump/motor then pumps fluid from the reservoir into the brake system. The master cylinder pistons and brake pedal are then moved back until the Pedal Travel Sensor signals the (CAB) to turn off the pump/motor.
On vehicles equipped with traction control, the valve block assembly also contains the two Traction
ANTI-LOCK BRAKE SYSTEM 5 - 81
Control (Isolation) valves and a pressure switch. The valves are spring loaded in the open position. During traction control operation the traction control valves are closed by the (CAB). This hydraulically isolates the front brake channels from the master cylinder, and the rear brake channels.
The (CAB) activates the motor/pump by grounding the motor/pump relay coil.
By opening and closing the inlet and outlet valves the
(CAB) can apply and release the drive wheel calipers as needed to control wheel spin. Two pressure relief valves allow unused fluid volume/pressure to return to the reservoir. The relief valves are needed because the pump can supply more volume than the system requires.
A bleeding procedure using the DRB II scan tool must be used to remove air that has become trapped in the H.C.U.
PUMP/MOTOR ASSEMBLY
The pump/motor assembly (Fig. 2) consists of an electric motor with a rotation sensor and a dual piston pump. The motor shaft inside the pump is designed as a cam in order to drive both pistons. The rotation sensor is an inductive pick-up used by the (CAB) to monitor pump/motor operation.
FLUID RESERVOIR AND FLUID LEVEL SWITCH - FLS2
The fluid reservoir at the H.C.U. (Fig. 2) includes a fluid level switch (FLS2). This reservoir is connected to the master cylinder reservoir by a low pressure hydraulic tube. The (CAB) monitors the fluid level via the fluid level switch (FLS2). When the reservoir is properly filled the fluid level switch is closed. If the fluid level falls below an acceptable level, the fluid level switch will open. When the (CAB) detects a low fluid condition (FLS2 OPEN) it will inhibit the anti-lock and traction control function, and turn on the ABS and
Traction Control warning lamps.
PROPORTIONING VALVES
Two Proportioning Valves (Fig. 2 and 3) are used in the system, one for each rear brake hydraulic circuit. The Proportioning Valves function the same as in a standard brake system. The Proportioning
Valves are located on the bottom of the (HCU) (Fig.
1). The proportioning valves are not serviceable but are a replaceable component of the (HCU). Replacement of the proportioning valves will be covered later in this section of the service manual.
Fig. 3 Anti-Lock Proportioning Valve Identification
WHEEL SPEED SENSORS
One wheel speed sensor (WSS) is located at each wheel (Fig. 4) and sends a small AC signal to the control module (CAB). This voltage is generated by magnetic induction when a toothed sensor ring (tonewheel) (Fig. 5) passes by a stationary magnetic sensor (WSS). The (CAB) converts the AC signals into digital signals for each wheel.
The front wheel sensor (Fig. 4) is attached to a boss in the steering knuckle. The tonewheel is an integral part of the front axle shaft (Fig. 5). The rear speed sensor (Fig. 4) is mounted in the caliper adapter plate and the rear tonewheel is an integral part of the rear rotor hub (Fig. 5). The wheel speed sensor air gap is NOT adjustable. The correct wheel speed sensor air gap is from 0.52 to 1.64mm for the front sensors, and from 0.45 to 1.21mm for the rear sensors. All wheel speed sensors have a resistance between 950 and 1250 ohms.
The four wheel speed sensors are serviced individually. The front tonewheels are serviced as an assembly with the outer C.V. Joint Housing. The rear tonewheels are serviced as an assembly with the rotor hub (Fig. 5).
Correct Anti-Lock and Traction Control system operation is dependent on wheel speed signals from the wheel speed sensors. The vehicles’ wheels and tires should all be the same size and type to generate accurate signals. In addition, the tires should be inflated to the recommended pressures for optimum system operation. Variations in wheel and tire size or significant variations in inflation pressure can
Fig. 2 Hydraulic Control Unit Component Locations
5 - 82 ANTI-LOCK BRAKE SYSTEM produce inaccurate wheel speed signals. However, the system will continue to function correctly when using the mini-spare.
Fig. 4 Wheel Speed Sensors
Fig. 1 Controller Anti-Lock Brakes part label. The ABS and Traction Control controller will have a blue part label. The part numbers are also different.
The (CAB) on the LH is located in the engine compartment, on the left front inner frame rail (Fig. 6).
The (CAB) is connected directly to the (HCU) by a 14 way electrical connector. To remove the (CAB) from the (HCU) it is necessary to remove the (HCU) from the from the vehicle. The (CAB) diagnostic connector is located under the dash, to the left of the steering column. This is the C2D diagnostics connector.
Fig. 5 Front And Rear Tone Wheels
CONTROLLER ANTI-LOCK BRAKE (CAB)
The Anti-Lock Brake Controller (CAB) (Fig. 6) is a microprocessor based device which monitors wheel speeds and controls the Anti-Lock and Traction Control functions. The (CAB) contains two microprocessors which receive identical sensor signals and then independently process the information. The results are then compared to make sure that they agree otherwise the (CAB) will turn off the Anti-lock and
Traction Control function and turn on the warning lights.
There are two controllers. One is used for A.B.S.
only, and one is used for A.B.S. and Traction Control combined. Although they both look the same they are functionally different. If the wrong controller is installed the system will be disabled and a fault code will be stored. The ABS controller will have a white
Fig. 6 Location Controller Anti-Lock Brakes (CAB)
The primary function of the (CAB) is to:
• Detect wheel spin tendencies
• Detect wheel locking tendencies.
•
Control fluid pressure modulation to the brakes
ANTI-LOCK BRAKE SYSTEM 5 - 83
• during Anti-Lock stop and traction control operation.
• Monitor the system for proper operation.
• Provide communication to the DRB II while in diagnostic mode.
• Store diagnostic information in non-volatile memory.
The (CAB) continuously monitors the speed of each wheel. When a wheel locking tendency is detected, the (CAB) will command the appropriate valve to modulate brake fluid pressure in its hydraulic circuit. In order to increase pressure at the wheel brake again, the inlet valve in the (HCU) is opened to the wheel brake which causes the pedal to drop. During an anti-lock stop, the brake pedal position is maintained within a controlled region by the Pedal Travel
Sensor (PTS) and the pump/motor. The PTS has seven resistance steps. Once an anti-lock control cycle has been initiated, the (CAB) will activate the pump/motor when the PTS level increases one step.
The (CAB) will again turn off the pump/motor once the original position is reached again. The (CAB) continues to control pressure in individual hydraulic circuits until a wheel locking tendency is no longer present.
On traction control equipped vehicles ONLY, the
(CAB) is continuously monitoring wheel speed, it can also detect wheel spin (traction loss) conditions. If the (CAB) detects drive wheel spin and the brakes are not applied it will enter the Traction Control mode. When a wheel spin condition is detected the
(CAB) will close the normally open Traction Control
Valves. When the Traction Control valves are closed the master cylinder primary and secondary chambers, and the rear brake channels are isolated from the drive wheel brake channels. The pump motor is started to supply fluid volume/pressure to the drive wheel brake channels. The pump runs continuously during traction control operation. The inlet and outlet valves are opened and closed to modulate the hydraulic pressure in the appropriate brake channel.
By cycling the inlet and outlet valves, the (CAB) can control wheel spin by applying the brakes on the wheel that has lost traction.
The Anti-Lock Brake and Traction Control Systems are constantly monitored by the (CAB) for proper operation. If the (CAB) detects a fault, it can disable the Anti-Lock and Traction Control function and turn on the warning lamps. If the Anti-Lock function is disabled, the system will revert to standard base brake system operation.
The (CAB) Inputs include the following:
• Four Wheel Speed Sensors
• Stop Lamp Switch
• Pedal Travel Sensor
• Ignition Switch
• Main Relay Voltage
• Pump/Motor Sensor Signal
• Diagnostic Communication (C2D)
• Fluid Level Switch #2
• Traction Control Switch
• Pressure Switch
• ABS Warning Lamp Voltage
The (CAB) Outputs include the following:
• Eight Valve/Solenoid Drivers (Ten with Traction
Control)
•
Main Relay Actuation
• Pump/Motor Relay Actuation
• Anti-lock Light Actuation
• Brake Warning Light Actuation
•
Traction Control Warning Lamp Actuation
• Traction Control Function Lamp Actuation
• Diagnostic Communication (C2D)
DIAGNOSTIC CONNECTOR
On the L.H. platform, the Teves Mark IV diagnostic connector is located under the lower instrument panel to the right side of the steering column. The diagnostics connector is a blue 6 way connector see
(Fig. 7).
Fig. 7 ABS Diagnostic Connector Location
ANTI-LOCK SYSTEM RELAYS AND WARNING
LAMPS
SYSTEM RELAY
The System Relay (Fig. 8) is attached to the outside of the Power Distribution Center. The System
Relay has two functions. First, when the relay is energized, it supplies power to the solenoid valves in the Valve Block Assembly and the pump/motor relay coil. Second, when the relay is de-energized, it supplies a ground to turn on the ANTI-LOCK warning light. The System Relay is controlled by the (CAB).
The (CAB) energizes the System Relay when it receives an ignition input signal.
5 - 84 ANTI-LOCK BRAKE SYSTEM
Fig. 8 Main Relay And Pump/Motor Relay
PUMP/MOTOR RELAY
The Pump/Motor Relay (Fig. 8) supplies power to the pump/motor. It is attached to the outside of the
Power Distribution Center (PDC). The relay coil is powered by the System Relay and the coil ground is controlled by the (CAB).
The Pump/Motor Relay is a special four terminal relay and should not be replaced with a standard relay. If either relay is defective both relays must be replaced. They are serviced as an assembly.
HYDRAULIC CIRCUITS AND VALVE OPERATION
Through the following operation descriptions and diagrams. The function of the various hydraulic control valves in the ABS system will be described. The fluid control valves mentioned below, control the flow of pressurized brake fluid to the wheel brakes during the different modes of Anti-Lock braking.
The following hydraulic circuit drawings are only a representation of the actual hydraulic circuits. Note that only the valves for the right front wheel brake are shown actuated for the various modes.
BRAKES RELEASED
When the brake pedal is released, all pressures in the system are the same (Fig. 1) (at atmospheric pressure).
BASELINE BRAKES
The Baseline Brake System is a diagonal split brake system. In a diagonal split brake system the master cylinder primary circuit supplies pressure to the right front and left rear wheel brakes. The master cylinder secondary circuit supplies pressure to the left front and right rear wheel brakes (Fig. 2).
ABS BRAKING-PRESSURE HOLD
During an Anti-Lock stop, if a wheel speed sensor indicates a wheel locking tendency. The normally open inlet valve (Fig. 3) is cycled closed by the (CAB). This will prevent any additional pressure from being applied to the wheel brake.
Fig. 1 Brakes Released - Hydraulic Control
ANTI-LOCK BRAKE SYSTEM 5 - 85
Fig. 2 Baseline Brakes - Hydraulic Control
Fig. 3 Pressure Hold - Hydraulic Control
5 - 86 ANTI-LOCK BRAKE SYSTEM
Fig. 4 Pressure Decay - Hydraulic Control
ABS BRAKING-PRESSURE DECAY
If the wheel locking tendency continues, the (CAB) releases the pressure by opening the normally closed outlet valve (Fig. 4). With the outlet valve open.
Fluid will flow back to the reservoir at the H.C.U.
ABS BRAKING-PRESSURE BUILD
Once the wheel begins to accelerate the (CAB) closes the outlet valve and opens the inlet valve (Fig.
5) in order to rebuild the wheel brake pressure. The pressure is reapplied from the master cylinder which causes the brake pedal to drop. If the Pedal Travel
Sensor moves to it’s next step, the pump/motor is turned on by the (CAB). Once the Pedal Travel Sensor moves back to it’s original step, the (CAB) turns off the pump/motor.
TRACTION CONTROL-PRESSURE BUILD
If a wheel speed sensor indicates a wheel spin
(traction loss) tendency and Traction Control function has not been switched off by the driver. The system will begin traction control operation.
The normally open Traction Control valves (Fig. 6) are closed to isolate the drive wheel brake channels from the master cylinder and the rear brake channels. The
(CAB) will also turn on the pump and close the inlet valves (Fig. 6) to the brake channel it does not need to apply. For example: if a traction loss condition is detected at the right front wheel only, the (CAB) will close the left front inlet valve to prevent unneeded application of the brake at that wheel. Fluid pressure/volume from the pump will be applied to the right front brake caliper via the normally open inlet valve.
ANTI-LOCK BRAKE SYSTEM 5 - 87
Fig. 5 Pressure Build - Hydraulic Control
Fig. 6 Traction Control Pressure Build - Hydraulic Control
5 - 88 ANTI-LOCK BRAKE SYSTEM
Fig. 7 Traction Control Pressure Hold - Hydraulic Control
TRACTION CONTROL-PRESSURE HOLD
As soon as the traction loss at the spinning wheel has been braked down to acceptable limits. The
(CAB) will close the normally open inlet valve (Fig.
7) to prevent any additional pressure from being applied at the wheel brake. Since the pump can produce more volume than required for traction control operation. Pressure relief valves in the HCU will direct the excess fluid volume to the master cylinder primary and secondary circuits. This fluid will enter the reservoir through the open center valves in the primary and secondary pistons.
CAUTION: REVIEW THIS ENTIRE SECTION PRIOR
TO PERFORMING ANY MECHANICAL WORK ON A
VEHICLE EQUIPPED WITH THE TEVES MARK IV
ANTI-LOCK BRAKE SYSTEM. THIS SECTION CON-
TAINS THE INFORMATION ON PRECAUTIONS PER-
TAINING TO POTENTIAL COMPONENT DAMAGE,
VEHICLE DAMAGE AND PERSONAL INJURY
WHICH COULD RESULT WHEN SERVICING AN ABS
EQUIPPED VEHICLE.
TRACTION CONTROL-PRESSURE DECAY
When the wheel spin tendency is no longer detected, the (CAB) will open the outlet valve (Fig. 8) to lower the pressure in the brake channel. When the outlet valve is opened, fluid from the brake channel is permitted to flow back to the reservoir at the
HCU.
CAUTION: Certain components of the Anti-Lock
Brake System (ABS) are not intended to be serviced individually. Attempting to remove or disconnect certain system components, may result in personal injury and/or improper system operation. Only those components with approved removal and installation procedures in this manual should be serviced.
ABS BRAKE SYSTEM DIAGNOSIS
GENERAL INFORMATION
WARNING: SOME OPERATIONS IN THIS SECTION
REQUIRE THAT HYDRAULIC TUBES, HOSES AND
FITTINGS BE DISCONNECTED FOR INSPECTION
OR TESTING PURPOSES.
This section contains information necessary to diagnosis mechanical conditions which can affect operation of the Teves Mark IV Anti-Lock Brake System.
Specifically, this section should be used to help diagnose mechanical conditions which result in any of the following.
(1) Anti-Lock Warning Lamp turned on.
(2) Brakes Lock on Hard Application
ANTI-LOCK BRAKE SYSTEM 5 - 89
Fig. 8 Traction Control Pressure Decay - Hydraulic Control
Diagnosis of conditions which are obviously mechanical in nature. Such as brake noise, brake pulsation, lack of power assist, turning on of the Red
Brake Warning Lamp or vehicle vibration during normal braking. Should be directed to Group 5
Brakes in this service manual. This also pertains to problems involving the parking brake system.
In order to effectively diagnose an Anti-Lock Brake
System (ABS) condition. It is important to read Anti-
Lock Brake System Description. And to follow the diagnostic procedures outlined in this section.
Many conditions that generate customer complaints may be normal operating conditions, but are judged to be a problem due to not being familiar with the ABS system. These conditions can be recognized without performing extensive diagnostic work. Given adequate understanding of the operating principles and performance characteristics of the ABS system.
See Section 1 of this manual to familiarize yourself with the operating principles of the ABS system.
• WSS—Wheel Speed Sensor
ABS COMPUTER SYSTEM SERVICE PRECAUTIONS
The ABS system uses an electronic control module, the (CAB). This module is designed to withstand normal current draws associated with vehicle operation.
However care must be taken to avoid overloading the
(CAB) circuits. In testing for open or short circuits, do not ground or apply voltage to any of the circuits unless instructed to do so by the appro-
priate diagnostic procedure. These circuits should only be tested using a high impedance multi-meter, special tools or the DRB II scan tool as described in this section. Power should never be removed or applied to any control module with the ignition in the ON position. Before removing or connecting battery cables, fuses, or connectors, always turn the ignition to the
OFF position.
ABS GENERAL SERVICE PRECAUTIONS
DEFINITIONS
Several abbreviations are used in this manual.
They are presented here for reference.
• HCU—Hydraulic Control Unit
• CAB—Controller Anti-Lock Brake
• ABS—Anti-Lock Brake System
•
PSI—Pounds per Square Inch (pressure)
TEST DRIVING ABS COMPLAINT VEHICLES
Most ABS complaints will require a test drive as a part of the diagnostic procedure. The purpose of the test drive is to duplicate the condition.
Remember conditions that result in the turning on of the Red Brake Warning Lamp may in-
5 - 90 ANTI-LOCK BRAKE SYSTEM dicate reduced braking ability. The following procedure should be used to test drive an ABS complaint vehicle.
Before test driving a brake complaint vehicle, note whether the Red or Amber Brake Warning Lamp is turned on. If it is the Red Brake Warning Lamp, refer to the standard brake, Control Valves Section in the brake group of this manual. If the Amber Anti-Lock
Warning light was/is on, read record and erase the fault. While the Amber ABS Warning Lamp is on the
ABS system is not functional. When the Amber Anti-
Lock Warning Lamp is on only the Anti-Lock function of the brake system if affected. The standard brake system and the ability to stop the car is not be affected if only the Amber Anti-Lock Warning Lamp is on.
(1) Turn the key to the off position and then back to the on position. Note whether the Amber ABS Warning
Lamp continues to stay on. If it does refer to the 1993
M.Y. Teves Mark IV Anti-Lock Brakes Diagnostic
Manual for the required test procedures.
(2) If the Amber ABS Warning Lamp goes out, shift into gear and drive the car to a speed of 10 mph to complete the ABS start up cycle. If at this time the
Amber ABS Warning Lamp goes on refer to the 1993
M.Y. Teves Mark IV Anti-Lock Brakes Diagnostic
Manual.
(3) If the Amber ABS Warning Lamp remains OUT, drive the vehicle a short distance. During this test drive be sure that the vehicle achieves at least 25 mph.
Brake to at least one complete stop and again accelerate to 25 mph.
(4) If a functional problem with the A.B.S. system is determined while test driving a vehicle. Refer to the
1993 M.Y. Teves Mark IV Anti-Lock Brakes Diagnostics Manual for required test procedures and proper use of the DRB II scan tool.
ABS BRAKE SYSTEM ON VEHICLE SERVICE
The following are general precautions which should be observed when servicing and diagnosing the ABS system and/or other vehicle systems.
Failure to observe these precautions may result in ABS system damage.
(1) If welding work is to be performed on a vehicle using an arc welder, the (CAB) should be disconnected before the welding operation begins.
(2) The (CAB) connector should never be connected or disconnected with the ignition in the on position.
(3) Some components of the ABS system are not serviced separately and must be serviced as complete assemblies. Do not disassemble any component which is designated as non-serviceable.
CAUTION: Brake fluid will damage painted surfaces.
If brake fluid is spilled on any painted surfaces, wash off with water immediately.
WHEEL SPEED SENSOR CABLES
Proper installation of the Wheel Speed Sensor Cables is critical to continued system operation. Be sure that cables are installed, routed and clipped properly.
Failure to install speed sensor cables as shown in the on car service section of this manual. May result in contact with moving parts or over extension of cables, resulting in component failure and an open circuit.
MECHANICAL DIAGNOSTICS AND SERVICE
PROCEDURES
SPECIAL SERVICE TOOL
Some diagnostic procedures in this section require the use of the DRB II scan tool. Refer to the DRB II scan tool operators manual for its proper operational information.
INTERMITTENT FAULTS
As with virtually any electronic system, intermittent faults in the ABS system may be difficult to accurately diagnose.
Most intermittent faults are caused by faulty electrical connections or wiring. When an intermittent fault is encountered, check suspect circuits for:
(1) Poor mating of connector halves or terminals not fully seated in the connector body.
(2) Improperly formed or damaged terminals. All connector terminals in a suspect circuit should be carefully reformed to increase contact tension.
(3) Poor terminal to wire connection. This requires removing the terminal from the connector body to inspect.
(4) Pin presence in the connector assembly
If a visual check does not find the cause of the problem, operate the car in an attempt to duplicate the condition and record the Fault code.
Most failures of the ABS system will disable Anti-
Lock function for the entire ignition cycle even if the fault clears before key-off. There are some failure conditions, however, which will allow ABS operation to resume during the ignition cycle in which a failure occurred. If the failure conditions are no longer present. The following conditions may result in intermittent illumination of the Amber Anti-Lock Warning Lamp. All other failures will cause the lamp to remain on until the ignition switch is turned off. Circuits involving these inputs to the (CAB) should be investigated if a complaint of intermittent warning system operation is encountered.
(1) Low system voltage. If Low System Voltage (9 volts or less) is detected by the (CAB), the (CAB) will turn on the Amber Anti-Lock Warning Lamp until normal system voltage is achieved. Once normal voltage is seen at the (CAB), normal operation resumes.
ANTI-LOCK BRAKE SYSTEM 5 - 91
(2) Main Relay. If the relay fails to make the ground circuit connection or is an intermittent ground. The (CAB) will turn on the Amber Anti-Lock
Warning Light.
Additionally, any condition which results in interruption of power to the (CAB) or (HCU) assembly may cause the Amber Anti-Lock Warning Lamp to turn on intermittently.
ABS BRAKE SYSTEM DIAGNOSTIC FEATURES
SYSTEM INITIALIZATION
System initialization starts when the ignition switch is turned to the run position. At this point the
(CAB) performs a complete self check of all electrical components in the Anti-Lock and Traction Control systems. Momentarily the build, decay and isolation valves are cycled. If the driver has his foot on the brake pedal, they may feel the test through brake pedal pulsations. This is a normal condition.
DYNAMIC TEST
Between 5 - 10 mph the pump/motor is momentarily turned on.
If any component exhibits a fault during system initialization or dynamic check, the (CAB) will illuminate the Anti-Lock warning lamp and Traction
Control Function Lamp. At this time both systems are disabled.
DIAGNOSTIC MODE
To enter diagnostic mode, vehicle must be below 10
MPH. If vehicle speed is not below 10 MPH a no response message is displayed by the DRB II scan tool.
The following are characteristics of the diagnostic mode.
The amber Anti-Lock warning lamp and brake warning lamp flash. If a hard fault, such as an Inlet or Outlet Valve fault or Main Relay Power Circuit failure fault is present. The warning lamps illuminate without blinking and no diagnostic operations are available until the fault condition is cleared.
Anti-Lock and Traction control operation are disabled.
The valves in the valve body cannot be actuated when vehicle speed is above 5 MPH. If valve actuation is attempted above 5 MPH a vehicle in motion message is displayed by the DRBII scan tool.
CONTROLLER ANTI-LOCK BRAKE (CAB)
Fault codes are kept in a Non-Volatile memory until either erased by the technician using the DRB II scan tool or automatically after 50 ignition cycles
(key cycles). The only fault that will not be erased after 50 (KEY CYCLES) is the (CAB) fault. A (CAB) fault can only be erased by the technician using the
DRB II scan tool. More than one fault can be stored at a time. The number of key cycles since the most recent fault was stored is also displayed. Most functions of the (CAB) and ABS system can be accessed by the technician for testing and diagnostic purposes by using the DRB II.
LATCHING VERSUS NON-LATCHING ABS
FAULTS
Some faults detected by the (CAB) are latching; the fault is latched and (ABS) is disabled until the ignition switch is reset. Thus ABS is disabled even if the original fault has disappeared. Other faults are nonlatching; any warning lights that are turned on, are only turned on as long as the fault condition exists.
As soon as the condition goes away, the Anti-Lock
Warning Light is turned off. Although a fault code will be set in most cases.
TEVES MARK IV ELECTRONIC SYSTEMS
DIAGNOSTICS
The Teves Mark IV Anti-Lock Brake System Diagnostics, beyond the basic mechanical diagnostics, systems and components covered earlier in this section.
Are accomplished by the use of the DRB II scan tool.
See testing procedures outlined in the Teves Mark IV
Anti-Lock Brakes Diagnostics Manual for 1993 M.Y.
vehicles.
Please refer to the above mentioned manual for any further electronic diagnostics and service procedures that are required on the Teves Mark IV Anti-
Lock Brake System.
ON-CAR ABS BRAKE SYSTEM SERVICE
GENERAL SERVICE PRECAUTIONS
The following are general cautions which should be observed when servicing the Anti-Lock brake system and/or other vehicle systems. Failure to observe these precautions may result in Anti-Lock Brake
System component damage.
If welding work is to be performed on the vehicle, using an electric arc welder, the (CAB) connector should be disconnected during the welding operation.
The (CAB) connector should never be connected or disconnected with the ignition switch in the ON position.
Many components of the Anti-Lock Brake System are not serviceable and must be replaced as an assembly. Do not disassemble any component which is not designed to be serviced.
5 - 92 ANTI-LOCK BRAKE SYSTEM
CHECKING BRAKE FLUID LEVEL
CAUTION: Only use brake fluid conforming to DOT 3 specifications, such as Mopar or Equivalent. Do not use any fluid which contains a petroleum base. Do not use a container which has been used for petroleum based fluids or a container which is wet with water. Petroleum based fluids will cause swelling and distortion of rubber parts in the hydraulic brake system. Water will mix with brake fluid, lowering the fluid boiling point. Keep all brake fluid containers capped to prevent contamination. Remove the front cap of the master cylinder reservoir and fill to the bottom of the split ring.
For the specific procedure for the inspection of brake fluid level and adding of brake to the reservoir. Refer to the Service Adjustments Section in this group of the service manual.
BLEEDING TEVES MARK IV ANTI-LOCK
BRAKE SYSTEM
The Anti-Lock Brake System must be bled anytime air is permitted to enter the hydraulic system, due to disconnection of brake lines, hoses of components.
If the (HCU) is removed from the vehicle, both the
Base Brake System and the Anti-Lock Brake System must be bled using the appropriate procedure. It is important to note that excessive air in the brake system will cause a soft or spongy feeling brake pedal.
During bleeding operations, be sure that the brake fluid level remains close to the FULL level in the reservoir. Check the fluid level periodically during the bleeding procedure and add DOT 3 brake fluid as required.
The Teves Mark IV Anti-Lock Brake System must be bled as two independent braking systems. The non
ABS portion of the brake system is to be bled the same as any non ABS system. Refer to the Service Adjustments section in this manual for the proper bleeding procedure to be used. This brake system can be either pressure bled or manually bled.
The Anti-Lock portion of brake system MUST be bled separately. This bleeding procedure requires the use of the DRB II Diagnostic tester and the bleeding sequence procedure outlined below.
BLEEDING PROCEDURE
The brake bleeding procedure used for the
Teves Mark IV Anti-Lock brake system is a three step process. First step is a conventional bleeding procedure using a pressure bleeder or manual procedure. Second step is bleeding the
(HCU) assembly using the DRBII scan tool. Third step is to repeat the conventional pressure or manual bleeding procedure. Follow the procedure below to ensure adequate bleeding of the
Anti-Lock brakes hydraulic system.
(1) Connect pressure bleeding equipment to master cylinder. Refer to Bleeding Brake System in the Service Adjustment section of this service manual.
(2) Fully bleed the brakes hydraulic system in the following sequence. Right rear wheel, left rear wheel, right front wheel and left front wheel.
(3) Locate diagnostics connector under dash panel to the right of the steering column.
(4) Connect the DRBII scan tool to the vehicle diagnostics connector. Install cartridge into the DRBII scan tool containing correct software for bleeding the
Teves Mark IV Anti-Lock Brake system.
(5) Perform Bleed Brake procedure using the
DRBII scan tool. Procedure is described in the DRBII scan tool information and diagnostic manual.
(6) Repeat the conventional pressure bleeding or manual bleeding procedure in the sequence outlined in step 2 above.
(7) Remove pressure bleeding equipment from vehicle if used.
(8) Fill master cylinder fluid reservoir to the correct fill level if required.
(9) Road test vehicle to verify proper operation of the vehicles brake system.
PUMP/MOTOR SERVICE
On the Teves Mark IV Anti-Lock Brake System the Pump/Motor assembly can only be serviced as part of hydraulic control unit (HCU).
HYDRAULIC CONTROL UNIT (HCU)
REMOVE
(1) Center vehicle on hoist, or raise front of vehicle on jack stands. Remove left front wheel and tire assembly from vehicle.
(2) Disconnect battery cables from battery and remove battery from battery tray. Remove the 4 fasteners attaching battery tray to vehicle and remove battery tray (Fig. 1).
Fig. 1 Battery Tray Attaching
(3) Disconnect the pump motor and fluid level sensor electrical connectors from the (HCU) (Fig. 2).
ANTI-LOCK BRAKE SYSTEM 5 - 93
Fig. 4 (CAB) Connector Removal From (CAB)
(6) Disconnect the 2 brake tubes from the proportioning valves (Fig. 5) located on the bottom of the
(HCU).
Fig. 2 (HCU) Electrical Connections
(4) VERIFY THAT THE VEHICLE IGNITION
IS OFF BEFORE REMOVING THE 37 WAY
CONNECTOR. Disconnect the 37 way connector from the (CAB) using the following procedure. Using a screwdriver, lift connector latch away from connector (Fig. 3) and rotate connector latch all the way back against (CAB). This will lift the (CAB) connector away from (CAB) terminals.
Fig. 3 (CAB) Connector Locking Latch.
(5) Grasp connector and rotate rear of connector up until it clears connector pins on (CAB) (Fig. 4). Then remove (CAB) connector pin from latch on (CAB)
(Fig. 4), and position connector out of the way.
Fig. 5 Brake Tube Connections At Proportioning
Valves
(7) Disconnect the 2 brake fluid supply tubes from the master cylinder at the (HCU) (Fig. 6). Disconnect the 2 brake fluid output tubes from the valve block on the (HCU) (Fig. 6). Disconnect the brake fluid supply hose from the master cylinder reservoir to the
(HCU) reservoir, at the (HCU) reservoir. Plug end of supply hose to keep brake fluid from draining out of master cylinder reservoir.
(8) Remove the (HCU) bracket to left inner fender attaching bolt (Fig. 7). Remove the 2 (HCU) bracket to left frame rail mounting bolts (Fig. 8).
(9) Remove (HCU) and mounting bracket from vehicle as an assembly.
(10) Transfer the (CAB) module from the failed
(HCU) to the replacement (HCU). Refer to Controller
Anti-Lock Brakes removal and installation in this section of the service manual, for the require procedure to replace module.
5 - 94 ANTI-LOCK BRAKE SYSTEM fender mounting bolt (Fig. 7). Torque the 2 (HCU) bracket to frame rail attaching bolts to 19 N I m (14 ft. lbs.). The torque bracket to inner fender bolt to 2
N I m (18 in. lbs.).
(2) Connect the 2 brake fluid supply tubes from the master cylinder onto the inlet ports of the (HCU)
(Fig. 9). Connect the 2 brake fluid output tubes to the ports on the (HCU) valve block (Fig. 9). Torque all 4 brake tube fitting nuts to 19 N I m (14 ft. lbs.).
Fig. 6 Brake Fluid Tube Connections At (HCU)
Fig. 7 (HCU) To Inner Fender Mounting Bolt
Fig. 9 Brake Fluid Tube Connections At (HCU)
(3) Connect the 2 rear brake tubes onto the proportioning valves located on valve block of hydraulic assembly (Fig. 10). Torque the 2 brake tube fitting nuts at proportioning valves to 19 N I m (14 ft. lbs.).
(4) Remove plug from end of brake fluid supply hose going to reservoir at (HCU). Connect supply hose on (HCU) reservoir nipple and install hose clamp on hose. Be sure clamp is past bead on nipple of (HCU) fluid reservoir.
Fig. 8 (HCU) To Frame Rail Mounting Bolts
INSTALL
(1) Install (HCU) and bracket as an assembly back on left frame rail of vehicle. Install but do not tighten the 2 (HCU) bracket to frame rail mounting bolts (Fig. 8). Install the (HCU) bracket to inner
Fig. 10 Brake Tube Connections At Proportioning
Valves
(5) VERIFY THAT THE VEHICLE IGNITION
IS OFF BEFORE CONNECTING THE 37 WAY
CONNECTOR. Connect the wiring harness 37 way
connector to the (CAB) using the following procedure. Install connector onto (CAB) with the connector pins located in latch first (Fig. 11). Then rotate rear of connector down onto (CAB) until fully seated onto connector pins on (CAB) (Fig. 11). Rotate connector latch forward and down until seated on the top of the
(CAB) connector.
ANTI-LOCK BRAKE SYSTEM 5 - 95
Fig. 11 (CAB) Connector Installation On (CAB)
(6) Connect the pump motor and fluid level sensor, vehicle wiring harness connectors back onto the their connections on the (HCU) (Fig. 12).
Fig. 13 Battery Tray Attaching bleeding procedure. When bleeding brake system visually inspect all line fittings previously disconnected for any signs of leakage.
(9) Install the left front tire and wheel assembly on vehicle.
Install the wheel and tire assembly. Tighten the wheel mounting stud nuts in proper sequence (Fig.
14) until all nuts are torqued to half specification.
Then repeat the tightening sequence to the full specified torque of 129 N
I m (95 ft. lbs.).
Fig. 12 (HCU) Electrical Connections
(7) Install battery tray back in vehicle and install and tighten the 4 battery tray to vehicle attaching fasteners (Fig. 13).
(8) Bleed the air from brake hydraulic system. Refer to the Bleeding Teves Mark IV Anti-Lock Brake
System in this section of the manual for proper
Fig. 14 Tightening Wheel Nuts
(10) Lower vehicle.
CAUTION: Heat shield MUST be installed when servicing of (HCU) is completed. Failure to install heat shield could result in a failure of the (CAB) due to high temperature.
(11) Install heat shield back on (HCU) mounting bracket.
5 - 96 ANTI-LOCK BRAKE SYSTEM
HYDRAULIC CONTROL UNIT FLUID RESERVOIR
(FLS2)
The reservoir at the H.C.U. (Fig. 1) includes the
(FLS2) fluid level switch. This reservoir is connected to the master cylinder reservoir by a low pressure hydraulic tube.
Fig. 3 Remove Fluid Reservoir From (HCU)
INSTALL
(1) Lubricate the (HCU) grommets and reservoir nipples with fresh clean brake fluid (Fig. 4).
Fig. 1 HCU Fluid Reservoir And Fluid Level Switch
REMOVE
(1) Remove the (HCU) assembly from the vehicle.
Refer to Hydraulic Control Unit Removal, in this section of the service manual for the required removal procedure.
(2) Drain brake fluid from (HCU) fluid reservoir.
(3) Using a 1/8 in. pin punch, drive (HCU) fluid reservoir retaining roll pin down until it is below hole in fluid reservoir (Fig. 2). Note: If replacing reservoir on a (HCU) with traction control, drive pin completely out of pump housing.
Fig. 2 Removing (HCU) Reservoir Retaining pin
(4) Insert a screwdriver between pump housing and reservoir (Fig. 3). Carefully pry fluid reservoir off of (HCU) assembly.
Fig. 4 Installing (HCU) Fluid Reservoir
(2) Place reservoir nipples against grommets. Rock reservoir up and down while pushing on reservoir until reservoir is fully seated into grommets. Reservoir is fully installed, when hole in reservoir is in line with retaining pin hole in pump housing.
(3) From bottom side of (HCU), drive reservoir retaining pin up until it extends up above retaining hole in fluid reservoir (Fig. 5).
Note: If the (HCU) reservoir being replaced is on a
(HCU) for a vehicle equipped with traction control.
Reservoir retaining will have to be replaced from the top.
(4) Install (HCU) assembly back in the vehicle. Refer to Hydraulic Control Unit Installation, in this section of the service manual for the required installation procedure.
(5) Bleed the air from brake hydraulic system. Refer to Bleeding Teves Mark IV Anti-Lock Brake System in this section of the manual for proper bleeding
ANTI-LOCK BRAKE SYSTEM 5 - 97
REMOVE
(1) Pump the brake pedal approximately 20 times to evacuate all stored vacuum from the vacuum booster.
(2) Remove the wiring harness electrical connector
(Fig. 1) from the end of the pedal travel sensor.
(3) Using a small screwdriver, lift pedal travel sensor retaining ring from notch (Fig. 2) in vacuum booster. Then remove retaining ring from pedal travel sensor mounting grommet in vacuum booster.
Fig. 5 Installing (HCU) Fluid Reservoir Retaining Pin procedure. When bleeding brake system visually inspect all line fittings previously disconnected for any signs of leakage.
PEDAL TRAVEL SENSOR
The pedal travel sensor (Fig. 1) provides information to the (CAB) on the position of the brake pedal while stopping the vehicle. It is an input which is used by the
Anti-Lock brake system to control pump motor operation.
The pedal travel sensor may be serviced without requiring removal of the vacuum booster from the vehicle.
If the pedal travel sensor is removed from the vacuum booster for testing or replacement. The vacuum booster must be bled of all stored vacuum before pedal travel sensor can be removed. Failure to do this may result in the pedal travel sensor, sealing O-Ring being sucked into the brake vacuum booster. If the pedal travel sensor sealing O-Ring falls into the vacuum booster the booster will need to be replaced.
Fig. 2 Pedal Travel Sensor Retaining Ring Removal
(4) Remove pedal travel sensor from vacuum booster by pulling sensor straight out of power booster. After pedal travel sensor is removed from power booster be sure O-Ring is either on pedal travel sensor or remained in the travel sensor mounting grommet (Fig. 3).
Fig. 1 Pedal Travel Sensor Location
Fig. 3 Pedal Travel Sensor O-Ring Locations
INSTALL
(1) Install pedal travel sensor, retaining ring on travel sensor mounting grommet in the vacuum booster (Fig. 4). Tab on retaining ring should be located in top notch of mounting grommet.
5 - 98 ANTI-LOCK BRAKE SYSTEM
Fig. 4 Retaining Ring Mounted On Grommet
(2) Sparingly lubricate pedal travel sensor sealing
O-Ring with fresh clean brake fluid. Then install pedal travel sensor sealing O-Ring in pedal travel sensor mounting grommet as shown in (Fig. 5).
If the master cylinder or the power booster need to be serviced or replaced. Refer to Master Cylinder or Power
Brake Service section in this group of the service manual.
After servicing the master cylinder or power booster. Refer back to this section of the service manual. For the appropriate procedure and sequence, used to bleed the base and Anti-Lock portion of the brakes hydraulic system.
PROPORTIONING VALVES (FIG. 6)
CAUTION: Proportioning valves should never be disassembled.
Fig. 6 ABS Proportioning Valve Identification
REMOVAL
(1) Remove the (HCU) assembly from the vehicle.
Refer to Hydraulic Control Unit Removal, in this section of the service manual for the required removal procedure.
(2) Remove required proportioning valve from valve block of (HCU) (Fig. 7).
Fig. 5 Sealing O-Ring Location In Mounting Grommet
(3) Sparingly coat end of pedal travel sensor with clean fresh brake fluid. Install pedal travel sensor into mounting grommet by pushing it straight into mounting grommet on vacuum booster. Be sure travel sensor is inserted into grommet until tab on travel sensor is past retaining ring, locking travel sensor into grommet.
(4) Install vehicle wiring harness connector back on pedal travel sensor (Fig. 1). Make sure lock on connector is engaged with tab on pedal travel sensor.
(5) Test drive vehicle to ensure proper operation of the pedal travel sensor and vacuum booster.
MASTER CYLINDER AND POWER BOOSTER
REMOVAL AND INSTALLATION
The power booster used on this vehicle with Anti-
Lock is the same as the base brake system, in the way it is mounted and removed from the vehicle.
Fig. 7 Proportioning Valve Removal And
Replacement
INSTALLATION
(1) Install proportioning valve into valve block on
(HCU) (Fig. 7). Torque proportioning valve into valve body to 12 N I m (106 in. lbs.).
ANTI-LOCK BRAKE SYSTEM 5 - 99
(2) Install (HCU) assembly back in the vehicle. Refer to Hydraulic Control Unit Installation, in this section of the service manual for the required installation procedure.
(3) Install brake tube on proportioning valve.
Tighten tube nut to 15 N I m (11 ft. lbs.) torque.
(4) Bleed the air from brake hydraulic system. Refer to Bleeding Teves Mark IV Anti-Lock Brake System in this section of the manual for proper bleeding procedure. When bleeding brake system visually in- spect all line fittings previously disconnected for any signs of leakage.
ELECTRONIC COMPONENTS
CONTROLLER ANTI-LOCK BRAKE (CAB)
REMOVAL
The (CAB) used on the Teves Mark IV Anti-Lock brake system is mounted and electrically connected directly to the (HCU) assembly (Fig. 1).
To remove the (CAB) from the (HCU) for replacement, it is necessary to remove the entire (HCU) and
(CAB) from the vehicle as an assembly. There is not enough clearance to remove the (CAB) connector from the (HCU) with the assembly in the vehicle.
Fig. 2 (CAB) Removal And Installation At (HCU)
Fig. 1 Controller Anti-Lock Brakes (CAB) Location
(1) Turn vehicle ignition switch to the off position and remove the key.
(2) VERIFY THAT THE VEHICLE IGNITION IS
OFF BEFORE REMOVING THE (HCU)FROM
THE VEHICLE. Remove the (HCU) assembly from the vehicle. Refer to Hydraulic Control Unit Removal, in this section of the service manual for the required removal procedure.
(3) Remove the 2 (CAB) module to (HCU) assembly mounting bolts (Fig. 2). Then press down on (CAB) to
(HCU) retaining clip (Fig. 3) to allow for removal of the
(CAB) from the (HCU).
Fig. 3 (CAB) to (HCU) retaining clip
(4) Remove the (CAB) module from the (HCU) assembly by pulling it straight out of the connector on the
(HCU) DO NOT TWIST.
INSTALLATION
(1) Install the (CAB) module by pushing it straight into the connector on the (HCU) until fully seated and retaining clip is latched.
(Fig. 3).
(2) Install the 2 (CAB) module to (HCU) assembly attaching bolts (Fig. 2). Torque the 2 (CAB) module to
(HCU) mounting bolts to 12 N
I m (106 in. lbs.).
(3) Install (HCU) assembly back in the vehicle. Refer to Hydraulic Control Unit Installation, in this section of the service manual for the required installation procedure.
(4) Bleed the air from brake hydraulic system. Refer to the Bleeding Teves Mark IV Anti-Lock Brake System in this section of the manual for proper bleeding procedure. When bleeding brake system visually inspect all line fittings previously disconnected for any signs of leakage.
5 - 100 ANTI-LOCK BRAKE SYSTEM
(5) Install the left front tire and wheel assembly on vehicle. Install the wheel and tire assembly.
Tighten the wheel mounting stud nuts in proper sequence (Fig. 4) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
Fig. 4 Tightening Wheel Nuts
(6) Lower vehicle.
CAUTION: Heat shield MUST be installed when servicing of (HCU) is completed. Failure to install heat shield could result in a failure of the (CAB) due to high temperature.
(7) Install heat shield back on (HCU) mounting bracket.
MAIN RELAY AND PUMP MOTOR RELAY
The main relay and pump motor relay are both serviced together as an assembly, with the relay mounting bracket. They are mounted to a bracket that is attached to the side of the power distribution center
(PDC) (Fig. 4).
REMOVE
(1) Hold the relays with one hand, and pull strait down on wiring harness connectors, until connectors are free from the relays (do not twist connectors).
(2) Remove the relays and bracket as an assembly from the side of the (PDC).
INSTALL
(1) Mount the relays and bracket assembly to the side of the (PDC), making sure that the relay bracket is securely latched to the (PDC).
(2) Holding the relays with one hand, push the wiring harness connector strait onto the terminals of the relay. Make sure the connector is fully seated onto the terminals of the relay.
WHEEL SPEED SENSORS
INSPECTION
Inspect tonewheel for missing or broken teeth, this can cause erratic sensor signals.
Tonewheel should show no evidence of contact with the wheel speed sensor. If contact was made, determine cause and correct.
Excessive runout of the tonewheel can cause erratic wheel speed sensor. Replace assembly if runout exceeds approximately 0.25 mm (0.010 inch).
FRONT WHEEL SPEED SENSOR
REMOVAL
(1) Raise vehicle and remove wheel and tire assembly.
(2) Remove screw from grommet retainer clip that holds cable grommet into fender shield (Fig. 5).
Fig. 4 System Relay/Warning Lamp Relay Location
Fig. 5 Front Speed Sensor Cable Retaining Clip
(3) Carefully, pull sensor assembly grommet from fender shield.
(4) Unplug speed sensor connector from vehicle wiring harness connector (Fig. 6).
ANTI-LOCK BRAKE SYSTEM 5 - 101
Fig. 6 Speed Sensor Cable To Wiring Harness
Connection
(5) Remove the speed sensor cable routing bracket from the front strut assembly (Fig. 7).
Fig. 7 Speed Sensor Cable To Strut Assembly
Routing Clip
(6) Remove screw attaching speed sensor head to steering knuckle.
(7) Carefully, remove sensor head from steering knuckle. If the sensor has seized, due to corrosion,
DO NOT USE PLIERS ON SENSOR HEAD. Use a hammer and punch (Fig. 8) to tap edge of sensor ear, rocking sensor side to side until free.
INSTALLATION
(1) Coat speed sensor head with High Temperature
Multi-purpose E.P. Grease before installing into the steering knuckle. Install speed sensor head into steering knuckle. Install screw tighten to 7 N I m (60 in. lbs.)
CAUTION: Proper installation of wheel speed sensor cables is critical to continued system operation.
Be sure that cables are installed in retainers. Fail-
Fig. 8 Speed Sensor Head Removal (Typical) ure to install cables in retainers, as shown in this section, may result in contact with moving parts and/or over extension of cables, resulting in an open circuit.
(2) Correctly route the speed sensor cable up to the strut assembly (Fig. 7). Install speed sensor cable routing bracket on strut assembly. Then install and tighten routing bracket attaching screw (Fig. 7).
(3) Connect speed sensor cable connector, to vehicles wiring harness connector (Fig. 6). Be sure locking tab on connector is securely latched.
(4) Push speed sensor cable grommet into hole in fender shield. Install grommet retaining clip and screw (Fig. 5).
(5) Install wheel and tire assembly on vehicle. Install the wheel and tire assembly. Tighten the wheel mounting stud nuts in proper sequence (Fig. 9) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of
129 N
I m (95 ft. lbs.).
(6) Lower vehicle.
Fig. 9 Tightening Wheel Nuts
5 - 102 ANTI-LOCK BRAKE SYSTEM
REAR WHEEL SPEED SENSOR
REMOVE
(1) Remove the rear seat lower cushion and seat back cushion from vehicle. Refer to group 23 Body in this service manual for required rear seat cushion removal procedure.
(2) Lift edge of sound insulation on rear bulkhead
(Fig. 10). Locate speed sensor cable to vehicle wiring harness connector (Fig. 10). Disconnect speed sensor cable from vehicle wiring harness.
HEAD. Use a hammer and punch (Fig. 13) to tap edge of sensor ear, rocking sensor side to side until free.
Fig. 12 Speed Sensor Head Attachment To Adapter
Fig. 10 Rear Speed Sensor Cable To Vehicle Wiring
Harness Connection
(3) Raise vehicle and remove rear wheel and tire assembly.
(4) Remove speed sensor cable grommet retaining clip (Fig. 11) from rear inner fender. Carefully pull speed sensor cable and grommet from hole in fender well.
Fig. 13 Speed Sensor Head Removal (Typical)
(6) Remove screws attaching speed sensor cable mounting tube to inboard side of trailing arm (Fig.
14). Remove speed sensor cable routing brackets from rear fender well and trailing arm bracket at rear knuckle (Fig. 14).
Fig. 11 Rear Speed Sensor Cable Retaining Clip
(5) Remove speed sensor head, attaching bolt from rear adapter (Fig. 12). Then remove rear speed sensor head from adapter. If the sensor has seized, due to corrosion, DO NOT USE PLIERS ON SENSOR
Fig. 14 Rear Speed Sensor Cable Attaching
(7) Remove speed sensor cable assembly from vehicle.
ANTI-LOCK BRAKE SYSTEM 5 - 103
INSTALLATION
(1) Coat speed sensor where it slides into adapter with high temperature multi-purpose E.P. Grease before installing into adapter. Install speed sensor head into adapter. Install speed sensor to adapter attaching screw. Torque the speed sensor attaching screw to 7N I m (60 in. lbs.).
(2) Install speed sensor cable mounting tube on trailing arm. Install speed cable routing tube to trailing arm attaching screws (Fig. 14). Install speed sensor cable routing brackets at rear fender well and rear knuckle (Fig. 14).
(3) Insert speed sensor cable and grommet back in hole in rear inner fender. Install speed sensor cable grommet retaining bracket and securely tighten attaching screw (Fig. 11).
(4) Install rear wheel and tire assembly back on vehicle. Install the wheel and tire assembly. Tighten the wheel mounting stud nuts in proper sequence
(Fig. 15) until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N I m (95 ft. lbs.).
SPECIFICATIONS
SPECIFICATIONS METRIC
Fig. 15 Tightening Wheel Nuts
(5) Lower vehicle.
(6) Connect rear speed sensor cable connector, to vehicles wiring harness connector (Fig. 9). Be sure locking tab on connector is securely latched.
(7) Install the rear seat back cushion and seat lower cushion back into vehicle. Refer to group 23
Body in this service manual for required rear seat cushion removal procedure.
5 - 104 ANTI-LOCK BRAKE SYSTEM
BRAKE ACTUATION SYSTEM TIGHTENING REFERENCE
COOLING SYSTEM 7 - 1
COOLING SYSTEM
CONTENTS
page
ACCESSORY DRIVE BELTS
. . . . . . . . . . . . . . . 19
ENGINE BLOCK HEATER
. . . . . . . . . . . . . . . . . 21
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
page
SERVICE PROCEDURES
. . . . . . . . . . . . . . . . . . . 8
SPECIFICATIONS
. . . . . . . . . . . . . . . . . . . . . . . 22
GENERAL INFORMATION
COOLING SYSTEM
The cooling system consists of an engine cooling module, pressure cap, coolant deaeration pressure bottle, thermostat, coolant, and a water pump to circulate the coolant. The engine cooling module consist of a radiator, electric fan motors, shroud, internal transmission oil cooler, hoses, clamps, air conditioning condenser, and a receiver drier.
• When Engine is cold: Thermostat is closed, cooling system has no flow through the radiator. The coolant flows through the engine heater core, deaeration pressure bottle and by-pass.
• When Engine is warm: Thermostat is open, coolant flows through the radiator, heater core, deaeration pressure bottle and by-pass.
The cooling systems primary purpose is to maintain engine temperature in a range that will provide satisfactory engine performance and emission levels under all expected driving conditions. It also provides hot coolant for heater performance and cooling for automatic transmission oil. It does this by transferring heat from engine metal to coolant, moving this heated coolant to the radiator, and then transferring this heat to the ambient air.
Coolant flow circuit for the 3.3/3.5L engine coolant routings is shown in (Fig. 1).
Fig. 1 Cooling System Operation—3.3/3.5L Engine
7 - 2 COOLING SYSTEM
COOLING SYSTEM DIAGNOSIS
COOLING SYSTEM DIAGNOSIS
COOLING SYSTEM 7 - 3
7 - 4 COOLING SYSTEM
COOLING SYSTEM DIAGNOSIS
COOLING SYSTEM DIAGNOSIS
COOLING SYSTEM 7 - 5
7 - 6 COOLING SYSTEM
COOLING SYSTEM DIAGNOSIS
COOLING SYSTEM DIAGNOSIS
COOLING SYSTEM 7 - 7
7 - 8 COOLING SYSTEM
SERVICE PROCEDURES
INDEX page
Automatic Transmission Oil Cooler
Coolant
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Coolant Deaeration Pressure Bottle
Cooling System Drain, Clean, Flush and Filling
Deaeration Pressure Bottle Pressure Cap
Dual Fan Module
. . . . . . . . . . . . . . . . . . . . . . . . 17
page
Electric Fan Motor
. . . . . . . . . . . . . . . . . . . . . . . . 18
Engine Thermostats
. . . . . . . . . . . . . . . . . . . . . . . 9
Radiator Hoses and Clamps
. . . . . . . . . . . . . . . . 17
Radiators
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Testing System for Leaks
. . . . . . . . . . . . . . . . . . 13
Water Pumps
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
WATER PUMPS
A quick test to tell whether or not the pump is working is to see if the heater warms properly. A defective pump will not be able to circulate heated coolant through the long heater hose.
The water pump on all models can be replaced without discharging the air conditioning system.
WATER PUMP—3.3L ENGINE
The pump has a die cast aluminum body and a stamped steel impeller. It bolts directly to the chain case cover (Fig. 1), using an O-ring for sealing. It is driven by the back surface of the Poly-V Drive Belt.
(6) Remove and discard O-ring seal.
(7) Clean O-ring groove and O-ring surfaces on pump and chain case cover. Take care not to scratch or gouge sealing surface.
INSPECTION
Replace the water pump if it has any of the following defects.
(1) Damage or cracks on the pump body.
(2) Coolant leaks; if the seal is leaking, evident by traces of coolant leaks from vent hole.
(3) Loose or rough turning bearing.
(4) Impeller rubs either the pump body or oil pump housing.
REMOVAL
Fig. 1 Water Pump—3.3L Engine
WARNING: DO NOT REMOVE PRESSURE CAP WITH
THE SYSTEM HOT AND UNDER PRESSURE BE-
CAUSE SERIOUS BURNS FROM COOLANT CAN OC-
CUR.
(1) Drain Cooling System. Refer to Draining Cooling
System in this group.
(2) Remove Poly V Drive Belt.
(3) Remove right front lower fender shield.
(4) Remove pump pulley bolts and remove pulley.
(5) Remove pump mounting screws (Fig. 1). Remove pump.
INSTALLATION
Fig. 2 Water Pump Body
CAUTION: Keep the O-ring free of oil or grease.
(1) Install new O-ring in O-ring groove (Fig. 2).
(2) Install pump to chain case cover. Torque screws to 12 N
I m (105 in. lbs.).
(3) Rotate pump by hand to check for freedom of movement.
(4) Position pulley on pump. Install screws and torque to 30 N
I m (250 in. lbs.).
(5) Install drive belt. See Accessory Drive Belts this group.
COOLING SYSTEM 7 - 9
(6) Install right front lower fender shield.
(7) Refill Cooling System. See Refilling Cooling
System in this section.
WATER PUMP—3.5L ENGINE
The 3.5L pump bolts directly to the engine block, using a O-ring gasket for pump to block sealing (Fig.
4). The pump is serviced as a unit.
REMOVAL
WARNING: DO NOT REMOVE PRESSURE CAP
WITH THE SYSTEM HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM COOLANT CAN
OCCUR.
(1) Drain cooling system. Refer to Draining Cooling System in this group.
(2) The water pump is driven by the timing belt.
See Timing System in Group 9, Engine for component removal providing access to water pump.
Fig. 3 Water Pump—3.5L Engine
(3) Remove mounting bolts.
(4) Remove pump from engine (Fig. 3).
INSPECTION
Replace the water pump if it has any of the following defects.
(1) Damage or cracks on the pump body.
(2) Coolant leaks, if the shaft seal is leaking, evident by traces of coolant leaks from behind pulley.
(3) Impeller rubs inside of pump.
(4) Excessively loose or rough turning bearing.
INSTALLATION
(1) Clean all O-ring surfaces on pump and block.
(2) Install new O-ring on water pump (Fig. 4). Wet the O-ring with water to facilitate assembly.
CAUTION: Keep the O-ring free of oil or grease.
Fig. 4 Water Pump Body—3.5L Engine
(3) Install pump to block mounting bolts and tighten to 27 N I m (20 ft. lbs.).
(4) Refer to Timing System in Engine Section,
Group 9 and install timing belt. Reassemble engine.
(5) Fill cooling system. Refer to Refilling Cooling
System.
ENGINE THERMOSTATS
The engine thermostat is located in a water box, formed in the front of the intake manifold (Fig. 5).
This thermostat has an air bleed located in the thermostat flange.
DESCRIPTION AND OPERATION
The engine cooling thermostats are wax pellet driven, reverse poppet choke type. They are designed to provide the fastest warm up possible by preventing leakage through them and to guarantee a minimum engine operating temperature of 90°C (195°F).
They also automatically reach wide open so they do not restrict flow to the radiator as temperature of the coolant rises in hot weather to around 104°C (220°F).
Above 90°C (195°F) the coolant temperature is controlled by the radiator, fan, and ambient temperature, not the thermostat.
OPERATION AND TESTING
The thermostat is operated by a wax filled container (pellet) which is sealed so that when heated to a predetermined temperature. The wax expands enough to overcome the closing spring and water pump pressure, which forces the valve to open. Coolant leakage into the pellet will cause a thermostat to fail open. Do not attempt to free up a thermostat with a screwdriver.
The open too soon type failure mode is included in the onboard diagnosis. The check engine light will not be lit by an open too soon condition. If it has failed open, code 17 will be set. Do not change a thermostat for lack of heat by gauge or heater performance, unless code 17 is present, see diagnosis for
7 - 10 COOLING SYSTEM other probable causes. Failing shut is the normal long term mode of failure, and normally, only on high mileage vehicles. The temperature gauge will indicate this, Refer to diagnosis in this section.
REMOVAL
WARNING: DO NOT REMOVE PRESSURE CAP
WITH THE SYSTEM HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM COOLANT CAN
OCCUR.
(1) Drain cooling system down to thermostat level or below.
(2) Remove thermostat housing bolts and housing
(Fig. 5).
(3) Remove thermostat, discard gasket and clean both gasket sealing surfaces.
carry this heat to the radiator where the tube/fin heater core and plate/fin radiator can give it up to the air.
WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL
BASE COOLANT AND IS HARMFUL IF SWAL-
LOWED OR INHALED. IF SWALLOWED, DRINK
TWO GLASSES OF WATER AND INDUCE VOMIT-
ING. IF INHALED, MOVE TO FRESH AIR AREA.
SEEK MEDICAL ATTENTION IMMEDIATELY. DO
NOT STORE IN OPEN OR UNMARKED CONTAIN-
ERS. WASH SKIN AND CLOTHING THOROUGHLY
AFTER COMING IN CONTACT WITH ETHYLENE
GLYCOL. KEEP OUT OF REACH OF CHILDREN.
DISPOSE OF GLYCOL BASE COOLANT PROP-
ERLY, CONTACT YOUR DEALER OR GOVERNMENT
AGENCY FOR LOCATION OF COLLECTION CEN-
TER IN YOUR AREA.
DO NOT OPEN A COOLING SYSTEM WHEN THE
ENGINE IS AT OPERATING TEMPERATURE OR
HOT UNDER PRESSURE, PERSONAL INJURY CAN
RESULT.
AVOID RADIATOR COOLING FAN WHEN ENGINE
COMPARTMENT RELATED SERVICE IS PER-
FORMED, PERSONAL INJURY CAN RESULT.
Fig. 5 Thermostat, Housing —3.3/3.5L Engines
INSTALLATION
(1) Install thermostat into recess provided in the intake manifold (Fig. 5).
(2) Place a new gasket (dipped in water) on the water box surface, center thermostat into opening in the intake manifold.
(3) Place housing over gasket and thermostat, Bolt housing to intake manifold, torque bolts to 28 N I m
(250 in. lbs.) 3.3L engine and 28 N I m (250 in. lbs.)
3.5L engine.
(4) Refill cooling system (see Refilling System).
COOLANT
The cooling system is designed around the coolant.
The coolant must accept heat from engine metal, in the cylinder head area near the exhaust valves. Then
PERFORMANCE
Performance is measurable. For heat transfer pure water absorbs 1 btu per minute for each degree of temperature rise for each pound of water. This formula is altered when necessary additives to control boiling, freezing, and corrosion are added as follows:
• Pure Water (1 btu) boils at 100°C (212°F) and freezes at 0°C (32°F).
•
100 Percent Glycol (.7 btu) can cause a hot engine and detonation and will raise the freeze point to
-22°C (-8°F).
•
50/50 Glycol and Distilled Water (.82 btu) is the recommended combination that provides a freeze point of -37°C(-35°F).The radiator, water pump, engine water jacket, radiator pressure cap, thermostat, temperature gauge, coolant sensor and heater are all designed for 50/50 glycol.
Where required, a 56 percent glycol and 44 percent water mixture will provide a freeze point of-59°C
(-50°F).
CAUTION: Richer mixtures cannot be measured with field equipment and can lead to problems associated with 100 percent glycol.
SELECTION AND ADDITIVES
The use of aluminum cylinder heads, intake manifolds, and water pumps requires special corrosion protection. Mopar Antifreeze or antifreeze containing
Alugard 340-2, or their equivalent are recommended
COOLING SYSTEM 7 - 11 for best engine cooling without corrosion. To obtain the maximum life of components in the engine cooling system, mixing distilled water with ethylene-glycol type coolant is recommended. Use (50 percent distilled water and 50 percent coolant for freezing protection to -35°C (-30°F) or 40 percent distilled water and 60 percent coolant where freezing protection to -50°C (-60 °F) is required. If the coolant looses color or becomes contaminated, drain, flush, and replace with fresh properly mixed solution.
SERVICE
Coolant should be changed the first time at 80,000 km (52,000 miles) or three years, whichever occurs first. Subsequent coolant changes should be every two years or 45,000 km (30,000 miles) whichever comes first.
ROUTINE LEVEL CHECK
Do not remove deaeration pressure bottle cap for routine coolant level inspections.
The coolant deaeration pressure bottle provides a quick visual method for determining the coolant level without removing the radiator cap. With the engine idling and at normal operating temperature, the level of the coolant in the coolant deaeration pressure bottle (Fig. 6) should be between the minimum and maximum marks.
ADDING ADDITIONAL COOLANT
WARNING: DO NOT OPEN COOLING SYSTEM
WHEN HOT AND UNDER PRESSURE BECAUSE
PERSONAL INJURY AND SERIOUS BURNS FROM
COOLANT CAN OCCUR. ALLOW ENGINE TO COOL
BEFORE SERVICING COOLING SYSTEM.
(1) Try squeezing the upper radiator hose to determine if the system is still pressurized. If you are able to squeeze the hose easily, then continue, otherwise wait for the system to cool.
(2) With a shop towel over the pressure cap on the coolant deaeration pressure bottle turn to the first stop. Wait to see if any pressure is released. When no pressure is released, press down on the cap and turn fully counter-clockwise.
WARNING: WHEN INSTALLING DRAIN HOSE TO
AIR BLEED VALVE ON THERMOSTAT HOUSING,
ROUTE HOSE AWAY FROM ACCESSORY DRIVE
BELT, ACCESSORY DRIVE PULLEYS, AND ELEC-
TRIC COOLING FAN MOTORS.
(3) Attach one end of a 6.35 mm (.250 in.) ID clear hose that is approximately 1219 mm (48 in.) long, to the bleed valve in the thermostat. Route the hose away from the accessory drive belt, drive pulleys and electric cooling fan. Place the other end of hose into a clean container. The hose will prevent coolant from contacting the accessory drive belt when bleeding the system during the refilling operation.
(4) Open bleed valve.
(5) Slowly fill coolant pressure bottle (Fig. 2) until a steady stream of coolant flows from hose attached to the bleed valve.
(6) Gently squeeze upper radiator hose until all air is removed from system.
(7) Close bleed valve and continue filling to 1/2 inch below base of filler neck of the coolant deaeration pressure bottle. This will be a level above both the min and max marks on the bottle.
(8) Install cap on coolant pressure bottle.
(9) Remove hose from bleed valve.
Cooling system will remove trapped air from itself during normal driving. It is recommended that lower engine speeds be used to allow the cooling system to purge itself of any trapped air for about 20 to 30 minutes before extended operation at high engine speeds (above 4000 RPM).
Fig. 6 Coolant Deaeration Pressure Bottle
LOW COOLANT LEVEL
Low coolant level in a cross flow radiator will equalize in both tanks with engine off. With engine at running operating temperature the high pressure inlet tank runs full and the low pressure outlet tank drops.
If this level drops below the top of the transmission oil cooler, air will be sucked into the water pump:
• Transmission oil will become hotter.
•
High reading shown on the temperature gauge.
• Air in the coolant will also cause loss of flow through the heater.
• Exhaust gas leaks into the coolant can also cause the same problems.
DEAERATION
Air is removed from the system by gathering in the coolant deaeration pressure bottle and is released into the atmosphere through the pressure valve located in the pressure cap when pressure reaches 97-
7 - 12 COOLING SYSTEM
124 kPa (14-18 psi.). The air is replaced with coolant from the coolant deaeration bottle.
COOLING SYSTEM DRAIN, CLEAN, FLUSH AND
FILLING
Drain, flush, and fill the cooling system at the mileage or time intervals specified in the Maintenance
Schedule in this Group. If the solution is dirty or rusty or contains a considerable amount of sediment, clean and flush with a clean water. Care should be taken in disposing of the used engine coolant from your vehicle.
Check governmental regulations for disposal of used engine coolant.
DRAINING
WARNING: DO NOT REMOVE THE CYLINDER BLOCK
DRAIN PLUGS OR COOLANT DEAERATION PRES-
SURE BOTTLE CAP, OR OPEN THE RADIATOR
DRAINCOCK, WHEN THE SYSTEM IS HOT AND UN-
DER PRESSURE BECAUSE SERIOUS BURNS FROM
THE COOLANT CAN OCCUR.
When servicing the cooling system, it is essential that coolant does not drip onto the accessory drive belt and/or pulleys. Protect the belt with shop towels before working on the cooling system. If coolant contacts the belt or pulley, flush them with clean water.
(1) Open radiator drain located at the lower right side of radiator (Fig. 1). Drain takes place through the isolator. Do Not Use pliers to open draincock.
(2) Remove coolant pressure bottle cap and thermostat bleed valve this will allow radiator drain.
(3) Remove the cylinder block drain plug(s) located behind each exhaust manifolds.
CAUTION: The cooling system normally operates at
97-140 kPa (14-20 psi) pressure. Exceeding this pressure may damage the radiator or hoses.
CLEANING
Drain cooling system (see: Draining Cooling System) and refill with clean distilled water (see: Refilling
Cooling System ). Run engine with radiator cap installed until upper radiator hose is warm. Stop engine and drain water from system. If water is dirty, fill, run and drain system again until water runs clear.
REVERSE FLUSHING
Reverse flushing of the cooling system is the forcing of water through the cooling system, using air pressure in a direction opposite to that of the normal flow of water. This is only necessary with dirty systems and evidence of partial plugging.
RADIATOR
Drain cooling system and remove radiator hoses from engine. Install suitable flushing gun in radiator lower hose. Fill radiator with clean water and turn on air in short blasts.
CAUTION: Internal radiator pressure must not exceed
138 kPa (20 psi) as damage to radiator may result.
Continue this procedure until water runs clear.
ENGINE
Drain radiator (see: Draining Cooling System ) and remove hoses from radiator. Remove engine thermostat and reinstall thermostat housing. Install suitable flushing gun to thermostat housing hose. Turn on water, and when engine is filled, turn on air, but no higher than 138 kPa (20 psi) in short blasts. Allow engine to fill between blasts of air. Continue this procedure until water runs clean. Install thermostat using a new housing gasket. Fill cooling system (See Refilling Cooling System ).
FILLING
Fig. 1 Radiator Draincock Location Fig. 2 Filling Cooling System
Use Mopar All Season Coolant, or an equivalent coolant containing ALUGARD 340-2 or it’s equiva-
COOLING SYSTEM 7 - 13 lent is necessary for best engine cooling without corrosion. Refer to Selection and Additives in this section for appropriate coolant mixture to use.
(1) Close radiator drain. Hand tighten only.
(2) Install the cylinder block drain plugs.
WARNING: WHEN INSTALLING DRAIN HOSE TO
AIR BLEED VALVE ON THERMOSTAT HOUSING,
ROUTE HOSE AWAY FROM ACCESSORY DRIVE
BELT, ACCESSORY DRIVE PULLEYS, AND ELEC-
TRIC COOLING FAN MOTORS.
(3) Attach one end of a 6.35 mm (.250 in.) ID clear hose that is approximately 1219 mm (48 in.) long, to the bleed valve in the thermostat (Fig. 3). Route the hose away from the accessory drive belt, drive pulleys and electric cooling fan. Place the other end of hose into a clean container. The hose will prevent coolant from contacting the accessory drive belt when bleeding the system during the refilling operation.
(4) Open bleed valve.
(5) Slowly fill coolant pressure bottle (Fig. 2) until a steady stream of coolant flows from hose attached to the bleed valve.
(6) Gently squeeze upper radiator hose until all air is removed from system.
(7) Close bleed valve and continue filling to the top of the coolant deaeration pressure bottle (Fig. 3).
(8) Install cap on coolant pressure bottle.
(9) Remove hose from bleed valve.
Attach a radiator pressure tester to the coolant deaeration bottle, as shown in (Fig. 4) and apply 104 kPa (15 psi) pressure. If the pressure drops more than 2 psi in 2 minutes inspect all points for external leaks.
All hoses, radiator and heater, should be moved while at 15 psi since some leaks occur while driving due to engine rock, etc.
Fig. 3 Bleeding Cooling System While Filling With
Coolant
TESTING SYSTEM FOR LEAKS
With engine not running, wipe the deaeration filler neck sealing seat clean.
Fig. 4 Pressure Testing Cooling System
If there are no external leaks after the gauge dial shows a drop in pressure, detach the tester. Start engine and run the engine to normal operating temperature in order to open the thermostat and allow the coolant to expand. Re-attach the tester. If the needle on the dial fluctuates it indicates a combustion leak, usually a head gasket leak.
WARNING: WITH TOOL IN PLACE PRESSURE
BUILDS UP FAST. ANY EXCESSIVE AMOUNT OF
PRESSURE BUILT UP BY CONTINUOUS ENGINE
OPERATION MUST BE RELEASED TO A SAFE
PRESSURE POINT. NEVER PERMIT PRESSURE TO
EXCEED 138 KPA (20 PSI).
If the needle on the dial does not fluctuate, race the engine a few times. If an abnormal amount of coolant or steam is emitted from the tail pipe, it may indicate a faulty head gasket, cracked engine block or cylinder head.
There may be internal leaks which can be determined by removing the oil dip-stick. If water globules appear intermixed with the oil it will indicate a internal leak in the engine. If there is an internal leak, the engine must be disassembled for repair.
COOLANT DEAERATION PRESSURE BOTTLE
This system works in conjunction with the coolant deaeration pressure bottle pressure cap to keep the coolant free of trapped air. It provides a volume for expansion and contraction. Provides a convenient and safe method for checking coolant level and ad-
7 - 14 COOLING SYSTEM justing level at atmospheric pressure without removing the radiator pressure cap. It also provides some reserve coolant to cover minor leaks and evaporation or boiling losses (Fig. 5).
Fig. 5 Coolant Deaeration Pressure Bottle
Refer to Coolant Level Check Service, Deaeration and Pressure Cap sections for operation and service.
DEAERATION PRESSURE BOTTLE PRESSURE CAP
Deaeration bottle is equipped with a pressure cap which release pressure at some point within a range of 110 kPa 6 14 kPa (16 psi 6 2 psi) (Fig. 6).
The system will operate at higher than atmospheric pressure which raises the coolant boiling point allowing increased radiator cooling capacity.
There is a spring loaded vent valve in the center of the cap that allows the system to pressurize and allows it to deaerate the coolant. If valve is stuck open, coolant will escape to the overflow hose. There is also a gasket in the cap to seal to the top of the filler neck.
the cap. Pressure cap upper gasket should relieve at
124 kPa (18 psi) and hold pressure at 55 kPa (8 psi) minimum.
WARNING: THE WARNING WORDS DO NOT OPEN
HOT ON THE DEAERATION PRESSURE BOTTLE
CAP IS A SAFETY PRECAUTION. WHEN HOT,
PRESSURE BUILDS UP IN COOLING SYSTEM. TO
PREVENT SCALDING OR INJURY, THE DEAERA-
TION PRESSURE BOTTLE CAP SHOULD NOT BE
REMOVED WHILE THE SYSTEM IS HOT AND/OR
UNDER PRESSURE.
There is no need to remove the radiator cap at any time except for the following purposes:
(1) Check and adjust antifreeze freeze point.
(2) Refill system with new coolant.
(3) Conducting service procedures.
(4) Checking for vacuum leaks.
WARNING: IF VEHICLE HAS BEEN RUN RECENTLY,
WAIT 15 MINUTES BEFORE REMOVING CAP. THEN
PLACE A SHOP TOWEL OVER THE CAP AND
WITHOUT PUSHING DOWN ROTATE IT COUNTER-
CLOCKWISE TO THE FIRST STOP. ALLOW FLUIDS
TO ESCAPE THROUGH THE OVERFLOW TUBE
AND WHEN THE SYSTEM STOPS PUSHING OUT
COOLANT AND STEAM AND PRESSURE DROPS,
REMOVE THE CAP COMPLETELY. SQUEEZING THE
RADIATOR INLET HOSE WITH A SHOP TOWEL (TO
CHECK PRESSURE) BEFORE AND AFTER TURN-
ING TO THE FIRST STOP IS RECOMMENDED.
Fig. 6 Deaeration Pressure Cap Filler Neck
DEAERATION PRESSURE BOTTLE CAP TO
SEAL CHECK
The pressure cap upper gasket (seal) pressure relief can be checked by removing cap (Fig. 7). Attach the
Radiator Pressure Tool to the cap and pump air into
Fig. 7 Pressure Testing Radiator Cap
COOLING SYSTEM 7 - 15
PRESSURE TESTING DEAERATION
PRESSURE BOTTLE CAP
Dip the pressure cap in water, clean any deposits off the vent valve or its seat and apply cap to end of
Radiator Pressure Tool. Working the plunger, bring the pressure to 104 kPa (15 psi) on the gauge. If the pressure cap fails to hold pressure of at least 97 kPa
(14 psi) replace cap. See CAUTION
If the pressure cap tests properly while positioned on Radiator Pressure Tool (Fig. 7), but will not hold pressure or vacuum when positioned on the deaeration bottle. Inspect the deaeration bottle neck and cap top gasket for irregularities that may prevent the cap from sealing properly.
CAUTION: Radiator Pressure Tool is very sensitive to small air leaks which will not cause cooling system problems. A pressure cap that does not have a history of coolant loss should not be replaced just because it leaks slowly when tested with this tool.
Add water to the tool. Turn tool upside down and recheck pressure cap to confirm that cap is bad.
INSPECTION
Hold the cap in hand, right side up (Fig. 6). The vent valve at the bottom of the cap should not open.
If the rubber gasket has swollen and prevents the valve from closing, replace the cap.
Hold the cleaned cap in hand upside down. If any light can be seen between vent valve and rubber gasket, replace cap.
RADIATORS
The radiators are crossflow types (horizontal tubes) with design features that provide greater strength as well as sufficient heat transfer capabilities to keep the engine satisfactorily cooled.
CAUTION: Plastic tanks, while stronger than brass are subject to damage by impact, such as wrenches.
RADIATOR DRAINCOCK SERVICE
REMOVAL
CAUTION: Use of pliers on draincock is not recommended. Damage may occur to part. Draincock should not be removed unless leakage observed.
(1) Turn the draincock stem counterclockwise to unscrew the stem. When the stem is unscrewed to the end of the threads turn back 1/8 turn and, pull the stem (Fig. 9) from the radiator tank.
INSTALLATION
(1) Push the draincock assembly body into the tank opening until it snaps into place.
(2) Tighten the draincock stem by turning clockwise until it stops.
RADIATOR COOLANT FLOW CHECK
To determine whether coolant is flowing through the cooling system, use the following procedure:
• If engine is cold, idle engine until normal operating temperature is reached. Then feel the upper radiator hose. If it is hot, coolant is circulating.
Fig. 8 Cooling Module
7 - 16 COOLING SYSTEM
Fig. 9 Draincock Assembly
WARNING: DO NOT REMOVE COOLANT DEAERA-
TION PRESSURE CAP WITH THE SYSTEM HOT
AND UNDER PRESSURE BECAUSE SERIOUS
BURNS FROM COOLANT CAN OCCUR.
• Remove coolant deaeration pressure cap when engine is cold, Idle engine, you should observe coolant flow while looking into the filler neck. Once flow is detected install pressure cap.
RADIATOR
REMOVAL
(1) Disconnect negative battery cable from battery.
WARNING: DO NOT REMOVE THE CYLINDER
BLOCK PLUG OR THE RADIATOR DRAINCOCK
WITH THE SYSTEM HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM COOLANT CAN
OCCUR.
(2) Drain cooling system. Refer to Draining Cooling System of this section.
(3) Remove upper radiator crossmember (Fig. 10).
(4) Remove hose clamps and hoses from the radiator.
Fig. 11 Electric Fan Motor RFI Module
Fig. 10 Upper Radiator Crossmember
(5) Disconnect automatic transmission hoses from cooler and plug off.
Fig. 12 Radiator Module—All Models
(6) Disconnect the fan wiring connector from the RFI module (Fig. 11).
(7) Remove upper radiator mounting screws (Fig.
12). Disconnect the engine block heater wire if equipped.
(8) Remove the air conditioning condenser attaching screws located at the front of the radiator, if equipped.
Lean condenser forward against bumper. It is not necessary to discharge the air conditioning system to remove radiator.
(9) Radiator can now be lifted free from engine compartment. Care should be taken not to damage radiator cooling fins or water tubes during removal.
COOLING SYSTEM 7 - 17
INSTALLATION
(1) Slide radiator and fan module down into position, seat the radiator assembly lower rubber isolators in the mount holes provided.
(2) Attach air conditioning condenser to radiator, if equipped.
Torque mounting screws to 5 N I m (45 in. lbs.).
(3) Torque radiator mounting screws to 14 N
I m
(123 in. lbs.).
(4) Connect lower radiator hose and clamp, then automatic transmission hoses. Torque hose clamps to
2.5 N
I m (22 in. lbs.).
(5) Install upper radiator hose align hose so it will not interfere with the accessory drive belt or engine.
Position hose clamp so it will not interfere with the hood.
(6) Connect fan motor electrical connection and connect negative battery cable.
(7) Fill cooling system with coolant. Refer to Re-
filling Cooling Systems. in this group.
(8) Operate engine until it reaches normal operating temperature. Check cooling system and automatic transmission for correct fluid levels.
RADIATOR HOSES AND CLAMPS
WARNING: IF VEHICLE HAS BEEN RUN RECENTLY,
WAIT 15 MINUTES BEFORE WORKING ON VEHI-
CLE. RELIEVE PRESSURE BY PLACING A SHOP
TOWEL OVER THE CAP AND WITHOUT PUSHING
DOWN ROTATE IT COUNTER-CLOCKWISE TO THE
FIRST STOP.
ALLOW FLUIDS TO ESCAPE
THROUGH THE OVERFLOW TUBE AND WHEN THE
SYSTEM STOPS PUSHING OUT COOLANT AND
STEAM AND PRESSURE DROPS.
The hoses are removed by using constant tension clamp pliers to compress hose clamp.
A hardened, cracked, swollen or restricted hose should be replaced. Do not damage radiator inlet and outlet when loosening hoses.
Radiator hoses should be routed without any kinks and indexed as designed. The use of molded hoses is recommended.
Spring type hose clamps are used in all applications. If replacement is necessary replace with the original MOPAR equipment spring type clamp.
DUAL FAN MODULE
All models use electric motor driven fans. The fan modules include a motor support and shroud. The module is fastened to the radiator by screws with
U-nuts and retaining clips (Fig. 13).
The dual fan module is a combination of 2 fans mounted in a one piece shroud which operate at two speeds and are simultaneously activated. The dual fan system improves engine cooling and air conditioning performance in hot weather and severe driving conditions, while reducing fan noise and power consumption. Attempts to reduce high temperature gauge reading by increasing engine speed, at the same vehicle speed, can increase high temperature.
FAN SHROUD
All vehicles have fan shrouds to improve fan air flow efficiency. The shroud supports the electric fan motor and fan.
REMOVAL
(1) Disconnect electric lead to the RFI module.
(2) Remove fan module to radiator fasteners and retaining clips (Fig. 13).
(3) Remove assembly from radiator.
Fig. 13 Servicing Fan Module
FAN SERVICE
(1) To remove fan from motor shaft, bench support the motor and motor shaft, while removing the fan retaining clip or nut, so that the shaft and motor will not be damaged by excessive force. Surface or burr removal may be required to remove fan from
motor shaft. (Fig. 14). Do not permit the fan blades to touch the bench.
(2) To install fan on motor shaft, slide the fan over shaft. Support motor and shaft as above while installing fan retaining clip or retaining nut.
FAN MOTOR SERVICE
(1) Remove the motor fasteners from support (Fig.
13). Remove motor from support.
(2) Reverse the above procedure for Installation.
Torque the fan motor fasteners to 3 N I m (25 in. lbs.) right fan and 5 N
I m (45 in. lbs.) left fan.
INSTALLATION
(1) Install assembly to radiator. Attach retaining clips and torque shroud to radiator fasteners to 5
N I m (45 in. lbs.).
7 - 18 COOLING SYSTEM
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 07-05-92 November 16, 1992
Fig. 14 Servicing Radiator Fans
(2) Connect fan motor lead. For wiring diagrams of fan motor systems Refer to 8W Wiring Dia-
grams.
RADIATOR FAN CONTROL
Fan control is accomplished two ways. A pressure transducer on the compressor discharge line sends a signal to the powertrain control module (PCM) which will activate both fans. In addition to this control, the fan is turned on by the temperature of the coolant which is sensed by the coolant temperature sensor which sends the message to the Engine Controller. The
Engine Controller turns on the fan through the fan relay. See Wiring Diagrams Manual for circuity and diagnostics provided.
Switching through the Engine Controller provides fan control for the following conditions.
• The fan will not run during cranking until the engine starts no matter what the coolant temperature is.
• Fan will run accordingly the chart in (Fig. 15)
TEMPERATURE GAUGE INDICATION
At idle the temperature gauge will rise slowly to about 5/8 gauge travel. The fan will come on and the gauge will drop to about 1/2 gauge travel, this is normal.
ELECTRIC FAN MOTOR
Refer to L.H. Body Diagnostic Manual for procedure
Fig. 15 Radiator Fan Control Chart — 3.3/3.5L Engines
ELECTRIC FAN MOTOR TEST
Refer to L.H. Body Diagnostic Manual for procedure
AUTOMATIC TRANSMISSION OIL COOLER
Oil cooler is an internal oil to coolant type, mounted in the radiator left tank (Fig. 16). Steel tube and rubber oil lines feed the oil cooler and the automatic transmission. Use only approved transmission oil cooler hose.
Since these are molded to fit space available, molded hoses are recommended. Flare the end of steel tube to ensure sealing of the hose. Torque Oil Cooler Hose
Clamps to 2.5 N I m (22 in. lbs.).
Fig. 16 Transmission Oil Cooler
COOLING SYSTEM 7 - 19
ACCESSORY DRIVE BELTS
INDEX page
3.3/3.5L Engine Accessory Drive Belt Service
page
General Information
. . . . . . . . . . . . . . . . . . . . . . . 19
GENERAL INFORMATION
PROPER BELT TENSION
Satisfactory performance of the belt driven accessories depends on belt condition (Fig. 1) and proper belt tension.
BELT TENSION GAUGE METHOD
Use belt tensioning Special Tool Kit C-4162 for:
• For conventional belts and Poly-V belts.
Adjust the belt tension for a New or Used belt tension applications:
• Used Belt — 534 N (120 lbs.)
• New Belt — 667 6 44 N (150 6 10 lbs.)
3.3/3.5L ENGINE ACCESSORY DRIVE BELT
SERVICE
Fig. 1 Drive Belt Inspection generator mounting bracket (Fig. 3) to maintain proper belt tension. To remove or install this belt,
Release tension by loosening the generator mounting bolt A and adjusting bolt locknut B then loosen adjusting bolt (Fig. 3). Reverse procedure to install and tighten belt to specified tension.
GENERATOR, POWER STEERING PUMP, AIR
CONDITIONING COMPRESSOR AND WATER
PUMP DRIVE BELT SERVICE
GENERATOR/POWER STEERING PUMP AND WATER PUMP
BELT— 3.3L ENGINE
The Poly-V generator/power steering and water pump belt is provided by an adjusting screw on the
GENERATOR/POWER STEERING PUMP BELT— 3.5L ENGINE
The Poly-V generator/power steering belt is provided by adjustable tensioner pulley located on the timing belt cover (Fig. 4) to maintain proper belt tension. To remove or install this belt, Release tension
ACCESSORY DRIVE BELTS DIAGNOSIS
7 - 20 COOLING SYSTEM by loosening the tensioner pulley nut and adjustment bolt (Fig. 4). Reverse procedure to install and tighten belt to specified tension.
Fig. 2 Accessory Drive— 3.3L Engine
AIR CONDITIONING BELT— 3.3/3.5L ENGINES
(1) Remove the generator/power steering pump and water pump drive belt to gain access to the air conditioning drive belt.
(2) To remove and install the air conditioning compressor drive belt, first loosen the tensioner pulley lock nut, then turn the adjusting screw to raise or lower the tensioner pulley assembly (Fig. 2 and 4).
To adjust the air conditioning drive belt, loosen the tensioner pulley nut (Fig. 4) and adjust belt tension by tightening adjusting screw (Figs. 2 and 4). Torque pulley nut to 54 N I m (40 ft. lbs.) after adjustment.
Fig. 3 Generator/Power Steering and Water Pump
Drive Belt Adjustment —3.3L Engine
Fig. 4 Accessory Drive—3.5L Engine
COOLING SYSTEM 7 - 21
DESCRIPTION AND OPERATION
ENGINE BLOCK HEATER
On all models an engine block heater is available as an optional accessory. The heater, operated by ordinary house current (110 Volt A.C.) through a power cord and connector behind the radiator grill. This provides easier engine starting and faster warm-up when vehicle is operated in areas having extremely low temperatures.
The heater is mounted in a core hole (in place of a core hole plug) in the engine block, with the heating element immersed in coolant (Fig. 10).
The power cord must be secured in its retainer clips, and not positioned so it could contact linkages or exhaust manifolds and become damaged.
If unit does not operate, trouble can be in either the power cord or the heater element. Test power cord for continuity with a 110-volt voltmeter or 110-volt test light; test heater element continuity with an ohmmeter or 12-volt test light.
(2) Insert heater assembly with element loop positioned upward.
(3) With heater seated, tighten center screw securely to assure a positive seal.
(4) Fill cooling system with coolant to the proper level, vent air, and inspect for leaks. Pressurize system with Radiator Pressure Tool before looking for leaks.
REMOVAL
(1) Drain coolant from radiator and cylinder block.
Refer to Cooling System Drain, Clean, Flush and Refill of this section for procedure.
(2) Detach power cord plug from heater.
(3) Loosen screw in center of heater. Remove heater assembly.
INSTALLATION
(1) Thoroughly clean core hole and heater seat.
Fig. 5 Engine Block Heater
7 - 22 COOLING SYSTEM
TORQUE
SPECIFICATIONS
COOLING SYSTEM CAPACITY
ELECTRICAL 8A - 1
ELECTRICAL
GROUP INDEX
AUDIO SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8F
BATTERY/STARTING/CHARGING SYSTEMS
DIAGNOSTIC . . . . . . . . . . . . . . . . . . . . . . . . . . 8A
BATTERY/STARTER/GENERATOR SERVICE . . . 8B
CHIME WARNING/REMINDER SYSTEM . . . . . . 8U
HORNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8G
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . . . . 8D
INSTRUMENT PANEL AND GAUGES . . . . . . . . 8E
LAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L
OVERHEAD CONSOLE . . . . . . . . . . . . . . . . . . . . 8C
POWER LOCKS . . . . . . . . . . . . . . . . . . . . . . . . . 8P
POWER MIRRORS . . . . . . . . . . . . . . . . . . . . . . . 8T
POWER SEATS . . . . . . . . . . . . . . . . . . . . . . . . . 8R
POWER WINDOWS . . . . . . . . . . . . . . . . . . . . . . 8S
REAR WINDOW DEFOGGER . . . . . . . . . . . . . . . 8N
RESTRAINT SYSTEMS . . . . . . . . . . . . . . . . . . . 8M
SPEED CONTROL SYSTEM . . . . . . . . . . . . . . . . 8H
TURN SIGNALS AND HAZARD WARNING
FLASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J
WINDSHIELD WIPER AND WASHER
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8K
WIRING DIAGRAMS . . . . . . . . . . . . . . . . . . . . . 8W
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
CONTENTS
page
BATTERY TEST PROCEDURES ON-VEHICLE
FAULT CODES—ON BOARD DIAGNOSTICS . . 21
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
GENERATOR TEST PROCEDURES ON VEHICLE
page
IGNITION OFF DRAW (IOD)
. . . . . . . . . . . . . . . 9
SPECIFICATIONS
. . . . . . . . . . . . . . . . . . . . . . . 26
STARTER TEST PROCEDURES ON VEHICLE
GENERAL INFORMATION
For Battery, Starter or Generator Replacement, refer to Group 8B, Battery/Starter/Generator Service.
Group 8A, Battery/Starting/Charging Systems Diagnostics will cover diagnostics only.
The Battery, Starting, and Charging Systems operate in conjunction with one another, and must be thoroughly tested as a complete system. To enable the vehicle to start and charge properly, it must have a battery that will perform to specifications. The starter motor, generator, wiring, and electronics also must perform within specifications. Group 8A will cover Starting (Fig.
1) and Charging System (Fig. 2) diagnostic procedures.
These will be covered from the most basic conventional methods to On Board Diagnostics (OBD) built into the vehicle’s electronics. The need for conventional testing equipment has not been eliminated by the introduction of OBD. Frequent use of an ammeter, volt/ohmmeter, battery charger, carbon pile rheostat (load tester), and
12 volt (low wattage) test light will be required.
Fig. 1 Starting System Components
All front wheel drive vehicles are equipped with OBD and all OBD sensing systems are monitored by the powertrain control module. The powertrain control module will store in electronic memory, any detectable failure within the monitored circuits. It will retain this information for a period of 50 engine starts, then erase the
8A - 2 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS memory if the failure does not reoccur during that period. This also will translate a monitored failure in the form of a FAULT CODE when a readout command is given. A readout command can be made by turning the ignition switch to ON-OFF-ON-OFF-ON without starting the engine. The CHECK ENGINE LAMP on the instrument cluster will flash in predetermined sequences to show Fault Codes. However, the Check Engine Lamp cannot express fault codes for all failures. Fault codes are easier to obtain and more complete with the use of
Diagnostic Tool (DRB II). This tool is plugged into the diagnostic connector located in the engine compartment
(Fig. 2). Refer to the instructions provided with the
(DRB II) tool being used.
For numbered Fault Codes pertaining to components within this particular Group, refer to Failure
Codes—On Board Diagnostics in Group 8A. For other numbered Fault Codes not pertaining to this Group
(8A), refer to On Board Diagnostics in the General Diagnosis section of Group 14, Fuel System for more information.
Fig. 2 Charging System Components
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 3
BATTERY TEST PROCEDURES ON-VEHICLE
INDEX page
Battery Charging
. . . . . . . . . . . . . . . . . . . . . . . . . . 7
Battery Load Test
. . . . . . . . . . . . . . . . . . . . . . . . . 6
Battery Open Circuit Voltage Test
Causes of Battery Discharging
. . . . . . . . . . . . . . . 4
page
General Information
. . . . . . . . . . . . . . . . . . . . . . . . 3
State of Charge Tests
. . . . . . . . . . . . . . . . . . . . . . 4
Test Indicator
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
GENERAL INFORMATION
The battery stores, stabilizes, and produces electrical current to operate various electrical systems in the vehicle. The determination of whether a battery is good or bad is made by its ability to accept a charge. It also must produce high-amperage current output over an extended period to be able to start the vehicle. The capability of the battery to store electrical current comes from a chemical reaction. This reaction takes place between the sulfuric acid solution
(electrolyte) and the lead +/- plates in each cell of the battery. As the battery discharges, the plates react with the acid from the electrolyte. When the charging system charges the battery, the water is converted to sulfuric acid in the battery. The amount of acid (specific gravity) in the electrolyte can be measured with a hydrometer. The factory installed battery is equipped with a built-in hydrometer (test indicator) (Figs. 3, 4 and 5) to assist in determining the batteries state of charge. The factory installed battery is also sealed. Water cannot and should not be added.
Fig. 4 Built in Test Indicator
TROLYTE LEVEL IS BELOW THE TOP OF THE
PLATES. PERSONAL INJURY MAY OCCUR.
When the electrolyte level is below the top of the plates (yellow or bright color indicator in sight glass)
(Figs. 4 and 5), the battery must be replaced. Refer to Test Indicator. The battery must be completely charged (green color in sight glass). The top, posts, and terminals should be properly cleaned before diagnostic procedures are performed. Also refer to
Group 8B, Battery/Starter/Generator Service for additional information.
Fig. 3 Battery Construction and Test Indicator
The battery is vented to release gases that are created when the battery is being charged and discharged. The battery top, posts, and terminals should be cleaned when other under hood maintenance is performed (Fig. 3).
WARNING: DO NOT ASSIST BOOST, CHARGE, ADD
WATER, OR LOAD TEST BATTERY WHEN ELEC-
Fig. 5 Test Indicator Sight Glass
TEST INDICATOR
A test indicator (hydrometer) viewed through a sight glass, is built into the top of battery case (Figs.
3, 4 and 5). This provides visual information for battery testing. The test indicator sight glass is to be used with diagnostic procedures described in this
Group.
8A - 4 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
It is important when using the Test Indicator that the battery be level and have a clean top to see the correct indications. A light may be required to view the Indicator.
WARNING: DO NOT USE OPEN FLAME NEAR BAT-
TERY. EXPLOSIVE GASES FORM ABOVE BAT-
TERY.
ignition OFF to function properly. When a vehicle is not used over an extended period of approximately 20 days the Main Fusible Link Connector (Fig. 6) should be disconnected. This is located near the battery on the engine wiring harness. Disconnection of this connector will help prevent battery discharging.
Refer to Fig. 7 Battery Diagnostics.
STATE OF CHARGE TESTS
USING TEST INDICATOR
The built-in test hydrometer (Figs. 3, 4 and 5) measures the specific gravity of the electrolyte. Specific
Gravity (SG) of the electrolyte will show state-ofcharge (voltage). The test indicator WILL NOT show cranking capacity of the battery. Refer to Battery
Load Test for more information. Look into the sight glass (Figs. 4 and 5) and note the color of the indicator (Fig. 5). Refer to the following description of colors:
• GREEN = 75 to 100
• state-of-charge
The battery is adequately charged for further testing and may be returned to use. If the vehicle will not crank for a maximum 15 seconds, refer to BAT-
TERY LOAD TEST in this Group for more information.
BLACK OR DARK = 0 to 75 state-of-charge
The battery is INADEQUATELY charged and must be charged until green dot is visible, (12.4 volts or greater) before the battery is tested or returned to use. Refer to Causes of Battery Discharging in this
Group for more information.
YELLOW OR BRIGHT COLOR = Battery must be replaced.
WARNING: DO NOT CHARGE, ASSIST BOOST,
LOAD TEST, OR ADD WATER TO THE BATTERY
WHEN YELLOW OR BRIGHT COLOR DOT IS VISI-
BLE. PERSONAL INJURY MAY OCCUR.
A yellow or bright color dot shows electrolyte level in battery is below the test indicator (Fig. 5). Water cannot be added to a maintenance free battery. The battery must be replaced. A low electrolyte level may be caused by an over charging condition. Refer to
Generator Test Procedures on Vehicle.
CAUSES OF BATTERY DISCHARGING
It is normal to have a small 5 to 30 milliamperes continuous electrical draw from the battery. This draw will take place with the ignition in the OFF position, and the courtesy, dome, storage compartments, and engine compartment lights OFF. The continuous draw is due to various electronic features or accessories that require electrical current with the
Fig. 6 Ignition OFF Draw Test
ABNORMAL BATTERY DISCHARGING
(1) Corroded battery posts, cables or terminals.
(2) Loose or worn generator drive belt.
(3) Electrical loads that exceed the output of the charging system due to equipment or accessories installed after delivery.
(4) Slow driving speeds in heavy traffic conditions or prolonged idling with high-amperage electrical systems in use.
(5) Defective electrical circuit or component causing excess Ignition Off Draw (IOD). Refer to Ignition
Off Draw (IOD).
(6) Defective charging system.
(7) Defective battery.
BATTERY OPEN CIRCUIT VOLTAGE TEST
An open circuit voltage no load test shows the state of charge of a battery. Also, if it will pass a load test of 50 percent of the battery cold crank rating. Refer to Battery Load Test. If a battery has an voltage reading of 12.4 volts or greater, and will not endure a load test, it is defective and replacement would be required. To test open circuit voltage, perform the following operation:
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 5
Fig. 7 Battery Diagnostics
8A - 6 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
(1) Remove both battery cables, negative first. If the battery has been boosted, charged, or loaded just prior to this operation, allow the battery a few minutes to stabilize.
(2) Using a voltmeter connected to the battery posts and measure the open circuit voltage (Fig. 8).
(2) Use a suitable Volt/Ammeter/Load tester (Fig.
10) connected to the battery posts (Fig. 11). Check the open circuit voltage of the battery. Voltage should be equal to or greater than 12.4 volts with the green dot visible in test indicator.
Fig. 8 Testing Open Circuit Voltage
This voltage reading will show the state of charge of the battery. It will not reveal battery cranking capacity (Fig. 9).
Fig. 10 Volt-Ammeter-Load Tester
Fig. 9 Battery Open Circuit Voltage
BATTERY LOAD TEST
A fully charged battery must have reserve cranking capacity. This will enable the starter motor and ignition system enough power to start the engine over a broad range of ambient temperatures. A battery load test will verify the actual cranking performance based on the cold crank rating of the battery.
WARNING: IF BATTERY SHOWS SIGNS OF FREEZ-
ING, LEAKING, LOOSE POSTS, OR EXCESSIVELY
LOW ELECTROLYTE LEVEL, DO NOT TEST. ACID
BURNS OR AN EXPLOSIVE CONDITION MAY RE-
SULT.
(1) Remove both battery cables, NEGATIVE first.
Battery top, cables and posts should be clean. If green dot is not visible in indicator, charge the battery. Refer to Battery Charging Procedures.
Fig. 11 Volt-Ammeter-Load Tester Connections
(3) Rotate the load control knob of the Carbon pile rheostat to apply a 300 amp load. Apply this load for
15 seconds to remove the surface charge from the battery, and return the control knob to off (Fig. 12).
Fig. 12 Remove Surface Charge from Battery
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 7
(4) Allow the battery to stabilize for 15 seconds, and then verify open circuit voltage.
(5) Rotate the load control knob on the tester to maintain 50% of the battery cold crank rating for a minimum 15 seconds (Fig. 13).
• It passes the 15 second load test (Fig. 14).
• The built in test indicator dot is GREEN (Fig. 5).
The battery cannot be refilled with water, it must be replaced.
WARNING: DO NOT CHARGE A BATTERY THAT HAS
EXCESSIVELY LOW ELECTROLYTE LEVEL. BATTERY
MAY SPARK INTERNALLY AND EXPLODE.
EXPLOSIVE GASES FORM OVER THE BATTERY.
DO NOT SMOKE, USE FLAME, OR CREATE
SPARKS NEAR BATTERY.
DO NOT ASSIST BOOST OR CHARGE A FROZEN
BATTERY. BATTERY CASING MAY FRACTURE.
BATTERY ACID IS POISON, AND MAY CAUSE SE-
VERE BURNS. BATTERIES CONTAIN SULFURIC
ACID. AVOID CONTACT WITH SKIN, EYES, OR
CLOTHING. IN THE EVENT OF CONTACT, FLUSH
WITH WATER AND CALL PHYSICIAN IMMEDI-
ATELY. KEEP OUT OF REACH OF CHILDREN.
Fig. 13 Load 50% Cold Crank Rating
After 15 seconds, record the loaded voltage reading and return the load control to off.
(6) Voltage drop will vary according to battery temperature at the time of the load test. Battery temperature can be estimated by the temperature of exposure over the preceding several hours. If the battery has been charged, boosted, or loaded a few minutes prior to the test, the battery would be slightly warmer. Refer to Fig. 14 for proper loaded voltage reading.
CAUTION: Disconnect the battery NEGATIVE cable first (Fig. 15) before charging battery to avoid damage to electrical systems. Do not exceed 16.0 volts while charging battery. Refer to the instructions supplied with charging equipment
Fig. 14 Load Test Temperature
(7) If battery passes load test, it is in good condition and further tests are not necessary. If it fails load test, it should be replaced.
BATTERY CHARGING
A battery is considered fully charged when it will meet all the following requirements:
• It has an open circuit voltage charge of at least
12.4 volts (Fig. 9).
Fig. 15 Disconnect Battery Negative Cable
Battery electrolyte will bubble inside of battery case while being charged properly. If the electrolyte boils violently, or is discharged from the vent holes while charging, immediately reduce charging rate or turn off charger. Evaluate battery condition. Battery damage may occur if charging is excessive.
Some battery chargers are equipped with polarity sensing devices to protect the charger or battery from being damaged if improperly connected. If the battery state of charge is too low for the polarity sensor to detect, the sensor must be bypassed for charger to operate. Refer to operating instructions provided with battery charger being used.
CAUTION: Charge battery until test indicator appears green. Do not overcharge.
It may be necessary to jiggle the battery or vehicle to bring the green dot in the test indicator into view.
8A - 8 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
After the battery has been charged to 12.4 volts or greater, perform a load test to determine cranking capacity. Refer to BATTERY LOAD TEST in this
Group. If the battery will endure a load test, return the battery to use. If battery will not endure a load test, it must be replaced. Properly clean and inspect battery hold downs, tray, terminals, cables, posts, and top before completing service. Also refer to
Group 8B, Battery/Starter/Generator Service.
CHARGING TIME REQUIRED
The time required to charge a battery will vary depending upon the following factors:
• SIZE OF BATTERY
A completely discharged of a large heavy-duty battery requires more than twice the recharging time as a completely discharged small capacity battery (Fig. 16).
CHARGING COMPLETELY DISCHARGED
BATTERY
The following procedure should be used to recharge a completely discharged battery. Unless procedure is properly followed, a good battery may be needlessly replaced (Fig. 17).
Fig. 17 Charge Rate
(1) Measure the voltage at battery posts with a voltmeter accurate to 1/10 volt (Fig. 18). If below 10 volts, charge current will be low, and it could take some time before it accepts a current in excess of a few milliamperes. Such low current may not be detectable on amp meters built into many chargers.
Fig. 16 Battery Charging Time
• TEMPERATURE
A longer time will be needed to charge a battery at
-18°C (0°F) than at 27°C (80°F). When a fast charger is connected to a cold battery, current accepted by battery will be very low at first. In time, the battery will accept a higher rate as battery warms.
• CHARGER CAPACITY
A charger which can supply only five amperes will require a much longer period of charging than a charger that can supply 30 amperes or more.
•
STATE OF CHARGE
A completely discharged battery requires more charging time than a partially charged battery. Electrolyte is nearly pure water in a completely discharged battery. At first, the charging current amperage will be low. As water is converted to sulfuric acid inside the battery, the current amp rate will rise. Also, the specific gravity of the electrolyte will rise, bringing the green dot (Fig. 5) into view.
WARNING: NEVER EXCEED 20 AMPS WHEN
CHARGING A COLD -1°C (30°F) BATTERY. PER-
SONAL INJURY MAY RESULT.
Fig. 18 Voltmeter Accurate to 1/10 Volt (Connected)
(2) Connect charger leads. Some chargers feature polarity protection circuitry that prevents operation unless charger is connected to battery posts correctly.
A completely discharged battery may not have enough voltage to activate this circuitry. This may happen though the leads are connected properly.
(3) Battery chargers vary in the amount of voltage and current they provide. For the time required for the battery to accept measurable charger current at various voltages, refer to Fig. 17. If charge current is still not measurable after charging times, the battery should be replaced. If charge current is measurable during charging time, the battery may be good, and charging should be completed in the normal manner.
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 9
GENERAL INFORMATION
IGNITION OFF DRAW (IOD)
A completely normal vehicle will have a small amount of current drain on the battery with the key out of the ignition. It can range from 15 to 25 milliamperes after all the modules time out. If a vehicle will not be operated for approximately a month, the
MAIN Feed Connector should be opened to eliminate the vehicle electrical drain on the battery. The Main
Feed Connector is between the battery and the power distribution center (Fig. 19).
Fig. 19 Ignition OFF Draw (IOD) Test
IGNITION OFF DRAW (IOD) TESTS
High current draw on the battery with the ignition
OFF will discharge a battery. After a dead battery is serviced the vehicle ignition off draw (IOD) should be checked. Determine if a high current draw condition exists first check the vehicle with a test light.
(1) Verify that all electrical accessories are OFF.
• Remove key from ignition switch
• Turn off all lights
•
Trunk lid and glove box door is closed
• Sun visor vanity lights are OFF
• All doors are closed
• Allow the Illuminated Entry System to time out in approximately 30 seconds, if equipped.
(2) Disconnect negative battery cable (Fig. 15).
(3) Connect a 12-volt test light, with a cold resistance of 5-7 ohms, between the negative cable clamp and the negative battery post (Fig. 19). The test light will remain lit for approximately a minute and then go out.
Each time the test light or milliamp meter is disconnected and connected, all electronic timer functions will be activated for approximately one minute.
BULB LIGHTS AND STAYS ON
There is either a short circuit or a fault in an electronic module. Two fuses in the power distribution center feed the electronic control modules with ignition off draw.
•
Interior/brake lamp fuse J (20 Amp)
•
Engine controller fuse A (20 Amp)
(1) Remove both fuses (A and J). By removing these fuses all ignition off draw from the electronic control modules will be disconnected. The test light should go out. If test light goes out go to step 2. If test light does not go out there is a short circuit. Refer to Group 8W, Wiring Diagrams.
(2) Install the powertrain and transmission control modules fuse A. If test light lites, there is a short circuit or faultily powertrain/transmission control module.
(a) Disconnect powertrain control module.
(b) If test light goes out, replace powertrain control module.
(c) If light does not go out, disconnect the transmission control module.
(d) If test light goes out, replace transmission control module.
(e) If test light does not go out, there is a short circuit to one of the modules. Refer to Group 8W,
Wiring Diagrams.
(3) Install the interior/brake lamp fuse J. If test light lites, go to the junction block and remove two fuses #4 and #13.
•
Stop lamp fuse #4 (20 amp)
•
Interior lighting fuse #13 (10 amp)
(4) If test light goes out, go to step 5. If the test light stays on, there is a short circuit in the wiring between the power distribution center and the junction block. Refer to Group 8W, wiring diagrams.
(5) Install the stop lamp fuse #4. If test light lites, there is a short circuit between the fuse and the stop lamps. Refer to Group 8W, Wiring Diagrams. If test light does not lite, go to step 6.
(6) Install the interior lighting fuse #13. Close all doors. If test light lites, there is a short circuit or a faulty:
• Radio
• Body controller
• Remote keyless entry module
(7) Disconnect the three components. If test light goes out, go to step 8. If test light does not go out, with all components disconnected there is a short circuit between the fuse and the components. Refer to
Group 8W, Wiring Diagrams. Set meter to the highest mA range.
8A - 10 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
(8) Using an multi-meter, that has least a milliampere range of 200 mA. Install meter between the battery negative cable and battery negative post (Fig.
20). Carefully remove the test light without disconnecting the meter. After all modules time-out the total vehicle IOD should be less than 25 milliamperes.
If ignition off draw is more than 25 milliamperes go to step 9.
Fig. 20 Milliampere Meter Connection
Each time the test light or milliampere meter is disconnected and connected, all electronic timer functions will be activated for approximately one minute.
The body controller ignition off draw can reach 90 milliamperes.
(9) Remove both fuses (J and A).
• Interior/brake lamp fuse J (20 Amp)
• Engine controller fuse A (20 Amp)
If there is any reading, with fuses removed there is a short circuit in the wiring. Refer to Group 8W, wiring diagrams. If reading is less than 25 mA go to step 10.
(10) Install interior/brake lamp fuse J. After installing fuse, the current can reach 90 mA. After time-out the reading should not exceed 20 mA. If OK go to step 11. If not, disconnect:
• Radio
• Body controller
•
Remote keyless entry module
Disconnect one component at time, to see if any component is at fault. If the high reading is not eliminated there is a short circuit in the wiring. Refer to
Group 8W, wiring diagrams.
CAUTION: Always disconnect the meter before opening a door.
(11) Remove interior/brake lamp fuse J and install the powertrain control module (engine controller) fuse A. The milliampere reading should be 2-4 mA. If reading is higher than 4 mA:
(a) Disconnect powertrain control module.
(b) If reading is OK, replace powertrain control module.
(c) If reading does not change, disconnect the transmission control module.
(d) If reading is OK, replace transmission control module.
(e) If reading stays, there is a short circuit to one of the modules. Refer to Group 8W, Wiring Diagrams.
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 11
STARTER TEST PROCEDURES ON VEHICLE
INDEX page
Diagnostic Preparation
. . . . . . . . . . . . . . . . . . . . . 11
General Information
. . . . . . . . . . . . . . . . . . . . . . . 11
Ignition Switch Test
. . . . . . . . . . . . . . . . . . . . . . . 17
page
Starter Control Circuit Tests
. . . . . . . . . . . . . . . . 14
Starter Feed Circuit Resistance Test
Starter Feed Circuit Tests
. . . . . . . . . . . . . . . . . . 11
GENERAL INFORMATION
The starting system (Fig. 1) has:
• Ignition switch
• Starter relay (Fig. 2)
• Neutral starting and back-up switch with automatic transmissions only
• Wiring harness
•
Battery
• Starter motor with an integral solenoid
These components form two separate circuits. A high amperage circuit that feeds the starter motor up to 300+ amps, and a control circuit that operates on less than 20 amps.
Fig. 1 Starting System
DIAGNOSTIC PREPARATION
Before proceeding with starting system diagnostics, verify:
Fig. 2 Starter Relay
(1) The battery top, posts, and terminals are clean.
(2) The generator drive belt tension and condition is correct.
(3) The battery state-of-charge is correct.
(4) The battery will endure load test.
(5) The battery cable connections at the starter and engine block are clean and free from corrosion.
(6) The wiring harness connectors and terminals are clean and free from corrosion.
(7) Proper circuit grounding.
(8) Refer to Starter System Diagnostics (Fig. 3).
STARTER FEED CIRCUIT TESTS
The following procedure will require a suitable volt-ampere tester (Fig. 4).
CAUTION: Ignition system also must be disabled to prevent engine start while performing the following tests.
(1) Connect a volt-ampere tester (Fig. 4) to the battery terminals (Fig. 5). Refer to the operating instructions provided with the tester being used.
(2) Disable ignition system as follows:
8A - 12 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
Fig. 3 Starter System Diagnostics
Fig. 4 Volt Ampere Tester
VEHICLES WITH DIRECT IGNITION SYSTEM:
Disconnect the ignition coils electrical connector (Fig.
6 and 7).
(3) Verify that all lights and accessories are OFF, and the transmission shift selector is in the PARK.
Set parking brake.
(4) Rotate and hold the ignition switch in the
START position. Observe the volt-ampere tester (Fig.
8).
Fig. 5 Volt-Ampere Tester Connections
• If voltage reads above 9.6 volts, and amperage draw reads above 250 amps, go to the starter feed circuit resistance test.
•
If voltage reads 12.4 volts or greater and amperage reads 0 to 10 amps, go to starter control circuit test.
CAUTION: Do not overheat the starter motor or draw the battery voltage below 9.6 volts during cranking operations.
(5) After the starting system problems have been corrected, verify the battery state-of-charge and
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 13
Fig. 6 3.3L Engine Electrical Connection
STARTER FEED CIRCUIT RESISTANCE TEST
Before proceeding with this operation, review Diagnostic Preparation and Starter Feed Circuit Tests.
The following operation will require a voltmeter, accurate to one tenth of a volt.
CAUTION: Ignition system also must be disabled to prevent engine start while performing the following tests.
(1) Disable ignition system as follows:
VEHICLES WITH DIRECT IGNITION SYSTEM:
Disconnect the ignition coils electrical connector (Fig.
6 and 7).
(2) With all wiring harnesses and components properly connected, perform the following:
(a) Connect the negative lead of the voltmeter to the negative battery post, and positive lead to the negative battery cable clamp (Fig. 9). Rotate and hold the ignition switch in the START position.
Observe the voltmeter. If voltage is detected, correct poor contact between cable clamp and post.
Fig. 7 3.5L Engine Electrical Connection
Fig. 8 Starter Draw Tests charge battery if necessary. Disconnect all testing equipment and connect ignition coil cable or ignition coil connector. Start the vehicle several times to assure the problem has been corrected.
Fig. 9 Test Battery Connection Resistance
(b) Connect positive lead of the voltmeter to the positive battery post, and negative lead to the positive battery cable clamp. Rotate and hold the ignition switch key in the START position. Observe the voltmeter. If voltage is detected, correct poor contact between the cable clamp and post.
(c) Connect negative lead of voltmeter to negative battery terminal, and positive lead to engine block near the battery cable attaching point (Fig.
10). Rotate and hold the ignition switch in the
START position. If voltage reads above 0.2 volt, correct poor contact at ground cable attaching point. If voltage reading is still above 0.2 volt after correcting poor contacts, replace ground cable.
(3) Connect positive voltmeter lead to the starter motor housing and the negative lead to the negative battery terminal (Fig. 11). Hold the ignition switch
8A - 14 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
Fig. 10 Test Ground Circuit Resistance key in the START position. If voltage reads above 0.2
volt, correct poor starter to engine ground.
Fig. 11 Test Starter Motor Ground
(a) Connect the positive voltmeter lead to the positive battery terminal, and negative lead to battery cable terminal on starter solenoid (Fig. 12).
Rotate and hold the ignition switch in the START position. If voltage reads above 0.2 volt, correct poor contact at battery cable to solenoid connection.
If reading is still above 0.2 volt after correcting poor contacts, replace positive battery cable.
(b) If resistance tests do not detect feed circuit failures, remove the starter motor and go to Bench
Testing Starter Solenoid in this Group.
STARTER CONTROL CIRCUIT TESTS
The starter control circuit has:
• Starter solenoid
• Starter relay (Fig. 2)
• Neutral starting and back-up switch with automatic transmissions
• Ignition switch
• Battery
Fig. 12 Test Positive Battery Cable Resistance
• All related wiring and connections
CAUTION: Before performing any starter tests, the ignition system must be disabled.
• Unplug the ignition coil electrical connector (Fig. 6 and 7).
STARTER SOLENOID TEST
WARNING: CHECK TO ENSURE THAT THE TRANS-
MISSION IS IN THE PARK POSITION WITH THE
PARKING BRAKE APPLIED
(1) Verify battery condition. Battery must be in good condition with a full charge before performing any starter tests. Refer to Battery Tests.
(2) Perform this starter solenoid test BEFORE performing the starter relay test.
(3) Raise the vehicle.
(4) Perform a visual inspection of the starter/ starter solenoid for corrosion, loose connections or faulty wiring.
(5) Lower the vehicle.
(6) Locate the starter relay (Fig. 13).
(7) Remove the starter relay from the power distribution center.
(8) Connect a remote starter switch or a jumper wire between the battery positive post and terminal
D on the starter relay connector (Fig. 13).
• If engine cranks, starter/starter solenoid is good.
Go to the Starter Relay Test.
• If engine does not or solenoid chatters, check wiring and connectors from starter relay to starter solenoid for loose or corroded connections. Particularly at starter terminals.
• Repeat test. If engine still fails to crank properly, trouble is within starter or starter mounted solenoid, and it must be removed for repairs. Refer to Group
8B, Battery/Starter/Generator Service, for Starter
Replacement.
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 15
STARTER RELAY TEST
WARNING: CHECK TO ENSURE THAT THE TRANS-
MISSION IS IN THE PARK POSITION WITH THE
PARKING BRAKE APPLIED
(1) Verify battery condition. Battery must be in good condition with a full charge before performing any starter tests. Refer to Battery Tests.
(2) Perform the preceding starter solenoid tests
BEFORE performing starter relay tests. Refer to
Starter Solenoid Test.
(3) Locate and remove the starter relay (Fig. 13).
(4) After the starter relay has been located and removed, refer to Starter Relay Tests (Fig. 14).
NEUTRAL STARTING AND BACK-UP SWITCH
Refer to Starter Relay Tests for electrical diagnostics, when checking starter circuits (Fig. 14).
For removal and installation of neutral switch, refer to Neutral Starting and Back-up Switch in Group
21, Transaxle.
Fig. 13 Starter Relay Location
8A - 16 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
Fig. 14 Starter Relay Tests
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 17
IGNITION SWITCH TEST
After testing starter solenoid and relay, test ignition switch and wiring. Refer to Group 8D, Ignition
Systems or Group 8W, Wiring Diagrams. Check all wiring for opens or shorts, and all connectors for being loose or corroded.
BENCH TESTING STARTER SOLENOID
(1) Disconnect field coil wire from field coil terminal (Fig. 15 or 16).
Fig. 18 Continuity Test Between Solenoid Terminal and Field Coil Terminal—Nippondenso
(3) Check for continuity between solenoid terminal and solenoid housing (Fig. 19 or 20). Continuity should be detected. If continuity is detected, solenoid is good.
Fig. 15 Field Coil Wire Terminal—Melco
Fig. 19 Continuity Test Between Solenoid Terminal and Solenoid Case —Melco
Fig. 16 Field Coil Wire Terminal—Nippondenso
(2) Check for continuity between solenoid terminal and field coil terminal with a continuity tester. Continuity should be detected (Fig. 17 or 18).
Fig. 17 Continuity Test Between Solenoid Terminal and Field Coil Terminal—Melco
Fig. 20 Continuity Test Between Solenoid Terminal and Solenoid Case —Nippondenso
(4) If continuity is not detected in either test, solenoid has an open circuit and is defective.
• MELCO STARTERS: Replace the solenoid
• NIPPONDENSO STARTERS: Replace the starter assembly
8A - 18 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
GENERATOR TEST PROCEDURES ON VEHICLE
CHARGING SYSTEM DIAGNOSTICS (Fig. 1)
OUTPUT WIRE VOLTAGE DROP TEST
The generator output wire voltage drop test show the amount of voltage drop across the generator output wire between the generator B+ terminal and the positive battery post (Fig. 2).
PREPARATION
Before starting test, make sure the vehicle has a fully charged battery. Tests and procedures to check for a fully charged battery are shown in the Battery section of this Group.
Using an Ohmmeter, check generator ground path.
Resistance between generator housing to engine should not exceed 0.3 ohms. If resistance is higher, thoroughly clean surfaces between generator and mounting bracket. Tighten all fasteners to specific torques.
VOLTAGE DROP TEST
(1) Using 0-18 volt scale voltmeter, connect the positive lead to the generator (B+) output terminal.
Connect the negative lead to positive battery post.
(2) Connect an engine tachometer.
(3) Fully engage parking brake.
(4) Place transmission in neutral position.
(5) Start engine.
(6) Allow ten minutes for engine warm-up.
(7) Operate blower motor on high speed.
(8) Turn headlamps ON high beam.
(9) Increase engine speed to approximately 2,400
RPM.
(10) Observe voltmeter, the reading should not exceed 0.8 volts.
RESULTS
If a higher voltage drop is shown, inspect, clean and tighten all connections between generator B+ terminal and battery positive post. A voltage drop test may be performed at each connection to locate a connection with excessive voltage drop. If voltage drop tests are satisfactory, reduce engine speed, turn
OFF blower motor, headlamps and ignition switch.
OUTPUT VOLTAGE TEST
The output voltage test determines whether or not the generator is capable of delivering output current to satisfy the vehicle electrical load requirements.
PREPARATION
Before starting any tests, make sure the vehicle has a fully charged battery. Tests and procedures to check for a fully charged battery are shown in Battery section.
(1) Connect voltmeter leads across battery terminals (Fig. 3).
(2) Record base battery voltage which is with ignition switch OFF and all electrical loads OFF.
(3) Fully engage parking brake and place transmission in park.
TEST
Record the results of the output test.
(1) Start engine.
(2) With engine at operating temperature record battery voltage at engine speed of 1800 rpm with no other electrical loads. The battery voltage should not be more than 2.7 volts above base battery voltage. If battery voltage is higher than 2.7 volts, refer to
Check For Overcharging (Fig. 4).
(3) Record battery voltage at engine speed of 2400 rpm with blower motor ON high and headlamps ON high beam. The battery voltage should be minimum of 0.4 volt above base battery voltage. If battery voltage is below 0.4 volt, refer to Check For Inadequate/ low Charging.
(4) After output voltage tests are completed, turn
OFF blower motor, head lamps and ignition switch.
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 19
Fig. 1 Charging Diagnostics
8A - 20 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
Fig. 2 Wiring Connections
Fig. 4 Battery Voltage Test
Fig. 3 Output Voltage Test
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 21
FAULT CODES—ON BOARD DIAGNOSTICS
page
Diagnostic Testing Using Fault Codes
DRB II Diagnostic Tester
. . . . . . . . . . . . . . . . . . . 21
INDEX page
General Description/Information
. . . . . . . . . . . . . . 21
GENERAL DESCRIPTION/INFORMATION
Another way of diagnosing charging system problems can be accomplished using the On-Board Diagnostic System Fault Codes.
A Fault Code shows a potential problem in a monitored circuit, or a condition caused by a faulty component. A Fault Code can be retrieved by turning the ignition switch ON-OFF-ON-OFF-ON without starting the engine, and counting the possible number of flashes of the CHECK ENGINE LAMP in the instrument cluster.
EXAMPLES:
• If the Check Engine Lamp flashes four times, pauses, and flashes one more time, a Code 41 is shown. The first set of four flashes indicates the number four. The second set of one flash indicates one.
• If the Check Engine Lamp flashes four times, pauses, and flashes six more times, a Code 46 is shown. The first set of four flashes indicates the number four. The second set of six flashes indicates six.
• If the Check Engine Lamp flashes four times, pauses, and flashes seven more times, a Code 47 is indicated. The first set of four flashes indicates the number four. The second set of seven flashes indicates seven.
POWERTRAIN CONTROL MODULE
The power control module is equipped with On-
Board Diagnostic features and monitors all engine control circuits during a run/drive period. If a circuit or system does not perform properly, the powertrain control module will file in memory a predetermined
Fault Code. This can be used to help in diagnosing a problem. After 50 to 100 ignition switch ON/RUN cycles, the memory will be erased if the fault does not reoccur.
The powertrain control module is located below the air cleaner housing (Fig. 5).
16 Refer to Fig. 6 Generator Fault Code chart for relationships of generator/charging system Fault
Code numbers.
Fig. 5 Powertrain Control Module
DIAGNOSTIC TESTING USING FAULT CODES
For diagnostic testing when using the fault codes, refer to Fig. 7 through 10.
DRB II DIAGNOSTIC TESTER
TESTING FAULT CODES
A more accurate device to retrieve fault codes is the Diagnostic Tool (DRB II). The diagnostic tool is plugged into the diagnostic connector (Fig. 11) located on the right lower side of the steering column.
The DRB II will display fault descriptions. The DRB
II can also test various circuits and component functions. Refer to the instructions provided with the
DRB II tool being used. Descriptions of Fault Codes for other vehicle systems can be found in the General
Diagnosis section of Group 14, Fuel System.
If using an DRB II, refer to the appropriate Powertrain Diagnostic Manual.
8A - 22 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
Fig. 6 Generator Fault Codes
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 23
Fig. 7 Check For Inadequate/Low Charging
8A - 24 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
Fig. 8 Check For Overcharging
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 25
Fig. 9 Powertrain Control Connector
Fig. 11 Diagnostic Connector Location
Fig. 10 Electrical Resistance Test
8A - 26 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
SPECIFICATIONS
BATTERY
TORQUE SPECIFICATIONS
STARTER
BATTERY/STARTER/GENERATOR SERVICE 8B - 1
BATTERY/STARTER/GENERATOR SERVICE
CONTENTS
page
BATTERY
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
GENERATOR
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
page
STARTER
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
BATTERY
GENERAL INFORMATION
This first section will cover Battery replacement and service procedures only. For Battery diagnostic procedures, refer to Group 8A, Battery/Starting/
Charging Systems Diagnostics.
Factory installed batteries (Fig. 1) do not have removable battery cell caps. Water cannot be added to the factory installed battery. Battery is sealed, except for small vent holes in the top. Chemical composition inside the battery produces an extremely small amount of gases at normal charging voltages. The factory installed battery is equipped with a test indicator that displays a colored ball to show battery state-of-charge.
Fig. 2 Remove Battery Cables
WARNING: TO PROTECT THE HANDS FROM BAT-
TERY ACID, A SUITABLE PAIR OF HEAVY DUTY
RUBBER GLOVES, NOT THE HOUSEHOLD TYPE,
SHOULD BE WORN WHEN REMOVING OR SERVIC-
ING A BATTERY.
SAFETY GLASSES ALSO
SHOULD BE WORN.
(4) Remove battery hold down clamp (Fig. 3) and remove battery from vehicle.
Fig. 1 Maintenance Free Battery—Typical
• Green Indicator = Full charge
• Black Indicator = Discharged
•
Yellow Indicator = Battery replacement required.
BATTERY VISUAL INSPECTION AND SERVICE
(1) Make sure ignition switch is in OFF position and all accessories are OFF.
(2) Disconnect and remove the battery terminals from the battery posts. Remove negative battery cable first (Fig. 2).
(3) Remove battery heat shield.
CAUTION: Do not allow baking soda solution to enter vent holes, as damage to battery can result.
(5) Clean top of battery with a solution of warm water and baking soda. Apply solution with a bristle brush and allow to soak until acid deposits loosen
(Fig. 4). Rinse with clear water and blot dry with paper toweling. Dispose of toweling in a safe manner.
Refer to the WARNINGS on top of battery.
(6) Inspect battery case and cover for cracks or leakage. If leakage is present battery must be replaced.
(7) Inspect battery tray (Fig. 3) for damage caused by acid from battery. If acid damage is present, it will be necessary to clean area with same solution described in Step 4.
(8) Clean battery posts with a suitable battery post cleaning tool (Fig. 5).
8B - 2 BATTERY/STARTER/GENERATOR SERVICE
Fig. 3 Battery Heat Shield/Hold-Down/Tray
Fig. 5 Cleaning Battery Posts
Fig. 4 Cleaning Battery
(9) Clean inside surfaces of battery terminal clamps with a suitable battery terminal cleaning tool
(Fig. 6). Replace damaged or frayed cables and broken terminal clamps.
(10) Inspect battery for proper or damaged hold down ledge.
(11) Install battery in vehicle making sure that battery is properly positioned on battery tray (Fig. 3).
Fig. 6 Cleaning Battery Cable Terminal
(12) Install battery hold down clamp, making sure that it is properly positioned on battery.
(13) Place battery heat shield, over battery. The top inside surface of heat shield must be flush with top of battery.
(14) Connect battery cable clamps to battery posts making sure top of clamp is flush with top of post
(Fig. 7). Install POSITIVE cable first.
(15) Tighten clamp nuts securely.
BATTERY/STARTER/GENERATOR SERVICE 8B - 3
Fig. 7 Battery Cables Disconnected
STARTER
INDEX page
General Information
. . . . . . . . . . . . . . . . . . . . . . . . 3
Melco Starter—3.5L Engine Replacement
Neutral Starting and Back-Up Switch
Nippondenso Starter—3.3L Engine Replacement
page
Starter Relay
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Starting System
. . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Supply Circuit and Control Circuit
GENERAL INFORMATION
This section will cover STARTER replacement and service procedures only. For starter diagnostic procedures, refer to Group 8A, Battery/Starting/Charging
Systems Diagnostics.
STARTING SYSTEM
The starting system has:
• Ignition switch
• Starter relay
• Neutral starting and back up switch
• Wiring harness
• Battery
• Starter motor with an integral solenoid
MELCO STARTER
The Melco is a permanent magnet starter motor is available on 3.5L engine. A planetary gear train transmits power between starter motor and pinion shaft. The fields have six permanent magnets.
NIPPONDENSO STARTERS
• A Nippondenso reduction gear-field coil starter motor is available on 3.3L engine.
SUPPLY CIRCUIT AND CONTROL CIRCUIT
Both starter systems consists of two separate circuits:
•
A high amperage supply to feed the starter motor.
• A low amperage circuit to control the starter solenoid.
For additional information on starter motor supply and control circuits, refer to Group 8A, Battery/Starting/Charging Systems Diagnostics.
MELCO STARTER—3.5L ENGINE REPLACEMENT
(1) Disconnect negative battery cable (Fig. 1).
(2) Raise vehicle.
(3) For easier servicing, do not remove the wiring from starter at this time.
(4) Remove three bolts attaching starter to engine
(Fig. 2).
8B - 4 BATTERY/STARTER/GENERATOR SERVICE
(7) Disconnect push on solenoid connector.
(8) Remove the starter from vehicle.
(9) For installation, reverse above procedures.
Clean corrosion/dirt from the cable and wire terminals before installing wiring to the solenoid.
MELCO STARTER SOLENOID REPLACEMENT
(1) Disconnect field terminal (Fig. 3).
(2) Remove wire terminal and battery cable nuts.
(3) Remove two solenoid mounting screws (Fig. 4).
Fig. 1 Remove or Install Battery Cable
Fig. 2 Starter—3.5L Engine
(5) Remove starter/starter solenoid assembly from engine. Position the starter to gain access to the wiring connectors.
(6) Remove the positive battery cable nut and wiring terminal nut (Fig. 3).
Fig. 3 Wire Terminal Connection
Fig. 4 Solenoid Mounting Screws
(4) Remove the solenoid and spring from the starter.
(5) For installation, reverse above procedures.
NIPPONDENSO STARTER—3.3L ENGINE
REPLACEMENT
(1) Disconnect negative battery cable (Fig. 1).
(2) Raise vehicle.
(3) For easier servicing, do not remove the wiring from starter at this time.
(4) Remove three starter attaching bolts from engine/transaxle (Fig. 5).
(5) Remove starter/starter solenoid assembly from engine. Position the starter to gain access to the wiring connectors.
(6) Remove the positive battery cable and wiring terminal nut (Fig. 6).
(7) Disconnect push on solenoid connector.
(8) Remove the starter from vehicle.
(9) For installation, reverse above procedures.
Clean corrosion/dirt from the cable and wire terminals before installing wiring to the solenoid.
STARTER RELAY
For electrical diagnostics, when checking the starter circuits, refer to the Starter Relay Tests in
Group 8A, Battery/Starting/Charging Systems Diagnostics.
BATTERY/STARTER/GENERATOR SERVICE 8B - 5
Fig. 6 Wire Terminal Connections
NEUTRAL STARTING AND BACK-UP SWITCH
For removal and installation of switch, refer to
Neutral Starting and Back-up Switch Replacement in Group 21, Transaxle.
Fig. 5 Starter—3.3L Engine
GENERATOR
page
General Information
. . . . . . . . . . . . . . . . . . . . . . . . 5
Generator Replacement—3.3L Engine
INDEX page
Generator Replacement—3.5L Engine
GENERAL INFORMATION
This section will cover generator replacement only.
Information covering generator on-vehicle testing and diagnosis can be found in Group 8A,
Battery/Starting/Charging Systems Diagnostics. The same Nippondenso 90 amp generator is used on both the 3.3L and the 3.5L engines.
These generators are not intended to be disassembled for service. It must be replaced as an assembly.
GENERATOR REPLACEMENT—3.3L ENGINE
(1) Disconnect negative battery cable (Fig. 1).
(2) Disconnect the generator field circuit plug.
(3) Remove the B+ terminal nut and wire (Fig. 2).
(4) Loosen adjusting T-bolt, but do not remove (Fig.
3).
(5) Loosen pivot bolt, but do not remove.
(6) Remove the generator drive belt. Refer to Group
7, Cooling System.
(7) Remove adjusting T-bolt.
(8) Remove pivot bolt, being careful not to lose spacer.
Fig. 1 Remove negative battery (-) Cable
(9) Remove generator.
(10) For installation, reverse above procedures.
Tighten all fasteners to the proper torque. Refer to the Torque Specifications chart at the rear Group 8A.
GENERATOR REPLACEMENT—3.5L ENGINE
(1) Disconnect negative battery cable (Fig. 1).
4).
(2) Loosen lower mounting bolt do not remove (Fig.
8B - 6 BATTERY/STARTER/GENERATOR SERVICE
Fig. 2 Wire Terminal Connection Fig. 4 Generator—3.5L Engine
Fig. 3 Generator—3.3L Engine
(3) Loosen pivot bolt, but do not remove.
(4) Loosen belt adjustment bolt.
(5) Remove the generator drive belt. Refer to
Group 7, Cooling System.
(6) Remove bracket.
(7) Remove lower mounting bolt.
(8) Remove pivot bolt.
(9) Remove generator.
(10) Disconnect the generator field circuit plug.
2).
(11) Remove the B+ terminal nut and wire (Fig.
(12) For installation, reverse above procedures.
Tighten all fasteners to the proper torque. Refer to the Torque Specifications chart at the rear Group 8A.
OVERHEAD CONSOLE
OVERHEAD CONSOLE 8C - 1
CONTENTS
page
BASE UNIT
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
COMPASS CALIBRATION PROCEDURE
COMPASS DISPLAY DIAGNOSTICS
DEMAGNETIZING PROCEDURE
DISPLAY DIAGNOSTICS . . . . . . . . . . . . . . . . . . . 2
FULL CONSOLE
. . . . . . . . . . . . . . . . . . . . . . . . . 4
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
MAP LAMP REPLACEMENT
. . . . . . . . . . . . . . . 5
MAP LAMP SWITCHES/WIRE HARNESS
page
MINI CONSOLE
. . . . . . . . . . . . . . . . . . . . . . . . . 4
OTIS LAMP REPLACEMENT
. . . . . . . . . . . . . . . 4
OTIS REPLACEMENT
. . . . . . . . . . . . . . . . . . . . . 4
OVERHEAD CONSOLE BASE REPLACEMENT
OVERHEAD TRAVEL INFORMATION SYSTEM
(OTIS)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SELF-DIAGNOSTIC TEST
. . . . . . . . . . . . . . . . . . 2
VARIANCE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
VARIANCE SETTING PROCEDURE
GENERAL INFORMATION
There are three types for overhead consoles:
(1) Full console (Fig. 1)
Fig. 1 Full Console
Fig. 2 Mini Console
(2) Mini console (Fig. 2)
(3) Base unit (Fig. 3)
The full overhead console has:
• Overhead Travel Information System (OTIS).
•
Two map/courtesy lamps.
• Two storage compartments one for garage door opener and the other for eye glasses.
The mini console has:
• Overhead Travel Information System (OTIS).
Fig. 3 Base Unit
• Two map/courtesy lamps.
The base unit has:
• Two map/courtesy lamps.
MAP READING LAMPS
The map lamps are actuated by pressing on the switch to turn ON and a second time for OFF. The lamps also serve as courtesy lamps whenever:
•
A door is opened
• The illuminated entry system is activated
• The headlamp dimmer switch is rotated up to the courtesy lamp detent.
OVERHEAD TRAVEL INFORMATION SYSTEM
(OTIS)
Overhead Travel Information System (OTIS) is a module with six informational displays and four buttons. When the vehicle is first turned ON:
• OTIS blanks the display for a half second
• Illuminates all segments of the vacuum fluorescent display (VFD) for one second
• Blanks the display again for half second
• OTIS then displays whatever display was being viewed when the ignition was turned OFF
THERE ARE 6 DISPLAYS:
•
Compass/Temperature
8C - 2 OVERHEAD CONSOLE
• Average fuel economy
• Distance to empty
• Instantaneous fuel economy
• Trip odometer
• Elapsed time
THERE ARE 4 BUTTONS
The buttons operate when the ignition is in the ON position (Fig. 4).
Fig. 4 OTIS
• STEP
•
C/T
• US/M
• RESET
STEP BUTTON
Pressing the STEP button selects one of the following 5 displays:
• Average fuel economy
• Distance to empty
• Instantaneous fuel economy
• Trip odometer
•
Elapsed time
C/T (COMPASS/TEMPERATURE) BUTTON
Pressing the C/T button selects the Compass/Temperature display.
US/M (ENGLISH/METRIC MEASUREMENT)
BUTTON
Pressing the US/M button switches the display units between English and Metric readings.
RESET BUTTON
Pressing the RESET button resets the function on the display, provided that function can be reset. The functions which can be reset are Average fuel economy, Trip odometer and Elapsed time.
The RESET button is also used to set the variance and/or calibrate the compass. Refer to the Variance
Procedure and Calibration Procedure.
SELF-DIAGNOSTIC TEST
(1) With the ignition switch in the OFF position simultaneously press the C/T and STEP buttons and turn the ignition switch ON.
(2) OTIS will illuminate all segments on the VFD for 2-4 seconds. Release the C/T and STEP buttons.
Check for segments that are not illuminated.
(3) If OTIS displays PASS, the module is OK.
(4) If OTIS displays FAIL, replace the module.
(5) If OTIS displays CCD, check for an open or short in the bus communication wires.
(6) Press the C/T or STEP button to exit self-test.
DISPLAY DIAGNOSTICS
TEMPERATURE
OTIS receives Chrysler Collision Detection (CCD bus) messages from the body controller for all displayed information except the compass display. If a dash (-) is displayed, OTIS is not receiving a CCD message from the body controller. To check out the
CCD lines and the body controller use the DRB II and Body Diagnostic Procedure manual.
If OTIS displays SC instead of a temperature, the
CCD message is more than 55°C (131°F). Check for a short circuit between the temperature sensor and the body controller.
If OTIS displays OC instead of a temperature, the
CCD message is less than -40°C (-40°F). Check for an open circuit between the temperature sensor and the body controller.
AVERAGE FUEL ECONOMY
OTIS receives average fuel economy information from the body controller over the CCD lines. If OTIS displays -.- instead of an average fuel economy value, it is not receiving a CCD message for the average fuel economy from the body controller. To check out the CCD lines and the body controller use the DRB
II.
DISTANCE TO EMPTY
OTIS receives distance to empty information from the body controller over the CCD lines. If OTIS displays a dash ( - ) instead of a distance to empty value, it is not receiving a CCD message for the distance to empty from the body controller. To check out the CCD lines and the body controller use the DRB
II.
INSTANTANEOUS FUEL ECONOMY
OTIS receives instantaneous fuel economy information from the body controller over the CCD lines. If
OTIS displays a dash (-) instead of an instantaneous fuel economy value, it is not receiving a CCD message for the instantaneous fuel economy from the body controller. To check out the CCD lines and the body controller use the DRB II.
TRIP ODOMETER
OTIS receives trip odometer information from the body controller over the CCD lines. If OTIS displays
OVERHEAD CONSOLE 8C - 3 dashes -.- instead of the trip odometer value, it is not receiving a CCD message for the trip odometer from the body controller. To check out the CCD lines and the body controller use the DRB II.
ELAPSED TIME
OTIS receives a bus message containing elapsed time information. If OTIS displays dashes -:-- instead of the elapsed time, it is not receiving a CCD message for the elapsed time from the body controller. To check out the CCD lines and the body controller use the DRB II.
SELF DIAGNOSTIC TEST
(1) With the ignition switch in the OFF position simultaneously press the C/T and STEP buttons.
(2) Turn ignition switch ON
(3) OTIS lights all segments on the VFD for 2-4 seconds. Check for segments that are not illuminated.
(4) OTIS displays PASS, the module is ok.
(5) OTIS displays FAIL, replace the module.
(6) OTIS displays CCD, check for an open or a short in the bus communication wires.
(7) Press the C/T or the STEP button to exit selftest.
COMPASS DISPLAY DIAGNOSTICS
To display the vehicle direction, OTIS processes information from a sensor internal to the module. OTIS is self-calibrating and requires no adjusting. OTIS displays the label CAL whenever the compass is in the fast calibration mode.
If all three of the following conditions listed below occur, the vehicle must be demagnetized.
• Compass portion of the display is blank
•
Temperature portion of the display is OK
• The label CAL is illuminated
If demagnetizing the vehicle is needed refer to the demagnetizing procedure. After demagnetizing, to calibrate the compass refer to Calibration Procedure and to set the variance refer to Variance Procedure.
If the compass portion of the display is still blank, replace OTIS.
DEMAGNETIZING PROCEDURE
Do not attach magnetic devices, such as magnetic
CB antennas to the vehicle roof, as they can cause the compass to give false readings.
Every vehicle has its own magnetic field. This magnetic field is created by the various processes a steel roof goes through when the vehicle is built. A magnetic field can also be created if the roof is subjected to a magnet, example magnetic C.B. antenna, magnetic tipped screwdriver, etc. If the roof becomes magnetized use a demagnetizing Tool 6029 to demagnetize the roof.
In this demagnetizing procedure you will use the demagnetizing tool to demagnetize the roof. It is important that you follow the instructions below exactly.
(1) Be sure the ignition switch is in the OFF position before you begin the demagnetizing procedure.
(2) Place an 8 1/2 in. X 11 in. piece of paper lengthwise on the roof of vehicle directly above compass. The purpose of the paper is to protect the roof panel from scratches and define the area to be demagnetized.
(3) Plug in the demagnetizing tool, keeping it at least two feet away from the OTIS.
(4) Slowly approach the center of the roof panel at the windshield with the demagnetizing tool plugged in.
• Contact the roof panel with the tip of the tool.
• Using slow sweeping motions of 1/2 inch between sweeps
• Move the tool about four inches either side of the centerline, and at least 11 inches back from the windshield.
(5) With the demagnetizing tool still energized, slowly back away from the roof panel until the tip is at least two feet from the roof before unplugging the tool.
(6) Recalibrate compass and set variance.
COMPASS CALIBRATION PROCEDURE
Do not attempt to set the compass calibration near large metal objects such as other vehicles, large buildings or bridges. Remove all magnetic devices from roof panel. This compass is equipped with an auto-calibration feature which eliminates the need to manually set compass calibration. For a short time when the vehicle is new, the compass may appear erratic and the CAL symbol will be lit. After completing 3 complete 360 degree turns, in an area free of metal objects and on level ground, the CAL symbol will turn off and the compass will perform normally.
If at any time the compass should become inaccurate it can be put in auto-calibration mode by using the following procedure.
(1) Turn key to the ON position.
(2) Press C/T button to select the Compass/Temperature display.
(3) Press and hold RESET button, for about 5 seconds the VAR symbol will light. While continuing to hold the RESET button, for about 10 seconds the
CAL symbol will light.
(4) Drive the vehicle through 3 complete 360 degree turns, in an area free of metal objects and in no less than 48 seconds, the compass will be calibrated.
(5) The OTIS will extinguish the CAL label.
(6) Reset compass variance.
The calibration procedure automatically sets the variance to 8. If you are in an area with a variance number other than 8 you must reset the variance.
8C - 4 OVERHEAD CONSOLE
VARIANCE
Variance is the difference between magnetic North and geographic North. In some areas the difference between magnetic and geographic north is great enough to cause the compass to give false readings. If this occurs, the variance must be set ( Fig. 5).
Fig. 5 Variance Zone Map
VARIANCE SETTING PROCEDURE
To set the variance:
• Turn ignition key ON
•
Press the C/T button to select the Compass/Temperature display
• Press and hold RESET button; the VAR symbol should come on in about 5 seconds.
• The OTIS will display the variance zone and the word VAR.
• Press STEP button to select the desired zone (Fig.
5).
• Press RESET button to set the new variance zone and resume normal operation.
FULL CONSOLE
(1) Open the garage door opener and the sun glass compartments (Fig. 6).
(2) Remove two screws from the eye glasses compartment.
(3) Remove screw from garage door transmitter compartment and remove transmitter, if necessary.
Fig. 6 Full Console Removal
Pull gently down at the rear of the console to disconnect the console from mounting bracket
(4) Disconnect wire connectors and lower the console.
(5) For installation, reverse above procedures.
MINI CONSOLE
(1) Remove screw from windshield side of console.
(2) Grasp the front of console and pull downward to disconnect the retaining clips.
(3) Disconnect wire connectors and lower the console.
(4) For installation, reverse above procedures.
BASE UNIT
(1) Grasp the both outer sides and pull downward to disconnect the retaining clips.
(2) Disconnect wire connector and lower the unit.
OTIS REPLACEMENT
(1) Remove overhead console, refer to above procedures.
(2) Remove mounting screws and un-clip map lamp wire connector from the OTIS (Fig. 7).
(3) Remove the OTIS from overhead console.
(4) For installation, reverse above procedures.
Align the OTIS guides on the housing with the groves of the console.
OTIS LAMP REPLACEMENT
(1) Remove overhead console, refer to above procedures.
(2) Using a flat blade screwdriver twist out socket/ lamp.
(3) Replace as necessary.
OVERHEAD CONSOLE 8C - 5
OVERHEAD CONSOLE BASE REPLACEMENT
(1) Remove overhead console, refer to above procedures.
(2) Remove head liner refer to Group 23, Body.
(3) Using an trim stick, remove console base by disengaging the body clips (Fig. 9 and 10).
Fig. 9 Full Console Base Removal
Fig. 7 OTIS Removal
MAP LAMP REPLACEMENT
(1) Remove overhead console, refer to above procedures.
(2) Remove lamp socket from mounting.
(3) Remove lamp, replace as necessary.
MAP LAMP SWITCHES/WIRE HARNESS
(1) Remove overhead console, refer to above procedures.
(2) Disconnect wire harness connector (Fig. 8).
Fig. 10 Mini Console Base Removal
(4) For installation, reverse above procedures.
AMBIENT TEMPERATURE SENSOR
(1) Raise and support vehicle on safety stands.
(2) From behind front bumper fascia, remove screw attaching sensor to radiator closure panel (Fig. 11).
(3) For installation, reverse above procedures.
Fig. 8 Wire Harness Removal
(3) Remove lamp socket from mounting.
(4) Remove switches by sliding them out of position.
(5) For installation, reverse above procedures.
Fig. 11 Ambient Temperature Sensor
IGNITION SYSTEMS 8D - 1
IGNITION SYSTEMS
CONTENTS
page
3.3L AND 3.5L ELECTRONIC IGNITION
SYSTEM—SYSTEM OPERATION
3.3L AND 3.5L ELECTRONIC IGNITION
SYSTEMS—SERVICE PROCEDURES
page
3.3L ELECTRONIC IGNITION SYSTEM—
DIAGNOSTIC PROCEDURES
IGNITION SWITCH AND INTERLOCK
SPECIFICATIONS
. . . . . . . . . . . . . . . . . . . . . . . 23
3.3L AND 3.5L ELECTRONIC IGNITION SYSTEM—SYSTEM OPERATION
INDEX page
Auto Shutdown and Fuel Pump Relays
Camshaft Position Sensor
. . . . . . . . . . . . . . . . . . . 4
Charge Air Temperature Sensor
Crankshaft Position Sensor
. . . . . . . . . . . . . . . . . . 5
Engine Coolant Temperature Sensor
General Information
. . . . . . . . . . . . . . . . . . . . . . . . 1
Ignition Coil
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
page
Knock Sensors—3.5L Engine
. . . . . . . . . . . . . . . . 7
Manifold Absolute Pressure Sensor
Powertrain Control Module (PCM)
Spark Plug Cables
. . . . . . . . . . . . . . . . . . . . . . . . 2
Spark Plug Condition
. . . . . . . . . . . . . . . . . . . . . . 2
Spark Plugs
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION
This section describes the electronic ignition system for the 3.3L and 3.5L engines used in LH vehicles.
The On-Board Diagnostics Section in Group 14 describes diagnostic trouble codes.
Group 0, Lubrication and Maintenance, contains general maintenance information for ignition related items. The Owner’s Manual also contains maintenance information.
The 3.3L and 3.5L engines use a fixed ignition timing system. The distributorless electronic ignition system is refereed to as the Direct Ignition System.
Basic ignition timing is not adjustable. The powertrain control module (PCM) determines spark advance. The system’s three main components are the coil pack, crankshaft position sensor, and camshaft position sensor.
The crankshaft position sensor and camshaft position sensor are hall effect devices. The camshaft position sensor and crankshaft position sensor generate pulses that are the inputs to the PCM. The PCM determines crankshaft position from these sensors.
The PCM calculates injector sequence and ignition timing from crankshaft position. For a description of both sensors, refer to Camshaft Position Sensor and
Crankshaft Position Sensor in this section.
FIRING ORDER
The firing order of the 3.3L and 3.5L direct ignition system is 1-2-3-4-5-6 (Fig. 1).
Fig. 1 Spark Plug Wire Routing—3.3L and 3.5L
Engine
8D - 2 IGNITION SYSTEMS
POWERTRAIN CONTROL MODULE (PCM)
The powertrain control module (PCM) regulates the ignition system (Fig. 2). The PCM supplies battery voltage to the ignition coil through the Auto
Shutdown (ASD) Relay. The PCM also controls the ground circuit for the ignition coil. By switching the ground path for the coil on and off, the PCM adjusts ignition timing to meet changing engine operating conditions.
During the crank-start period the PCM advances ignition timing a set amount. During engine operation the following inputs determine the amount of spark advance provided by the PCM.
•
Charge air temperature (3.5L engine)
•
Coolant temperature
• Engine RPM
• Available manifold vacuum
• Knock sensor (3.5L Engine)
The PCM also regulates the fuel injection system.
Refer to the Fuel Injection sections of Group 14.
when checked with at least a 1000 volt tester. For spark plug identification and specifications, Refer to the Specifications section at the end of this group.
Remove the spark plugs and examine them for burned electrodes and fouled, cracked or broken porcelain insulators. Keep plugs arranged in the order in which they were removed from the engine. An isolated plug displaying an abnormal condition indicates that a problem exists in the corresponding cylinder. Replace spark plugs at the intervals recommended in Group 0.
Spark plugs that have low mileage may be cleaned and reused if not otherwise defective. Refer to the
Spark Plug Condition section of this group. After cleaning, file the center electrode flat with a small point file or jewelers file. Adjust the gap between the electrodes (Fig. 3) to the dimensions specified in the chart at the end of this section.
Fig. 2 Powertrain Control Module
SPARK PLUG CABLES
Spark plug cables are sometimes referred to as secondary ignition wires. The wires transfer electrical current from the distributor to individual spark plugs at each cylinder. The resistor type, nonmetallic spark plug cables provide suppression of radio frequency emissions from the ignition system.
Check the spark plug cable connections for good contact at the coil and spark plugs. Terminals should be fully seated. The nipples and spark plug covers should be in good condition. Nipples should fit tightly on the coil and spark plug cover should fit tight around spark plug insulators. Loose cable connections will corrode, increase resistance and permit water to enter the towers. These conditions can cause ignition malfunction.
SPARK PLUGS
The 3.3L and 3.5L engines use resistor spark plugs.
They have resistance values of 6,000 to 20,000 ohms
Fig. 3 Setting Spark Plug Electrode Gap—Typical
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion and change the spark plug gap. Tighten spark plugs to 28 N I m (20 ft.
lbs.) torque.
SPARK PLUG CONDITION
NORMAL OPERATING CONDITIONS
The few deposits present will be probably light tan or slightly gray in color with most grades of commercial gasoline (Fig. 4). The spark plug will not show evidence of electrode burning. Gap growth will average less than approximately 0.025 mm (.001 in) per
1600 km (1000 miles) of operation. Spark plugs with normal wear can usually be cleaned, have the electrodes filed and regapped, and then reinstalled.
IGNITION SYSTEMS 8D - 3
Fig. 4 Normal Operation and Cold (Carbon) Fouling
Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT) for unleaded fuel. During combustion, fuel with MMT may coat the entire tip of the spark plug with a rust colored deposit. The rust color deposits can be misdiagnosed as being caused by coolant in the combustion chamber. Spark plug performance is not affected by
MMT deposits.
COLD FOULING (CARBON FOULING)
Cold fouling is sometimes referred to as carbon fouling. The deposits that cause cold fouling are basically carbon (Fig. 4). A dry, black deposit on one or two plugs in a set may be caused by sticking valves or defective spark plug cables. Cold fouling of the entire set may be caused by a clogged air cleaner.
Cold fouling is normal after short operating periods.
The spark plugs do not reach a high enough operating temperature during short operating periods.
WET FOULING
A spark plug coated with excessive wet fuel or oil is wet fouled. In older engines, worn piston rings or excessive cylinder wear can cause wet fouling.
Break-in fouling may occur before new engines achieve normal oil control. In new or recently overhauled engines, wet fouled spark plugs can usually be cleaned and reinstalled.
OIL OR ASH ENCRUSTED
If one or more plugs are oil or oil ash encrusted, evaluate the engine for the cause of oil entry into the combustion chamber (Fig. 5).
HIGH SPEED MISS
When replacing spark plugs because of a high speed miss condition; avoid wide open throttle operation for approximately 80 km (50 miles) after installation of new plugs.
This will allow deposit
Fig. 5 Oil or Ash Encrusted shifting in the combustion chamber to take place gradually and avoid splash fouling shortly after the plug change.
ELECTRODE GAP BRIDGING
Loose deposits in the combustion chamber can cause electrode gap bridging. The deposits accumulate on the spark plugs during continuous stopand-go driving.
When the engine is suddenly subjected to a high torque load, the deposits partially liquefy, bridge the gap, and short circuit the electrodes (Fig. 6). Use standard procedures to clean spark plugs with electrode gap bridging.
Fig. 6 Electrode Gap Bridging
SCAVENGER DEPOSITS
Fuel scavenger deposits may appear either white or yellow (Fig. 7). They may look harmful, but are a
8D - 4 IGNITION SYSTEMS normal condition caused by chemical additives in certain fuels. These additives are designed to change the chemical nature of deposits and decrease spark plug misfire tendencies. Accumulation of deposits on the ground electrode and shell area may appear heavy but remove easily. Consider spark plugs with scavenger deposits as normal. Use standard procedures to clean plugs with scavenger deposits.
timing is over advanced or if other operating conditions are causing engine overheating. (The heat range rating refers to the operating temperature of a particular type spark plug. Spark plugs are designed to operate within specific temperature ranges depending upon the thickness and length of the center electrode and porcelain insulator.)
Fig. 7 Scavenger Deposits
CHIPPED ELECTRODE INSULATOR
A chipped electrode insulator usually results from bending the center electrode while adjusting the spark plug gap. However, under certain conditions, severe detonation can separate the insulator from the center electrode (Fig. 8). Replace spark plugs that have chipped electrode insulators.
Fig. 9 Preignition Damage
SPARK PLUG OVERHEATING
A blistered white or gray appearing center electrode indicates overheating (Fig. 10). Overheating increases electrode gap in excess of 0.001 inch per 1000 miles of operation. This suggests that a plug with a cooler heat range rating should be used. Over advanced ignition timing, detonation and cooling system malfunctions can also cause spark plug overheating.
Fig. 8 Chipped Electrode Insulator
PREIGNITION DAMAGE
Excessive combustion chamber temperature can cause preignition damage. First, the center electrode dissolves. Then the ground electrode dissolves somewhat later (Fig. 9). Insulators appear relatively deposit free. Determine if the spark plug has the correct heat range rating for the engine, if ignition
Fig. 10 Spark Plug Overheating
CAMSHAFT POSITION SENSOR
The camshaft position sensor provides cylinder identification to the powertrain control module
(PCM) (Fig. 11 or Fig. 12). The sensor generates pulses as groups of notches on the camshaft sprocket pass underneath it (Fig. 13 or Fig. 14). The PCM
IGNITION SYSTEMS 8D - 5 keeps track of crankshaft rotation and identifies each cylinder by the pulses generated by the notches on the camshaft sprocket. Four crankshaft pulses follow each group of camshaft pulses.
When the PCM receives two cam pulses followed by the long flat spot on the camshaft sprocket, it knows that the crankshaft timing marks for cylinder one are next (on driveplate). When the PCM receives one camshaft pulse after the long flat spot on the sprocket, cylinder number two crankshaft timing marks are next. After 3 camshaft pulses, the PCM knows cylinder four crankshaft timing marks follow.
One camshaft pulse after the three pulses indicates cylinder five. The two camshaft pulses after cylinder
5 signals cylinder six (Fig. 13 or Fig. 14). The PCM can synchronize on cylinders 1 or 4.
When metal aligns with the sensor, voltage goes low (less than 0.3 volts). When a notch aligns with the sensor, voltage spikes high (5.0 volts). As a group of notches pass under the sensor, the voltage switches from low (metal) to high (notch) then back to low. The number of notches determine the amount of pulses. If available, an oscilloscope can display the square wave patterns of each timing event.
Top dead center (TDC) does not occur when notches on the camshaft sprocket pass below the cylinder.
TDC occurs after the camshaft pulse (or pulses) and after the 4 crankshaft pulses associated with the particular cylinder. The arrows and cylinder call outs on
Figures 13 and 14 represent which cylinder the flat spot and notches identify, they do not indicate TDC position.
Fig. 13 Camshaft Sprocket—3.3L Engine
Fig. 11 Camshaft Position Sensor—3.3L Engine
Fig. 12 Camshaft Position Sensor—3.5L Engine
Fig. 14 Camshaft Sprocket—3.5L Engine
The camshaft position sensor is mounted in the front of the timing case cover (Fig. 15 or Fig. 16).
CHARGE AIR TEMPERATURE SENSOR
The 3.5L engine uses a charge air temperature sensor, the 3.3L engine does not. The sensor threads into the intake manifold plenum and measures air temperature (Fig. 17). The sensor provides one of the inputs the PCM monitors when it adjust injector pulse width and spark advance.
CRANKSHAFT POSITION SENSOR
The crankshaft position sensor detects slots cut into the transmission driveplate extension. There are
3 sets of slots. Each set contains 4 slots, for a total of
12 slots (Fig. 18). Basic timing is set by the position of the last slot in each group. Once the powertrain
8D - 6 IGNITION SYSTEMS at TDC) from the camshaft position sensor input. The
4 pulses generated by the crankshaft position sensor represent the 69°, 49°, 29°, and 9° BTDC marks. It may take the PCM one engine revolution to determine crankshaft position.
Fig. 15 Camshaft Position Sensor Location—3.3L
Engine
FIg. 16 Camshaft Position Sensor Location—3.5L
Engine
Fig. 18 Timing Slots
The PCM uses crankshaft position reference to determine injector sequence and ignition timing. Once the PCM determines crankshaft position, it begins energizing the injectors in sequence.
The crankshaft sensor is located on the passengers side of the transmission housing, above the differential housing (Fig. 19). The bottom of the sensor is positioned next to the drive plate.
Fig. 17 Charge Air Temperature Sensor—3.5L
Engine Only control module (PCM) senses the last slot, it determines crankshaft position (which piston will next be
Fig. 19 Crankshaft Position Sensor Location
IGNITION COIL
WARNING: THE DIRECT IGNITION SYSTEM GENER-
ATES APPROXIMATELY 40,000 VOLTS. PERSONAL
INJURY COULD RESULT FROM CONTACT WITH THIS
SYSTEM.
The coil pack consists of 3 coils molded together (Fig.
20). High tension leads route to each cylinder
IGNITION SYSTEMS 8D - 7 from the coil. The coil fires two spark plugs every power stroke. One plug is the cylinder under compression, the other cylinder fires on the exhaust stroke. The powertrain control module (PCM) determines which of the coils to charge and fire at the correct time.
Coil number one fires cylinders 1 and 4, coil number two fires cylinders 2 and 5, and coil number three fires cylinders 3 and 6.
Fig. 21 Engine Coolant Temperature Sensor—3.3L
Engine
Fig. 20 Coil Pack
The coil’s low primary resistance (0.5 - 0.7 ohm) allows the PCM to fully charge the coil for each firing.
ENGINE COOLANT TEMPERATURE SENSOR
The engine coolant temperature sensor threads into the water jacket next to thermostat housing (Fig. 21 or Fig. 22). The sensor provides an input to the powertrain control module (PCM). As coolant temperature varies, the sensor resistance changes, resulting in a different input voltage to the PCM.
The PCM contains different spark advance schedules for cold and warm engine operation. The schedules reduce engine emission and improve driveability. When the engine is cold, the PCM will demand slightly richer air-fuel mixtures and higher idle speeds until normal operating temperatures are reached.
The engine coolant sensor input also determines operation of the low and high speed cooling fans.
KNOCK SENSORS—3.5L ENGINE
The 3.5L engine has two knock sensors. One sensor for the right bank of cylinders, one for the left bank.
The knock sensors thread into the top of the cylinder block below the cylinder heads (Fig. 23). When a knock sensor detects a knock in one of the cylinders, it sends a input signal to the PCM. In response, the
PCM retards ignition timing by a scheduled amount.
Knock sensors contain a crystal which constantly vibrates and sends an input voltage (signal) to the
Fig. 22 Engine Coolant Temperature Sensor—3.5L
Engine
Fig. 23 Knock Sensor Locations—3.5L Engine Only
PCM while the engine operates. As the intensity of the crystal’s vibration increase, the knock sensor output voltage also increases.
8D - 8 IGNITION SYSTEMS
MANIFOLD ABSOLUTE PRESSURE SENSOR
The powertrain control module (PCM) supplies 5 volts to the MAP sensor. The MAP sensor converts intake manifold pressure into voltage. The PCM monitors the MAP sensor output voltage. As vacuum increases, MAP sensor voltage decreases proportionately. Also, as vacuum decreases, MAP sensor voltage increases proportionately.
During cranking, before the engine starts running, the PCM determines atmospheric air pressure from the MAP sensor voltage. While the engine operates, the PCM determines intake manifold pressure from the MAP sensor voltage. Based on MAP sensor voltage and inputs from other sensors, the PCM adjusts spark advance and the air/fuel mixture.
On 3.3L engines the MAP sensor mounts to the rear of the intake manifold plenum (Fig. 24). On
3.5L engines, the MAP sensor mounts to the drivers side of the intake manifold plenum (Fig. 25).
AUTO SHUTDOWN AND FUEL PUMP RELAYS
The PCM operates the auto shutdown (ASD) relay and fuel pump relay through one ground path. The
PCM operates them by switching on and off the ground path for the solenoid side of the relays. Both relays turn on and off at the same time.
The ASD relay connects battery voltage to the fuel injectors and ignition coil. The fuel pump relay connects battery voltage to the fuel pump.
The PCM turns the ground path off when the ignition switch is in the Off position. Both relays are off.
When the ignition switch is in the On or Crank position, the PCM monitors the crankshaft position sensor and camshaft position sensor signals to determine engine speed and ignition timing (coil dwell). If the PCM does not receive a crankshaft position sensor signal and camshaft position sensor signal when the ignition switch is in the Run position, it de-energizes both relays. When the relays de-energizes, battery voltage is not supplied to the fuel injectors, ignition coil and fuel pump.
The ASD relay and fuel pump relay are located in the power distribution center (PDC) near the battery
(Fig. 26). A decal on the underside of the PDC cover shows the locations of each relay and fuse contained in the PDC.
Fig. 24 MAP Sensor—3.3L Engine
Fig. 26 Power Distribution Center
Fig. 25 MAP Sensor—3.5L Engine
IGNITION SYSTEMS 8D - 9
3.3L ELECTRONIC IGNITION SYSTEM—DIAGNOSTIC PROCEDURES
INDEX page
Check Coil Test—3.3L Engine
. . . . . . . . . . . . . . . . 9
Coolant Temperature Sensor Test
Crankshaft Position Sensor and Camshaft Position
Sensor Tests
. . . . . . . . . . . . . . . . . . . . . . . . . . 10
page
Failure to Start Test
. . . . . . . . . . . . . . . . . . . . . . . 9
Manifold Absolute Pressure (MAP) Sensor Test
Testing for Spark at Coil
. . . . . . . . . . . . . . . . . . . . 9
TESTING FOR SPARK AT COIL
WARNING: THE 3.3L ENGINE DIRECT IGNITION SYS-
TEM GENERATES APPROXIMATELY 40,000 VOLTS.
PERSONAL INJURY COULD RESULT FROM CON-
TACT WITH THIS SYSTEM.
The coil pack contains 3 independent coils. Each coil must be checked individually.
CAUTION: Spark plug wire damage may occur if the spark plug is moved more than 1/4 inch away from the engine ground.
Remove the cable from number 2 spark plug. Insert a clean spark plug into the spark plug boot, and ground plug to the engine (Fig. 1).
Each coil tower is labeled with the number of the corresponding cylinder.
(1) Remove the ignition cables and measure the resistance of the cables. Resistance must be between
3,000 to 12,000 ohms per foot of cable. Replace any cable not within tolerance.
(2) Disconnect the electrical connector from the coil pack.
(3) Measure the primary resistance of each coil. At the coil, connect an ohmmeter between the B+ pin and the pin corresponding to the cylinders in question (Fig. 2). Resistance on the primary side of each coil should be 0.5 - 0.7 ohm. Replace the coil if resistance is not within tolerance.
Fig. 1 Testing For Spark
Crank the engine and look for spark across the electrodes of the spark plug. Repeat the above test for the five remaining cylinders. If there is no spark during all cylinder tests, proceed to the failure to start test.
If one or more tests indicate irregular, weak, or no spark, proceed to Check Coil Test.
CHECK COIL TEST—3.3L ENGINE
Coils one fires cylinders 1 and 4, coil two fires cylinders 2 and 5, coil three fires cylinders three and six.
Fig. 2 Ignition Coil Terminal Identification
(4) Remove ignition cables from the secondary towers of the coil. Measure the secondary resistance of the coil between the towers of each individual coil
(Fig. 3). Secondary resistance should be 7,000 to
15,800 ohms. Replace the coil if resistance is not within tolerance.
FAILURE TO START TEST
This no-start test checks the camshaft position sensor and crankshaft position sensor.
The PCM supplies 8 volts to the camshaft sensor and crankshaft sensor through one circuit. If the
8-volt supply circuit shorts to ground, neither sensor will produce a signal (output voltage to the powertrain control module).
When the ignition key is turned and left in the On position, the powertrain control module (PCM) automatically energizes the auto shutdown (ASD) relay.
However, the PCM de-energizes the relay within one
8D - 10 IGNITION SYSTEMS
Fig. 3 Checking Ignition Coil Secondary Resistance second because it has not received a crankshaft signal indicating engine rotation.
During cranking, the ASD relay will not energize until the PCM receives a crankshaft signal. Secondly, the ASD relay remains energized only if the PCM senses a camshaft sensor signal immediately after detecting the crankshaft sensor signal.
(1) Check battery voltage. Voltage should be approximately 12.66 volts or higher to perform failure to start test.
(2) Disconnect the harness connector from the coil pack.
(3) Connect a test light to the B+ (battery voltage) terminal of the coil electrical connector and ground.
The wire for the B+ terminal is dark green with a orange tracer.
(4) Turn the ignition key to the ON position. The test light should flash On and then Off. Do not turn
the Key to off position, leave it in the On position.
(a) If the test light flashes momentarily, the PCM grounded the auto shutdown (ASD) relay. Proceed to step 5.
(b) If the test light did not flash, the ASD relay did not energize. The cause is either the relay or one of the relay circuits. Use the DRBII scan tool to test the ASD relay and circuits. Refer to the appropriate Powertrain Diagnostics Procedure Manual. Refer to the wiring diagrams section for circuit information.
(5) Crank the engine. (If the key was placed in the off position after step 4, place the key in the On position before cranking. Wait for the test light to flash once, then crank the engine.)
(a) If the test light momentarily flashes during cranking, the PCM is not receiving a camshaft position sensor signal. Use the DRBII scan tool to test the camshaft position sensor and sensor circuits. Refer to the appropriate Powertrain Diagnostics Procedure Manual.
Refer to the wiring diagrams section for circuit information.
(b) If the test light did not flash during cranking, unplug the camshaft sensor connector. Turn the ignition key to the off position. Turn the key to the
On position, wait for the test light to momentarily flash once, then crank the engine. If the test light momentarily flashes, the camshaft position sensor is shorted and must be replaced. If the light did not flash, the cause of the no-start is in either the crankshaft position sensor/camshaft position sensor
9-volt supply circuit, or the crankshaft sensor
5-volt output or ground circuits. Use the DRBII scan tool to test the crankshaft position sensor and the sensor circuits. Refer to the appropriate Powertrain Diagnostics Procedure Manual. Refer to the wiring diagrams section for circuit information.
COOLANT TEMPERATURE SENSOR TEST
Refer to the appropriate Powertrain Diagnostic
Procedure manual.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
TEST
Refer to the appropriate Powertrain Diagnostic
Procedure manual.
CRANKSHAFT POSITION SENSOR AND CAMSHAFT
POSITION SENSOR TESTS
Refer to the appropriate Powertrain Diagnostic
Procedure manual.
IGNITION SYSTEMS 8D - 11
3.3L AND 3.5L ELECTRONIC IGNITION SYSTEMS—SERVICE PROCEDURES
INDEX page
Camshaft Position Sensor—3.3L Engine
Camshaft Position Sensor—3.5L Engine
Crankshaft Position Sensor
. . . . . . . . . . . . . . . . . 14
Electronic Ignition Coil Pack—3.3L Engine
Electronic Ignition Coil Pack—3.5L Engine
Engine Coolant Temperature Sensor
Ignition Timing Procedure
. . . . . . . . . . . . . . . . . . 13
page
Knock Sensors—3.5L Engine
. . . . . . . . . . . . . . . 15
Manifold Absolute Pressure (MAP) Sensor
Powertrain Control Module (PCM)
Spark Plug Cables
. . . . . . . . . . . . . . . . . . . . . . . 11
Spark Plug Service
. . . . . . . . . . . . . . . . . . . . . . . 13
Spark Plug Tubes—3.5L Engine
Throttle Body Minimum Air Flow
POWERTRAIN CONTROL MODULE (PCM)
REMOVAL
(1) Remove air cleaner.
(2) Remove stud bolt and push pin attaching PCM to body (Fig. 1).
(3) Lift PCM up. Disconnect PCM 60-way connector (Fig. 2).
(4) Remove PCM.
INSTALLATION
(1) Attach 60-way connector to PCM.
(2) Install 60-way connector. Tighten 60-way connector screw to 4 N I m (35 in. lbs.) torque.
(3) Install PCM. Tighten stud bolt to 10 N I m (7 ft.
lbs.) torque. Install push pin.
(4) Install air cleaner.
ENGINE COOLANT TEMPERATURE SENSOR
The engine coolant sensor is located next to the thermostat housing (Fig. 3 or Fig. 4).
Fig. 1 PCM Location
Fig. 2 PCM 60-Way Connector
Fig. 3 Engine Coolant Temperature Sensor—3.3L
Engine
REMOVAL
(1) With the engine cold, disconnect coolant sensor electrical connector.
(2) Remove coolant sensor.
INSTALLATION
(1) Install coolant sensor. Tighten sensor to 28
N
I m (20 ft. lbs.) torque.
(2) Attach electrical connector to sensor.
SPARK PLUG CABLES
Clean high tension cables with a cloth moistened with a non-flammable solvent. Wipe the cables dry.
Check for brittle or cracked insulation.
8D - 12 IGNITION SYSTEMS
Fig. 4 Engine Coolant Temperature Sensor—3.5L
Engine
Resistance cables are identified by the words Elec-
tronic Suppression.
SPARK PLUG CABLE SERVICE—3.3L ENGINE
Remove the cable from the retaining bracket. Grasp the terminal as close as possible to the spark plug.
Rotate the cover (boot) slightly and pull straight back.
Do not use pliers and do not pull the cable at an
angle. Doing so will damage the insulation, cable terminal or the spark plug insulator. Wipe spark plug insulator clean before installing cable and cover.
SPARK PLUG CABLE SERVICE—3.5L ENGINE
The cables insulate the spark plugs and seal the top of the spark plug tube. A grooved tray routes the cables from the coil to each cylinder. The cables for the even number cylinders run along the bottom of the tray (Fig.
5). Cables for the odd number cylinders run along the top of the tray. Access the cables through the openings between the runners of the intake manifold plenum.
Fig. 5 Spark Plug Cables—3.5L Engine
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 26-12-96 December, 1996
CAUTION: When routing cables under the fuel rail on the left side of the engine during the cable removal or installation process, do not pry up on the fuel rail because permanent damage may occur to the rail. This damage could result in a fuel leakage condition. Sufficient clearance exists between the fuel rail and cam sensor for cable routing without moving the fuel rail.
To remove the cables, lightly grasp the top of the cable with pliers. Rotate the cable slightly and pull straight up. To replace the cables, disconnect the cable from the ignition coil. Remove the cable from the tray and route the coil end under the center of the intake manifold plenum.
To install the cables, run the coil end under the plenum and through the cable tray. Route the cables for the left side of the engine under the front of the fuel rail and then down the side of the rail (Fig. 6). Connect the cable to the coil. Slide the insulator into the tubes and over the spark plug. Ensure the insulator fully seats to the top of the spark plug tube.
Fig. 6 Fuel Rail—3.5L Engine
TESTING—ALL ENGINES
When testing cables for punctures and cracks with an oscilloscope, follow the instructions of the equipment manufacturers.
CAUTION: Do not leave any one spark plug cable disconnected any longer than necessary during test or possible heat damage to catalytic converter will occur. Total test time must not exceed ten minutes.
If an oscilloscope is not available, test cables as follows:
(1) With the engine not running, connect one end of a test probe (i.e. a piece of wire with insulated alligator clips on each end) to a good ground, other end free for probing.
WARNING: THE DIRECT IGNITION SYSTEM GENERATES
APPROXIMATELY 40,000 VOLTS. PERSONAL INJURY
COULD RESULT FROM CONTACT WITH THIS SYSTEM.
(2) With engine running, move test probe along entire length of all cables (approximately 0 to 1/8 inch gap). If punctures or cracks are present there will be a noticeable spark jump from the faulty area to the probe.
Cracked, leaking or faulty cables should be replaced.
IGNITION SYSTEMS 8D - 13
(3) Use an ohmmeter to check cables for opens, loose terminals or high resistance.
(a) Remove cable from spark plug.
(b) Remove cable from the coil tower.
(c) Connect the ohmmeter between spark plug end terminal and the coil end terminal. Resistance should be within tolerance shown in the cable resistance chart. If resistance is not within tolerance, replace cable assembly. Test all spark plug cables in same manner.
CABLE RESISTANCE CHART
SPARK PLUG SERVICE
When replacing the spark plug cables, route the cables correctly and secure them in the appropriate retainers. Failure to route the cables properly can cause the radio to reproduce ignition noise, cross ignition of the spark plugs or short circuit the cables to ground.
SPARK PLUG REMOVAL
Always remove the spark plug cable by grasping at the spark plug boot, turning the boot 1/2 turn and pulling straight back in a steady motion.
(1) Prior to removing the spark plug spray compressed air around the spark plug hole and the area around the spark plug.
(2) Remove the spark plug using a quality socket with a rubber or foam insert.
(3) Inspect the spark plug condition. Refer to
Spark Plug Condition in this section.
SPARK PLUG GAP ADJUSTMENT
Check the spark plug gap with a gap gauge. If the gap is not correct, adjust it by bending the ground electrode (Fig. 7).
SPARK PLUG INSTALLATION
(1) To avoid cross threading, start the spark plug into the cylinder head by hand.
(2) Tighten spark plugs to 28 N I m (20 ft. lbs.) torque.
(3) Install spark plug cables over spark plugs. On
3.5L engines, ensure the top of the spark plug insulator seals the upper end of the spark plug tube.
SPARK PLUG TUBES—3.5L ENGINE
On 3.5L engines, the spark plugs thread into the top of cylinders. Tubes isolate the spark plugs and cables. For spark plug tube service, refer to Group 9,
Engines.
Fig. 7 Setting Spark Plug Gap—Typical
THROTTLE BODY MINIMUM AIR FLOW
Refer to the General Diagnosis section of Group 14.
IGNITION TIMING PROCEDURE
The 3.3L and 3.5L engines use a fixed ignition system. The PCM regulates ignition timing. Basic ignition timing is not adjustable.
CAMSHAFT POSITION SENSOR—3.3L ENGINE
The camshaft position sensor is mounted in the front of the timing case cover (Fig. 8).
Fig. 8 Camshaft Position Sensor Location
REMOVAL
(1) Disconnect electrical connector from sensor.
(2) Loosen camshaft position sensor screw.
(3) Without pulling on the connector wires, pull the sensor up out of the chain case cover.
8D - 14 IGNITION SYSTEMS
INSTALLATION
If the removed sensor is reinstalled, clean off the old spacer on the sensor face. Attach a NEW
SPACER to the face of the sensor before installa-
tion. If installing a new sensor, confirm that the paper spacer is attached to the face and O-ring is positioned in groove (Fig. 9).
lation. If installing a new sensor, confirm that the paper spacer is attached to the face (Fig. 11).
Fig. 9 Paper Spacer—3.3L Engine
(1) Install sensor in the chain case cover and push sensor down until contact is made with the camshaft sprocket. While holding the sensor in this position, install and tighten the retaining bolt to 12 N I m (105 in. lbs.) torque.
(2) Attach electrical connector to sensor.
CAMSHAFT POSITION SENSOR—3.5L ENGINE
The camshaft position sensor is installed in the timing case cover above the left camshaft sprocket (Fig.
10).
Fig. 11 Paper Spacer—3.5L Engine
(1) Install sensor in the chain case cover and push sensor down until contact is made with the camshaft sprocket. While holding the sensor in this position, install and tighten the retaining bolt to 12 N I m (105 in. lbs.) torque.
(2) Attach electrical connector to sensor.
CRANKSHAFT POSITION SENSOR
The crankshaft sensor is located on the passengers side of the transmission housing, above the differential housing (Fig. 12). The bottom of the sensor sits above the drive plate.
Fig. 10 Camshaft Position Sensor—3.5L Engine
REMOVAL
(1) Disconnect electrical connector from sensor.
(2) Remove camshaft position sensor screw.
(3) Pull sensor up out of the chain case cover.
INSTALLATION
If the removed sensor is reinstalled, clean off the old spacer on the sensor face. Attach a NEW
SPACER to the face of the sensor before instal-
Fig. 12 Crankshaft Sensor Location
REMOVAL
(1) Disconnect electrical connector from crankshaft position sensor.
(2) Remove sensor mounting screw. Remove sensor.
(3) Reverse procedure for installation.
ELECTRONIC IGNITION COIL PACK—3.3L ENGINE
The electronic ignition coil pack attaches to the a bracket mounted on the left cylinder head (Fig. 13).
IGNITION SYSTEMS 8D - 15
Fig. 13 Electronic Ignition Coil Pack—3.3L Engine
REMOVAL
(1) Disconnect electrical connector from coil pack.
(2) Remove coil pack mounting screws.
(3) Remove coil. The spark plug cables are numbered for cylinder identification.
(4) Transfer spark plug cables to new coil pack.
The coil pack towers are numbered with the cylinder identification (Fig. 14).
Fig. 15 Electronic Ignition Coil Pack—3.5L Engine
Fig. 14 Cylinder Identification
(5) Reverse procedure for installation.
ELECTRONIC IGNITION COIL PACK—3.5L ENGINE
The ignition coil pack attaches to the right cylinder head (Fig. 15).
REMOVAL
(1) Remove air cleaner hose.
(2) Disconnect electrical connector from coil pack.
(3) Remove coil pack mounting screws.
(4) Remove coil. The spark plug cables are numbered for cylinder identification (Fig. 16).
Fig. 16 Spark Plug Cable Identification
(5) Transfer spark plug cables to new coil pack.
The coil pack towers are numbered with the cylinder identification (Fig. 14).
(6) Reverse procedure for installation.
KNOCK SENSORS—3.5L ENGINE
The 3.5L engine uses two knock sensors. The sensors thread into the cylinder block, directly below the intake manifold.
REMOVAL
(1) Remove intake manifold plenum. Refer to Intake Manifold Plenum in Group 11.
(2) Remove intake manifold. Refer to Group 11.
(3) Disconnect electrical connector from knock sensor(s) (Fig. 17).
(4) Use a crows foot socket to remove the knock sensors.
8D - 16 IGNITION SYSTEMS
Fig. 17 Knock Sensor Location—3.5L Engine
INSTALLATION
(1) Install knock sensor. Tighten knock sensor to 10
N I m (7 ft. lbs.) torque. Over or under tightening effects knock sensor performance, possibly causing improper spark control.
(2) Attach electrical connector to knock sensor.
(3) Install intake manifold. Refer to Group 11.
(4) Install intake manifold plenum. Refer to Intake
Manifold Plenum in Group 11.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
On 3.3L engines, the MAP sensor threads into the rear of the intake manifold plenum (Fig. 18). On 3.5L
engines, the MAP sensor threads into the left side of the intake manifold plenum (Fig. 19).
REMOVAL
(1) Disconnect the electrical connector from the MAP sensor.
(2) Remove sensor.
Fig. 18 MAP Sensor—3.3L Engine
Fig. 19 MAP Sensor—3.5L Engine
INSTALLATION
(1) Thread sensor into intake manifold plenum.
Tighten sensor to 10 N I m (90 in. lbs.) torque and then rotate it to horizontal position.
(2) Attach electrical connector to sensor.
IGNITION SYSTEMS 8D - 17
IGNITION SWITCH AND INTERLOCK
INDEX page
Column Shift Interlock Service
. . . . . . . . . . . . . . . 19
Floor Shift Interlock Adjustment
. . . . . . . . . . . . . . 21
Floor Shift Interlock Service
. . . . . . . . . . . . . . . . . 20
General Information
. . . . . . . . . . . . . . . . . . . . . . . 17
page
Ignition Interlock
. . . . . . . . . . . . . . . . . . . . . . . . . 19
Ignition Switch
. . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Lock Cylinder Housing
. . . . . . . . . . . . . . . . . . . . . 22
Lock Key Cylinder
. . . . . . . . . . . . . . . . . . . . . . . . 18
GENERAL INFORMATION
LH vehicles have an interlock system. The system prevents shifting the vehicle out of Park unless the ignition lock cylinder is in the Off, Run or Start position (Fig. 1 or Fig. 2). In addition, the operator cannot rotate the key to the lock position unless the shifter is in the park position.
3). For ignition switch terminal and circuit identification, refer to Group 8W, Wiring Diagrams.
Fig. 1 Ignition Interlock—Floor Shift
Fig. 2 Ignition Interlock—Column Shift
IGNITION SWITCH
The ignition switch attaches to the lock cylinder housing on the end opposite the lock cylinder (Fig.
Fig. 3 Ignition Switch
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Remove the tilt lever attaching screw. Remove lever.
(3) Remove the upper and lower cover from steering column.
(4) Disconnect electrical connector from ignition switch (Fig. 4).
(5) Remove Ignition switch mounting screws. Remove switch.
INSTALLATION
(1) A tab on the ignition switch indexes to a notch in the lock cylinder housing (Fig. 5). Also, a slot in the end of the ignition switch fits over the shaft in the end of the lock cylinder housing. Use the ignition key to rotate the lock cylinder to align the ignition switch with lock cylinder housing.
(2) Install and tighten ignition switch mounting screws.
(3) Attach electrical connector to ignition switch.
(4) Install tilt lever.
(5) Install upper and lower cover on steering column.
(6) Connect negative cable to battery.
8D - 18 IGNITION SYSTEMS
Fig. 4 Ignition Switch Removal/Installation
Fig. 6 Ignition Lock Cylinder Detents
(4) Turn the ignition key to the run position.
When ignition switch is in the run position, the lock cylinder retaining tab will depress.
(5) Depress tab and slide lock cylinder out of housing (Fig. 7).
Fig. 5 Ignition Switch Alignment
LOCK KEY CYLINDER
The lock cylinder is inserted in the end of the housing opposite the ignition switch (Fig. 3). The ignition key rotates the cylinder to 5 different detents (Fig. 6):
• Accessory
• Off (lock)
• Unlock
• On/Run
• Start
When replacing the lock cylinder, if the vehicle has a column shifter, install a new interlock cassette. If the vehicle has a floor shift, adjust the interlock cable when the lock cylinder is replaced.
REMOVAL
(1) Disconnect negative cable from the battery.
(2) Remove the tilt lever attaching screw. Remove lever.
(3) Remove the upper and lower covers from the steering column.
Fig. 7 Lock Cylinder Removal
INSTALLATION
(1) Install key in lock cylinder. Turn key to run position (retaining tab on lock cylinder can be depressed).
(2) The shaft at the end of the lock cylinder aligns with the socket in the end of the housing. To align the socket with the lock cylinder, ensure the socket is in the Run position (Fig. 8).
(3) Align the lock cylinder with the grooves in the housing. Slide the lock cylinder into the housing until the tab sticks through the opening in the housing
(Fig. 9).
(4) Turn the key to the Off position. Remove the key.
(5) If the vehicle has column shift and a new lock cylinder was used, install and adjust a new interlock cassette. Refer to Ignition Interlock in this section. If
IGNITION SYSTEMS 8D - 19
Fig. 8 Socket in Lock Cylinder Housing
Fig. 9 Lock Cylinder Installation the vehicle has a floor shift, adjust the interlock cable when the lock cylinder is replaced. Refer to the Floor
Shift Interlock Adjustment procedure in this section.
(6) Install tilt lever.
(7) Install upper and lower cover on steering column.
(8) Connect negative cable to battery.
IGNITION INTERLOCK
The ignition interlock system connects the automatic transmission shifter and the lock system. With the ignition key in the OFF or ACCESSORY position, the interlock system holds the transmission shifter in park. When the key is in the RUN position the shifter unlocks and can be moved to any position. Also, if the shifter is not in PARK, the system prevents the operator from turning the ignition switch to the OFF or
ACCESSORY positions.
If the vehicle has column shift, install a new interlock cassette (column shift) when replacing the ignition lock cylinder. Adjust the system after replacing the cassette.
If the vehicle has floor shift, adjust the interlock cable after replacing the lock cylinder.
DIAGNOSIS
COLUMN SHIFT
If the interlock cable breaks while the shifter is in the park position, the shifter will remain in park.
Should the interlock cable break when the shifter is in neutral, the operator won’t be able to shift to park. In either case, replace and adjust the interlock cassette or interlock cable.
FLOOR SHIFT
(1) With the ignition key in the Lock (Off) position, place the floor shifter in Park. The operator should not be able to remove the shifter from Park (button on shifter won’t depress) when the ignition key is in the
Lock position.
(2) Turn the ignition key to the On position. With the ignition key in the On position, the shifter should move to any gear position. With the shifter in a gear selection, the operator should not be able to remove the ignition key.
(3) Return the shifter to the Park position. The operator should be able to remove the key after placing it in the Lock (Off) position.
If the interlock system works as described in the above steps, check the system for incorrect adjustment or a binding cable. Refer to the Adjustment procedure or the Removal procedure as necessary.
COLUMN SHIFT INTERLOCK SERVICE
The interlock cassette slides into the housing behind the lock cylinder (Fig. 10). The cable at the rear of the cassette attaches to a locking arm on the shifter mechanism. The column shift interlock system is only adjusted after installing a new cassette. It can’t be adjusted more than once. If the system operates incorrectly, install and adjust a new interlock cassette.
REMOVAL
(1) Depress the tab on the top of the cassette (Fig.
10).
(2) Slide the interlock cassette out of the housing.
(3) Remove the cable from the locking arm on the shifter mechanism.
INSTALLATION
(1) Ensure the latch rotates freely on the shifter gate
(Fig. 11).
(2) With the shifter in Park and the key removed, install the cable over the hook on locking arm of the shifter mechanism.
8D - 20 IGNITION SYSTEMS
Fig. 10 Ignition Interlock Cassette—Column Shift Fig. 12 Ignition Interlock Adjustment Tab—Column
Shift
(5) Remove upper and lower covers from the steering column.
(6) Loosen the nut on the interlock adjustment lever.
(7) Move ignition key to the Run position.
(8) Remove the interlock cable from the shifter housing (Fig. 13). Slide the cable out of the groove in the interlock lever.
Fig. 11 Latch and Shifter Gate
(3) Slide the cassette into the housing until it locks in place.
(4) To adjust the interlock system, push the adjustment tab in until it stops (Fig. 12). The adjustment tab will click as it moves into position. Ensure the tab is fully depressed.
FLOOR SHIFT INTERLOCK SERVICE
The interlock cable slides into the housing behind the lock cylinder (Fig. 1) and attaches to the floor mounted shifter. The floor shift interlock system is adjusted by a nut at the shifter.
If the system requires adjustment and not replacement, refer to the Floor Shift Interlock Adjustment procedure in this section.
REMOVAL
(1) Remove shifter handle.
(2) Remove the bezel from the shifter console.
(3) Remove the drivers side kick panel of the center console.
(4) Remove the tilt lever attaching screw. Remove lever.
Fig. 13 Interlock Cable at Floor Shifter
(9) Depress the lock tab on the interlock cable and pull the cable out of the lock cylinder housing (Fig.
14).
(10) Remove interlock cable.
INSTALLATION
(1) Ensure ignition switch is in the On position.
(2) Route the interlock cable down the steering column, past the air distribution center duct. Route the cable between the support strut and air bag module mounting bracket and down to the shifter housing.
IGNITION SYSTEMS 8D - 21
Fig. 14 Interlock Cable at Ignition Switch
(3) Slide the steering column end of the interlock cable into the lock cylinder housing until it snaps into place (Fig. 14).
(4) Turn the ignition key to the Off/Lock position
(5) Put the shifter in the PARK position.
(6) Slide the interlock cable core wire into the groove on the adjustment lever. Ensure the cable end seats in the groove (Fig. 13).
(7) Slip the cable into the housing until it snaps into place.
(8) Ensure the shift lever remains in PARK. Remove the ignition key from the lock cylinder (switch in OFF position).
When the adjustment nut on the interlock lever is loosened, the cable indexes itself to the correct position (Fig. 15).
(9) Loosen the adjustment nut. Allow the cable to adjust itself to the correct position. Tighten the adjustment nut.
Fig. 15 Interlock Cable at Floor Shifter
(10) Inspect the interlock cable:
•
With the lock cylinder in the OFF (lock) position and ignition key removed, the cable core wire should not move when pulled. If the cable core wire moves, the cable is improperly installed or kinked.
• With the ignition key in the RUN position, the cable core wire should slide freely when pulled. Also, the cable should return to the bottomed out position when released. If the cable core wire does not move in the
RUN position, the cable is improperly installed or kinked.
(11) Check the interlock adjustment:
•
With the ignition key in the OFF (lock) position, the shifter should be locked in the PARK position. If not, repeat the adjustment procedure.
• Without starting the engine,place the ignition switch in the run position. Move the shifter to the reverse position. You should be unable to remove the ignition key from the lock cylinder. If you can remove the key at this point, repeat the adjustment procedure.
• Place the shifter in the PARK position. Turn the ignition key to the OFF (lock) position. You should be able to remove the ignition key from the lock cylinder.
If not, repeat the adjustment procedure.
(12) Install the bezel on the shifter console.
(13) Install shifter handle.
(14) Install the lower kick panel.
(15) Install tilt lever
(16) Install upper and lower covers from the steering column.
FLOOR SHIFT INTERLOCK ADJUSTMENT
(1) Remove the shifter handle.
(2) Remove the console bezel.
(3) Loosen the adjustment nut on the interlock lever
(Fig. 15).
(4) Move ignition key to the RUN position.
(5) Remove the interlock cable from the shifter housing (Fig. 13). Slide the cable out of the groove in the interlock lever.
(6) Inspect the interlock cable:
• With the lock cylinder in OFF (lock) position and the ignition key removed, the cable core wire should not move when pulled. If the cable core wire moves, the cable is improperly installed or kinked.
• With the ignition key in the RUN position, the cable core wire should slide freely when pulled. Also, the cable should return to the bottomed out position when released. If the cable core wire does not move in the
RUN position, the cable is improperly installed or kinked.
(7) Put the shifter in the PARK position.
(8) Slide the interlock cable core wire into the groove on the adjustment lever. Ensure the cable end seats in the groove.
(9) Slip the cable into the housing until it snaps in place.
8D - 22 IGNITION SYSTEMS
(10) Ensure the shift lever remains in PARK. Remove the ignition key form the lock cylinder (switch in
OFF position).
When the adjustment nut on the interlock lever is loosened, the cable indexes itself to the correct position
(Fig. 15).
(11) Loosen the adjustment nut. Allow the cable to adjust itself to the correct position. Tighten the adjustment nut.
(12) Check the interlock adjustment:
• With the ignition key in the OFF (lock) position, the shifter should be locked in the PARK position. If not, re-adjust the interlock and tighten the adjustment nut
(Fig. 15).
• Without starting the engine,place the ignition switch in the run position. Move the shifter to the reverse position. You should not be able to remove the ignition key form the lock cylinder. If the key can be removed at this point, re-adjust the interlock and tighten the adjustment nut (Fig. 15).
• Place the shifter in the PARK position. Turn the ignition key to the OFF (lock) position. You should be able to remove the ignition key from the lock cylinder.
If not, re-adjust the interlock and tighten the adjustment nut (Fig. 15).
(13) Install the bezel on the shifter console.
(14) Install shifter handle.
(15) Install the lower kick panel.
(16) Install upper and lower covers from the steering column.
LOCK CYLINDER HOUSING
The lock cylinder housing attaches to the steering column with tamper-proof screws and hardened washers (Fig. 16).
REMOVAL
(1) Remove the upper and lower covers from the steering column.
Fig. 16 Lock Cylinder Housing Mounting Screws
(2) Remove the tilt lever attaching screw. Remove lever.
(3) Remove the ignition switch. Refer to Ignition
Switch in this section.
(4) Center punch the tamper-proof screws.
(5) Using a 6 mm (1/4 inch) drill bit, drill out the screw heads. Drill until the bit contacts the hardened washer under the screw head.
(6) Remove the lock cylinder housing from the steering column.
(7) Use a pair of pliers to remove the bolts from the lock steering column.
INSTALLATION
The heads of the tamper-proof mounting screws shear off when tightened.
(1) Position lock cylinder housing on steering column.
(2) Tighten new mounting screws until the heads of the tamper-proof screws shear off.
(3) Install ignition switch.
(4) Install tilt lever
(5) Install upper and lower covers on steering column.
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 26-01-95 February, 1995
IGNITION SYSTEMS 8D - 23
SPECIFICATIONS
SPARK PLUG CABLE ROUTING—3.3L AND
3.5L ENGINES
GENERAL INFORMATION
The following specifications represent the latest information available at the time of publication. If anything differs from the specifications on the Vehicle
Emission Control Information Label, use the specifications on the label.
IGNITION COILS
SPARK PLUGS
TORQUE
INSTRUMENT PANEL AND GAUGES 8E - 1
INSTRUMENT PANEL AND GAUGES
CONTENTS
page
ASH RECEIVER/LAMP REMOVAL
ASH RECEIVER/LAMP REMOVAL—
CHRYSLER . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
ATC-SUN SENSOR
. . . . . . . . . . . . . . . . . . . . . . 13
ATC-SUN SENSOR—CHRYSLER 207
BODY CONTROLLER REMOVAL
BRAKE AND SPEED CONTROL SWITCH
REMOVAL
. . . . . . . . . . . . . . . . . . . . . . . . . . . 12
CENTER UPPER OUTLET BEZEL REMOVAL
CIGAR LIGHTER REMOVAL
. . . . . . . . . . . . . . . 11
CIGAR LIGHTER REMOVAL—CHRYSLER
CLUSTER BULB REPLACEMENT
CLUSTER PRINTED CIRCUIT BOARD
REPLACEMENT
. . . . . . . . . . . . . . . . . . . . . . . . 6
DIAGNOSTIC PROCEDURE . . . . . . . . . . . . . . . . . 2
DIAGNOSTIC READ-OUT BOX—DRB II
CONNECTOR ACCESS
. . . . . . . . . . . . . . . . . . . 7
ELECTRO/MECHANICAL INSTRUMENT
CLUSTER
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
FRONT SPEAKER REMOV-
AL—RIGHT—LEFT—CENTER
FUEL GAUGE AND TEMPERATURE GAUGE
REPLACEMENT—TYPE A AND C
GLOVEBOX DOOR/HANDLE REMOVAL
GLOVEBOX LIGHT/SWITCH REMOVAL
HAZARD FLASHER RELAY REMOVAL
HEADLAMP SWITCH BEZEL REMOVAL
HEADLAMP SWITCH REMOVAL
HEADLAMP SWITCH TEST
. . . . . . . . . . . . . . . . 8
HEATER AND A/C FAN RELAY REMOVAL
HEATER—A/C—ATC CONTROLS . . . . . . . . . . . . 7
INSTRUMENT CLUSTER AND BEZEL
REMOVAL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INSTRUMENT PANEL END COVERS page
REMOVAL—RIGHT AND LEFT
INSTRUMENT PANEL LOWER CENTER COVER
REMOVAL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
INSTRUMENT PANEL TOP COVER REMOVAL
JUNCTION BLOCK REMOVAL
LEFT UNDER INSTRUMENT PANEL SILENCER/
DUCT REMOVAL
. . . . . . . . . . . . . . . . . . . . . . . 8
LOWER CENTER BEZEL REMOVAL . . . . . . . . . . 8
LOWER INSTRUMENT PANEL REMOVAL
MASK/LENS REPLACEMENT—TYPE A AND C
MASK/LENS WITH TRANSMISSION RANGE
INDICATOR—TYPE B
. . . . . . . . . . . . . . . . . . . 5
MESSAGE CENTER REMOVAL
MESSAGE CENTER REMOVAL—
CHRYSLER 207
. . . . . . . . . . . . . . . . . . . . . . . . 7
ODOMETER REPLACEMENT—TYPE A AND C
ODOMETER REPLACEMENT—TYPE B
RADIO REMOVAL
. . . . . . . . . . . . . . . . . . . . . . . . 8
REMOTE KEYLESS ENTRY MODULE
REMOVAL
. . . . . . . . . . . . . . . . . . . . . . . . . . . 13
RIGHT UNDER INSTRUMENT PANEL
SILENCER/DUCT REMOVAL
RIGHT UPPER TRIM BEZEL REMOVAL
SPEEDOMETER REPLACEMENT—TYPE B
SPEEDOMETER/TACHOMETER AND TRANSMIS-
SION RANGE INDICATOR REPLACEMENT—
TYPE A AND C
. . . . . . . . . . . . . . . . . . . . . . . . 3
TACHOMETER AND FUEL/TEMPERATURE GAUGE
ASSEMBLY REPLACEMENT—TYPE B
TRACTION CONTROL SWITCH REMOVAL
TRUNK RELEASE SWITCH REMOVAL
UPPER INSTRUMENT PANEL REMOVAL
WOOD GRAIN TRIM BEZEL
REMOVAL—CHRYSLER 207
ELECTRO/MECHANICAL INSTRUMENT CLUSTER
The mechanical instrument cluster is an electromechanical module which receives most of its information from the Body Controller Module or Timing
Control Module via the CCD bus.
There are three types of clusters (Fig. 1, 2 and 3) and each cluster includes:
• 240 km/h (120 MPH) speedometer
• Tachometer
• Odometer/trip odometer
• Fuel gauge
• Temperature gauge
• Electronic transmission range
Fig. 1 Type—A
8E - 2 INSTRUMENT PANEL AND GAUGES
Fig. 2 Type—B
If the cluster is not receiving CCD bus messages, refer to the pre-diagnostic test described in 1993 LH
Body Systems Diagnostic Procedures Manual.
If the diagnostic procedure determines that a replacement of an instrument cluster component is required, refer to the Instrument Cluster Service
Procedure.
INSTRUMENT CLUSTER AND BEZEL REMOVAL
To service any instrument cluster component, the instrument cluster must be removed from the instrument panel. Use the following procedure:
(1) Remove instrument panel left end cap (Fig. 4).
Fig. 3 Type—C
The warning and information indicators include the following:
•
Check engine
•
Air bag
•
Charging system
• Low oil pressure
• High temperature
• Low fuel
• Seat belt
• Cruise
• Brake/park brake
• High beam
• Turn signals
The gauges are the magnetic air-core type. When the ignition switch is OFF, the gauge pointers should rest at or below the low graduation.
DIAGNOSTIC PROCEDURE
In order to diagnose the instrument cluster function, a DRB II and the 1993 LH Body Systems Diagnostic Procedures Manual are required.
As a quick diagnosis, the cluster will perform a function check immediately after the ignition is switched to the RUN/START position. All transmission range LEDs and warning lamps, except cruise, will illuminate for a brief period. If the cluster is not receiving CCD bus messages, the cluster will appear non-functional except for the continuously illuminated air bag indicator.
Fig. 4 End Caps
(2) Remove instrument panel headlamp bezel.
(3) Remove two headlamp switch screws and move switch to allow clearance for the instrument panel cluster bezel and instrument cluster removal.
(4) Remove instrument panel upper center bezel
(Fig. 5).
Fig. 5 Center Bezel
(5) Remove hazard switch and steering column shroud and then tilt steering column down (Fig. 6).
(6) Remove instrument panel cluster bezel.
Chrysler 207 only, disconnect the message center wire connector. The message center lamps may be serviced at this time (Fig. 7 and 8).
(7) Remove instrument cluster screws and disengage upper latch.
Fig. 6 Column Shroud
INSTRUMENT PANEL AND GAUGES 8E - 3
(8) Remove instrument cluster from panel. The instrument panel wiring harness connectors are mounted directly to the rear panel. A force of approximately 9 kilograms (20 lbs.) will be required to disengage the cluster from the connectors. 0
(9) For installation, reverse above procedures.
MASK/LENS REPLACEMENT—TYPE A AND C
(1) Remove four mask/lens retaining screws then remove mask/lens (Fig. 9).
(2) For installation, reverse above procedures.
SPEEDOMETER/TACHOMETER AND
TRANSMISSION RANGE INDICATOR
REPLACEMENT—TYPE A AND C
(1) Remove six cluster back cover retaining screws the remove cover (Fig. 9).
(2) Disconnect transmission range indicator and odometer connectors from the printed circuit board.
(2) Remove four mask/lens retaining screws then remove mask/lens.
(3) Remove trip odometer reset knob by gently pulling rearward.
-
Fig. 7 Cluster Bezel
8E - 4 INSTRUMENT PANEL AND GAUGES
Fig. 9 Retaining Screws
Fig. 8 Cluster Bezel 207
ODOMETER REPLACEMENT—TYPE A AND C
(1) Remove six cluster back cover retaining screws the remove cover (Fig. 9).
(2) Disconnect transmission range indicator and odometer connectors from the printed circuit board.
(3) Remove four mask/lens retaining screws then remove mask/lens.
(4) Remove trip odometer reset knob by gently pulling rearward.
(5) Remove the speedometer/tachometer assembly.
(6) Remove four odometer retaining screws from the speedometer and then remove odometer (Fig. 11).
(7) For installation, reverse above procedures. Install the odometer before starting installation.
(4) Remove speedometer/tachometer assembly from cluster. The speedometer/tachometer assembly and the transmission range indicator is service as one component (Fig. 10).
(5) For installation, reverse above procedures.
Fig. 11 Odometer
Fig. 10 Speedometer/Tachometer
INSTRUMENT PANEL AND GAUGES 8E - 5
FUEL GAUGE AND TEMPERATURE GAUGE
REPLACEMENT—TYPE A AND C
(1) Remove six cluster back cover retaining screws and then remove cover (Fig. 9).
(2) Disconnect transmission range indicator and odometer connectors from the printed circuit board.
(3) Remove four mask/lens retaining screws and then remove mask/lens.
(4) Remove trip odometer reset knob by gently pulling rearward.
(5) Remove the speedometer/tachometer assembly
(Fig. 10).
(6) Remove the gauge from the cluster.
(7) For installation, reverse above procedures.
MASK/LENS WITH TRANSMISSION RANGE
INDICATOR—TYPE B
(1) Remove trip odometer reset knob by gently pulling rearward.
(2) Remove five back cover retaining screws then remove cover (Fig. 12).
Fig. 13 Speedometer
ODOMETER REPLACEMENT—TYPE B
(1) Remove trip odometer reset knob by gently pulling rearward.
(2) Remove five cluster back cover retaining screws the remove cover (Fig. 12).
(3) Disconnect transmission range indicator and odometer connectors from the printed circuit board.
(4) Remove four mask/lens retaining screws then remove mask/lens.
(5) Remove tachometer and fuel/temperature gauge from the cluster.
(6) Remove speedometer from the cluster.
(7) Remove odometer from the speedometer (Fig.
14).
Fig. 12 Retaining Screws
(3) Disconnect transmission range connector from the printed circuit board.
(4) Remove four mask/lens retaining screws then remove mask/lens.
(5) For installation, reverse above procedures. Be sure gauge pins are aligned and engage with the printed circuit board clips as the gauge assembly is installed into the cluster.
SPEEDOMETER REPLACEMENT—TYPE B
(1) Remove trip odometer reset knob by gently pulling rearward.
(2) Remove five cluster back cover retaining screws the remove cover (Fig. 12).
(3) Disconnect transmission range indicator and odometer connectors from the printed circuit board.
(4) Remove four mask/lens retaining screws then remove mask/lens.
(5) Remove tachometer and fuel/temperature gauge from the cluster.
(6) Remove speedometer from the cluster (Fig. 13).
(7) For installation, reverse above procedures.
Fig. 14 Odometer
(8) For installation, reverse above procedures. Install the odometer before starting installation.
TACHOMETER AND FUEL/TEMPERATURE GAUGE
ASSEMBLY REPLACEMENT—TYPE B
(1) Remove trip odometer reset knob by gently pulling rearward.
(2) Remove five cluster back cover retaining screws the remove cover (Fig. 12).
(3) Disconnect transmission range indicator and odometer connectors from the printed circuit board.
8E - 6 INSTRUMENT PANEL AND GAUGES
(4) Remove four mask/lens retaining screws then remove mask/lens.
(5) Remove tachometer and/or fuel/temperature gauge from the cluster (Fig. 15).
Fig. 15 Gauge Removal
(6) For installation, reverse above procedures.
CLUSTER PRINTED CIRCUIT BOARD
REPLACEMENT
(1) Remove trip odometer reset knob by gently pulling rearward.
(2) Remove cluster back cover retaining screws the remove cover (Fig. 9 or 12).
(3) Disconnect transmission range indicator and odometer connectors from the printed circuit board.
(4) Remove four printed circuit board retaining screws. There are two screws located at the base of each connector (Fig. 16 and 17).
Fig. 18 Lamp location—Type A and C
Fig. 16 Print Circuit Board—Type A and C
Fig. 19 Lamp location—Type B
MESSAGE CENTER REMOVAL
(1) Using a trim stick, remove message module from instrument panel (Fig. 20).
Fig. 17 Print Circuit Board—Type B
(5) For installation, reverse above procedures.
CLUSTER BULB REPLACEMENT
Refer to Fig. 18 and 19 for appropriate lamp locations.
Fig. 20 Message Center Module
(2) Disconnect connector.
(3) Replace lamps as needed.
(4) For installation, reverse above procedures.
INSTRUMENT PANEL AND GAUGES 8E - 7
MESSAGE CENTER REMOVAL—CHRYSLER 207
(1) Open front door and remove left end cover.
(2) Remove headlamp switch bezel and center upper outlet bezel (Fig. 21).
(5) Remove push-in fastener at lower leg of controller from underneath instrument panel and maneuver controller down and out, disconnect the three electrical connectors to remove controller.
(6) For installation, reverse above procedures.
DIAGNOSTIC READ-OUT BOX—DRB II
CONNECTOR ACCESS
Reach down to lower edge of knee bolster to right of steering column. Inside the opening this DRB II connector can be swung down for access at lower edge of knee bolster.
HEATER—A/C—ATC CONTROLS
(1) Remove lower center bezel and remove two mounting screws from sides of control (Fig. 23).
Fig. 21 Message Center Module 207
(3) Remove two lower and the two upper screws from bezel.
(4) Remove right end cover, then remove wood grain trim bezel and remove two lower mounting screws from bezel
(5) Pull bezel straight rearward to disengage bezel attaching clips.
(6) Disconnect wire connector from message center.
The Message Center lamps may be service at this time.
(7) For installation, reverse above procedures.
BODY CONTROLLER REMOVAL
(1) Remove right end cover and knee bolster panel.
(2) Remove right cowl side trim panel and pull carpeting back, exposing dash liner.
(3) Cut dash liner along perforated lines and pull back dash liner.
(4) Remove screw through oblong access hole at right end of instrument panel (Fig. 22).
Fig. 23 Lower Center Bezel
(2) Remove control out and disconnect two electrical connectors.
(3) For installation, reverse above procedures.
HEATER AND A/C FAN RELAY REMOVAL
(1) Remove lower center bezel and remove two mounting screws from sides of control (Fig. 23).
(2) Remove control out and disconnect two electrical connectors.
(3) Disconnect relay from the rear of control (Fig.
24).
(4) For installation, reverse above procedures.
Fig. 22 Body Controller Fig. 24 Heater A/C Fan Relay
8E - 8 INSTRUMENT PANEL AND GAUGES
TRACTION CONTROL SWITCH REMOVAL
(1) Remove upper center outlet bezel (Fig. 25 and
26).
(2) Press tabs at top and bottom of switch in bezel and remove switch.
(3) For installation, reverse above procedures.
HEADLAMP SWITCH BEZEL REMOVAL
(1) Open front door and remove left end cover (Fig.
5, 25 and 26).
(2) Remove screw from left end of instrument panel and pull bezel rearward to disengage clip(s).
(3) For installation, reverse above procedures.
HEADLAMP SWITCH REMOVAL
(1) Remove end cover and headlamp switch bezel
(Fig. 25 and 26).
(2) Remove three screws on headlamp switch and pull out to disconnect two wiring connectors and remove.
(3) For installation, reverse above procedures.
Twist out lamp sockets are serviceable at this time.
HEADLAMP SWITCH TEST
(1) Remove instrument panel headlamp bezel (Fig.
25 and 26).
(2) Remove screw mounting headlamp switch module and remove switch.
(3) Using an ohmmeter, test for continuity between the terminals of the switch as shown in the
Headlamp Switch Test (Fig. 27).
INSTRUMENT PANEL TOP COVER REMOVAL
(1) Pry-up each end of top cover disengaging clip
(Fig. 25 and 26).
(2) Lift rear edge of top cover using straight edge along rear edge.
(3) Lift rear edge and slide top cover rearward disengaging clips to remove cover.
(4) For installation, reverse above procedures.
INSTRUMENT PANEL END COVERS
REMOVAL—RIGHT AND LEFT
(1) Open the left door and pull on the outlet to remove end cover. Fuse Puller, Spare Fuses And Fuse
Diagram Are Located On Left End Cover. Fuse Access Is Under Left End Cover (Fig. 25 and 26).
(2) Open right door and remove right end cover by pulling from outlet bezel.
(3) For installation, reverse above procedures.
INSTRUMENT PANEL LOWER CENTER COVER
REMOVAL
Remove screw, on each side of center cover, and remove center cover. For installation, reverse above procedures (Fig. 25 and 26).
RIGHT UPPER TRIM BEZEL REMOVAL
(1) Open front door and remove right end cover
(Fig. 25 and 26).
(2) Remove screw at end of instrument panel.
(3) Pull rearward to disengage four retaining clips.
May require a trim stick to pry-out inboard end of bezel.
(4) For installation, reverse above procedures.
CENTER UPPER OUTLET BEZEL REMOVAL
(1) Pull center bezel rearward and disengage the two retaining clips and disconnect electrical connector (Fig. 25 and 26).
(2) May require a tool to pry-out right end of bezel.
(3) For installation, reverse above procedures.
LOWER CENTER BEZEL REMOVAL
(1) Pull bezel straight rearward along the sides of the radio and A/C control openings to disengage clips
(Fig. 23).
(2) For installation, reverse above procedures.
LEFT UNDER INSTRUMENT PANEL SILENCER/
DUCT REMOVAL
(1) Remove push-in fastener under left end of instrument panel (Fig. 25 and 26).
(2) Maneuver part off of brake bracket stud and center floor distribution duct to remove.
(3) For installation, reverse above procedures.
RIGHT UNDER INSTRUMENT PANEL SILENCER/
DUCT REMOVAL
(1) Remove two push-in fasteners at center and left end of silencer/duct (Fig. 25 and 26).
(2) Maneuver part off of center floor distribution duct to remove.
(3) For installation, reverse above procedures.
WOOD GRAIN TRIM BEZEL REMOVAL—CHRYSLER
207
(1) Open right front door and remove right end cover and center upper outlet bezel (Fig. 25 and 26).
(2) Remove screw at right end of instrument panel and screw at center outlet opening.
(3) Remove wood grain bezel by pulling straight rearward, disengaging the three clips.
(4) For installation, reverse above procedures.
RADIO REMOVAL
(1) Remove lower center bezel and remove two radio retaining screws and then remove radio (Fig. 23).
(2) Pull radio straight out and disconnect both electrical connectors, antenna cable and remove screw on radio ground strap, then remove radio.
(3) For installation, reverse above procedures.
INSTRUMENT PANEL AND GAUGES 8E - 9
Fig. 25 Instrument Panel Breakdown
8E - 10 INSTRUMENT PANEL AND GAUGES
Fig. 26 Instrument Panel Breakdown 207
INSTRUMENT PANEL AND GAUGES 8E - 11
Fig. 27 Headlamp Switch Test
ASH RECEIVER/LAMP REMOVAL
(1) Remove lower slide out ash tray (Fig. 23).
(2) Remove two outboard screws from housing assembly.
(3) Remove housing and pull rearward to disengage from the forward locator.
(4) Ash receiver light is accessible by removing socket from metal light housing and remove lamp from socket.
(5) For installation, reverse above procedures.
CIGAR LIGHTER REMOVAL
(1) Remove lower slide out ash tray (Fig. 23).
(2) Remove two outboard screws from housing assembly.
(3) Remove housing and pull rearward to disengage from the forward locator.
(4) Ash receiver light is accessible by removing socket from metal light housing and remove lamp from socket.
(5) Disconnect the two cigar lighter wiring connectors from cigar lighter. Unscrew shell and clamp assembly to replace cigar lighter assembly.
(6) For installation, reverse above procedures.
ASH RECEIVER/LAMP REMOVAL—CHRYSLER
(1) Remove ash tray and lower center bezel (Fig.
23).
(2) Remove two housing mounting screws.
(3) Remove the housing and lamp.
(4) For installation, reverse above procedures.
CIGAR LIGHTER REMOVAL—CHRYSLER
(1) Remove ash tray and lower bezel (Fig. 23).
(2) Remove two housing mounting screws. Remove the housing and lamp.
(3) Remove two A/C-Heater control mounting screws. Move to the A/C-Heater control.
(4) Reach through the A/C-Heater control opening to disconnect the two wire from the cigar lighter wiring connectors. The cigar lighter shell can be unscrew from the clamp so that the cigar lighter can be removed.
(5) For installation, reverse above procedures.
GLOVEBOX DOOR/HANDLE REMOVAL
(1) Remove three screws at bottom of glovebox door, open glovebox door and press sidewalls inboard to remove door from panel (Fig. 25 and 26).
(2) Position the glovebox on cloth to protect paint.
Remove nine screws from backside of the door,
Chrysler 207 has eight screws. Then separate the inner and outer door. Handle and latch can be removed at this time.
GLOVEBOX LIGHT/SWITCH REMOVAL
(1) Open glovebox door and pull out glovebox light switch from upper right corner of glovebox opening on instrument panel (Fig. 25 and 26).
(2) Replace lamp or remove electrical connector to replace switch.
(3) For installation, reverse above procedures.
8E - 12 INSTRUMENT PANEL AND GAUGES
TRUNK RELEASE SWITCH REMOVAL
(1) Open glovebox door and pry switch out of opening (Fig. 25 and 26).
(2) Remove electrical connector and remove switch.
(3) For installation, reverse above procedures.
HAZARD FLASHER RELAY REMOVAL
(1) Located on the left side, between the junction block and the brake pedal (Fig. 28).
Fig. 28 Hazard Flasher Relay
(2) Slide hazard-flasher relay rearward to remove from in-line electrical bracket.
(3) For installation, reverse above procedures.
BRAKE AND SPEED CONTROL SWITCH REMOVAL
(1) Remove left under instrument panel silencer/ duct.
(2) Pull switch assembly rearward off brake bracket, then remove electrical connector from brake bracket to disconnect and remove (Fig. 29).
(3) Remove screw at radio ground strap at side of center support bracket. Proper Routing Of Radio
Ground Strap Is Essential For Radio Service.
(4) Open glovebox door, flex sides of glovebox inboard to swing glovebox door down to floor. Remove four screws at top of the glovebox opening. The
Chrysler 207 has six screws.
(5) Remove two nuts from center support bracket at ash receiver area.
(6) Remove two screws from center outlet bezel opening and two screws from right bezel opening.
The Chrysler 207 has only one screw from outlet bezel opening.
(7) Remove screw from each end cover area of instrument panel. The Chrysler 207 has no screws.
(8) Remove two screws at each end of instrument panel at cowl sides, then detach lower instrument panel from upper instrument panel, with column in tilt-up position.
(9) Disconnect the following electrical connectors:
•
Trunk Release Switch
• Glovebox Light Switch
• Radio/Antenna Connectors
• Heater-A/C Connectors
• Cigar Lighter Connectors
• Ash Receiver Light
JUNCTION BLOCK REMOVAL
(1) Remove lower instrument panel assembly.
(2) Remove three mounting screws and remove junction block (Fig. 30).
Fig. 29 Brake and Speed Control Switch
(3) For installation, reverse above procedures.
LOWER INSTRUMENT PANEL REMOVAL
(1) Open doors and remove right and left end covers (Fig. 25 and 26).
(2) Remove floor console and cowl side trim panels if equipped. If not, remove instrument panel lower center cover and ash receiver assembly.
Fig. 30 Junction Block
(3) Remove six electrical connectors on inboard side and four electrical connectors on outboard side of junction block.
INSTRUMENT PANEL AND GAUGES 8E - 13
FRONT SPEAKER
REMOVAL—RIGHT—LEFT—CENTER
(1) Remove instrument panel top cover (Fig. 24 and 25).
(2) Remove two screws on each speaker and lift up, disconnect wiring connector and remove speaker.
(3) For installation, reverse above procedures.
ATC-SUN SENSOR
(1) Remove instrument panel top cover (Fig. 25).
(2) Remove two screws on sun sensor, lift up and disconnect electrical connector and remove sensor.
(3) For installation, reverse above procedures.
ATC-SUN SENSOR—CHRYSLER 207
(1) Remove lower instrument panel (Fig. 26).
(2) Remove two screws attaching ATC in-car sensor from underneath the upper instrument panel behind the nameplate.
(3) Remove sensor and disconnect the wire connector.
(4) For installation, reverse above procedures.
REMOTE KEYLESS ENTRY MODULE REMOVAL
(1) Remove instrument panel top cover (Fig. 25 and 26).
(2) Remove two screws at each end of module, disconnect two electrical connectors and remove module
(Fig. 31).
(3) For installation, reverse above procedures.
UPPER INSTRUMENT PANEL REMOVAL
(1) Disconnect and isolate the battery negative cable.
(2) Remove lower instrument panel assembly and two airbag fuses.
(3) Remove left silencer/duct under instrument panel.
(4) Remove instrument panel top cover, right and left A-pillar trim panels (Fig. 25 and 26).
Fig. 31 Remote Keyless Entry Module
(5) Remove body controller module at right end of instrument panel.
(6) Remove two impact brackets from steering support and left outlet duct.
(7) Remove steering column shrouds and disconnect six electrical connectors. Slide wiring trough retainer off of trough and stow wiring away from steering column.
(8) Loosen the two lower screws and remove two upper nuts on steering column assembly and lay column on floor.
(9) Disconnect the following electrical connectors:
•
Power antenna and cable at right cowl side
•
Body wiring at right end of A/C unit
•
Three ATC unit connectors at center of unit
•
Ground wire at left of center support
•
DRB II connector at left brace
• Two airbag diagnostic module connectors
• Three in-line bracket connector including 40-way jack screw and remove hazard relay.
• Four outboard connectors to junction block.
• Headliner connector at top of panel.
(10) Remove the two panel attaching bolts at each cowl side. Remove the five panel attaching bolts along top of panel.
(11) Then remove the upper instrument panel rearward off of lower attaching studs.
AUDIO SYSTEM 8F - 1
AUDIO SYSTEM
CONTENTS
page
ANTENNAS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
RADIOS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
page
SPEAKERS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
RADIOS
INDEX page
Description
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Interference Elimination
. . . . . . . . . . . . . . . . . . . . . 1
page
Radio Removal
. . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Test
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
DESCRIPTION
For operation of the factory installed standard and optional radios with cassette or compact disc player, refer to the Sound Systems Operating Instructions
Manual supplied with the vehicle.
The vehicles are shipped with fuse #13 removed from the junction block. The fuse replaces the ignition-off draw (IOD) connector. Fuse thirteen is a ten amp fuse. When removed it prevents the battery from discharging during storage. For specific wiring and location, refer to Group 8W, Wiring Diagrams.
INTERFERENCE ELIMINATION
Some components used on the vehicles are equipped with a capacitor to suppress radio frequency interference/static.
Capacitors are mounted in various locations internal to the generator, instrument cluster and windshield wiper motor.
Ground straps are mounted from radio chassis to instrument panel support structure, engine to frame and engine cradle. These ground straps should be securely tightened to assure good metal to metal contact.
Ground straps conduct very small high frequency electrical signals to ground and require clean large surface area contact.
Radio resistance type spark plug cables in the high tension circuit of the ignition system complete the interference suppression. Faulty or deteriorated spark plug wires should be replaced.
TEST
Whenever a radio malfunction occurs:
(1) Check fuses first, number 2, 8, 13 and the circuit breaker in cavity 23.
(2) Check that the radio wire connector are properly connected before starting normal diagnosis and repair procedures.
Refer to Radio Diagnosis Chart (Fig. 1) and/or Radio Connector Circuit Chart (Fig. 2). For wiring circuits refer to Group 8W, Wiring Diagrams.
RADIO REMOVAL
(1) Remove center bezel by pulling straight back
(Fig. 3).
(2) Remove two radio mounting screws (Fig. 4).
(3) Pull radio from panel and disconnect wiring, ground strap and antenna lead from radio.
(4) Remove radio.
(5) For installation reverse above procedures.
8F - 2 AUDIO SYSTEM
Fig. 1 Radio Diagnosis
Fig. 2 Radio Connector Circuits
AUDIO SYSTEM 8F - 3
8F - 4 AUDIO SYSTEM
Fig. 3 Center Bezel Removal Fig. 4 Radio Assembly
ANTENNAS
INDEX page
Manual Antennas Test
. . . . . . . . . . . . . . . . . . . . . 4
Power Antenna
. . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Power Antenna Mast Removal
. . . . . . . . . . . . . . . 6
page
Power Antenna Removal
. . . . . . . . . . . . . . . . . . . . 6
Power Antenna Test
. . . . . . . . . . . . . . . . . . . . . . . 6
Removal
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
MANUAL ANTENNAS TEST
Check for short or open circuits with an ohmmeter or continuity light once the antenna cable is disconnected from the radio as follows:
(1) Continuity should be present between the antenna mast and radio end pin of antenna cable plug (Fig. 5).
Fig. 5 Antenna Test Points
(2) No continuity should be observed or a very high resistance of several megohms between the ground shell of the connector and radio end pin.
(3) Continuity should be observed between the ground shell of the connector and the mounting hardware in the trunk right rear quarter panel
REMOVAL
The rubber bezel grommets are not inter changeable between vehicle models.
(1) Inside trunk, pull trunk liner aside.
(2) Unplug antenna lead from base of antenna mast.
(3) Remove antenna mast by unscrewing mast from antenna body.
(4) Remove screw from mounting bracket (Fig. 6).
(5) Pull antenna body down through the rubber grommet.
(6) For installation reverse above procedures.
Check that the grommet locating tab is in-line with the slot in the body before installing antenna.
POWER ANTENNA
The power operated radio antenna (Fig. 7) is a telescoping type antenna, extended and retracted by a reversible electric motor.
The Automatic Power Antenna is controlled by a combination of an internal relay and limit switches which, are built into the antenna motor housing. This antenna is actuated when the radio is switched ON and with the ignition switch in ON or ACCESSORY position. When
AUDIO SYSTEM 8F - 5
Fig. 6 Antenna Mounting Removal the ignition switch or the radio is turned OFF the antenna mast should retract fully.
Many antenna problems may be avoided by frequent cleaning of the antenna mast telescoping sections.
Clean the antenna mast sections with a clean soft cloth.
Before an antenna is removed, the antenna performance should be tested to decide if it is a reception problem or an operational problem.
Whenever a operational malfunction occurs, first verify that the radio antenna wire harness is properly connected. Check all connectors before starting
Fig. 7 Power Antenna Assembly normal diagnosis and repair procedures. Refer to
Power Antenna Electrical Diagnosis Chart (Fig. 8).
Fig. 8 Power Antenna Electrical Diagnosis
8F - 6 AUDIO SYSTEM
POWER ANTENNA TEST
(1) To extend antenna, using jumper wires, attach one end to a battery positive source and the other to red and green wire terminals. The second lead connect it to ground and the black wire terminal.
(2) To retract antenna attach the battery positive source to the red wire terminal. The second lead connect it to ground and the black wire terminal.
(3) If the motor will not operate, replace the antenna assembly.
(4) If the motor runs freely and the antenna does not extend or retract, the mast or drive assembly is at fault. Remove the mast and verify that all the drive teeth are intact. If not replace mast.
(5) If the mast jumps or travel rate is slow during operation or the motor labors.
(a) Check for bent mast. If bent replace mast.
(b) Check for dirty mast and clean it as necessary. If corroded, replace mast.
(c) If cleaning the antenna sections does not solve the problem, the antenna mast should be replaced.
(6) If mast fails to extend or retract completely, or motor continued to operate after full extension or retraction of mast. Check for broken teeth on the mast drive rod or bent mast.
(7) If the mast checks good, the antenna assembly should be replaced.
(8) Upon establishing that the fault is in the antenna assembly, it may be traced to one or more of the following conditions:
(a) Broken lead-in wire or shielding.
(b) Grounded lead-in wire or mast.
(c) Moisture in support tube or lead-in assembly.
(d) Poor connection at antenna lead-in assembly or shielding ground.
POWER ANTENNA REMOVAL
The rubber bezel grommets are not inter changeable between vehicle models.
(1) Disconnect battery negative cable.
(2) Inside trunk, pull trunk liner aside.
(3) Unplug antenna lead from pigtail connector, disconnect wire connector, remove drain tube from grommet (Fig. 9).
(4) Remove screws attaching ground strap and antenna brace.
(5) Pull antenna body down through the rubber grommet.
(6) For installation reverse above procedures.
Check that the grommet locating tab is in-line with the slot in the body before installing antenna.
Tighten antenna bracket ground strap screws to 4
N I m (40 in. lbs.) torque.
Fig. 9 Power Antenna
POWER ANTENNA MAST REMOVAL
(1) Remove cap nut.
(2) Turn ignition key to ACCESSORY position and turn on radio.
(3) While the mast is moving up pull upward to remove mast, contact spring and drive rod from the mast tube.
INSTALLATION
(1) Insert new drive rod into mast tube with drive teeth toward antenna motor (Fig. 10).
Fig. 10 Power Mast Replacement
(2) Turn off radio and guide mast into tube. The mast may not be fully lowered when first installed.
(3) Replace the cap nut and tighten to 1.5 N I m (15 in. lbs.) torque.
(4) Turn radio on and off to extend and retract antenna. Mast should be fully lowered after recycling.
AUDIO SYSTEM 8F - 7
SPEAKERS
INDEX page
Amplifier Removal
. . . . . . . . . . . . . . . . . . . . . . . . . 8
Condition: All Speakers Non-Operative
Condition: Electrical Noise Distortion One Speaker
Condition: Mechanical Noise Distortion
Condition: One Speaker Non-operative
page
Door Mounted Speaker Replacement
Infinity Remote Amplifier
. . . . . . . . . . . . . . . . . . . . 8
Instrument Panel Speaker Replacement
Noise Distortion in All Speakers
Rear Speaker Replacement
. . . . . . . . . . . . . . . . . . 7
CAUTION: Do not operate the radio with speaker leads detached. Damage to the output devices may result.
INSTRUMENT PANEL SPEAKER REPLACEMENT
(1) Remove instrument panel top cover:
(a) Carefully, pry up each end of top cover to disengage clips (Fig. 11).
Fig. 12 Instrument Panel Speakers
Fig. 11 Instrument Panel Top Cover
(b) Lift rear edge of top cover using an trim stick along rear edge.
(c) While lifting rear edge slide top cover rearward to disengage front clips and remove the top cover.
(2) Remove the two speaker retaining screws and lift up speaker to disconnect wire connector (Fig. 12).
(3) Remove speaker.
(4) For installation reverse above procedures.
DOOR MOUNTED SPEAKER REPLACEMENT
(1) Carefully, pry speaker grille away from door trim panel (Fig. 13). Remove window crank handle if equipped.
(2) Remove two speaker retaining screws.
(3) Pull speaker away from door and disconnect wiring.
(4) For installation reverse above procedures.
Fig. 13 Door Mounted Speaker
REAR SPEAKER REPLACEMENT
The wire connectors can be accessed through the trunk.
8F - 8 AUDIO SYSTEM
(1) Remove parcel shelf panel, refer to Group 23,
Body. Vehicles with grilles, pry up on grilles to remove.
(2) Remove four retaining screws (Fig. 14).
Fig. 14 Rear Speakers
(3) Disconnect wire connector and remove speaker.
(4) For installation reverse above procedures. Be sure that the wire connectors are facing forward in vehicle.
INFINITY REMOTE AMPLIFIER
The amplifier is located in the trunk on the left side wall of trunk and behind the liner.
When the radio system is ON, and all or some speakers are not operating or have a noise distortion refer to the diagnostic tests. The amplifier has the pin connections list on the case (Fig. 15).
AMPLIFIER REMOVAL
(1) Pull aside left side trunk liner.
(2) Loosen the three amplifier attaching bolts (Fig.
16).
(3) Raise up amplifier to remove and disconnect the three electrical connectors.
(4) For installation reverse above procedures.
Tighten amplifier bolts to 4 N I m (40 in. lbs.) torque.
NOISE DISTORTION IN ALL SPEAKERS
Does the distortion occur through all operations:
• AM and FM stations
• Cassette tape
• Compact disc
If not check for radio interference, damaged tape or disc that may be causing the distortion. Refer to
Sound Systems Operating Instructions Manual for cleaning procedures of the cassette tape player.
• Check battery voltage for 11 Volts or more
• Check amplifier connectors and wires for proper connection
• If OK check radio, refer to Radio Diagnosis
• If OK, replace amplifier
Fig. 15 Amplifier
Fig. 16 Amplifier Location
CONDITION: ELECTRICAL NOISE DISTORTION ONE
SPEAKER
•
Remove output signal connector from amplifier and check for short to ground on the speaker with the distortion. Refer to Fig. 15 for the appropriate
AUDIO SYSTEM 8F - 9 pin numbers.
• If shorted to ground disconnect speaker connector and recheck from the amplifier for short to ground.
• If still shorted to ground repair wires. Not shorted to ground replace speaker.
• No Short to ground, check speaker resistance at amplifier connector for two to five ohms.
• If resistance is OK refer to Radio Diagnosis. If radio checks OK replace amplifier.
• If resistance is less than two ohms replace speaker.
If resistance is OK repair wires
CONDITION: MECHANICAL NOISE DISTORTION
• Check trim for loose parts and speaker attachments for buzzes
• Remove speaker still connected and listen for distortion. If distortion remains replace speaker.
CONDITION: One Speaker Non-operative
•
Remove output signal connector from amplifier and check for two to five ohms resistance to the nonoperative speaker. Refer to Fig. 15 for the appropriate pin numbers.
• If resistance is less than two ohms, test speaker for resistance.
• If OK repair wire. If not replace speaker.
CONDITION: ALL SPEAKERS NON-OPERATIVE
• Check radio for being ON, are the display lights on
• Radio not ON, refer to Radio Diagnosis
• Check fuses, amplifier connectors and wires for proper connection
• Check Pin 9 and Pin 28 of the amplifier for battery voltage
•
Check Pin 29 for ground
• If voltage OK replace amplifier
• If pin 28 has battery voltage and pin 9 has 0 voltage. Refer to Power Antenna Diagnosis and test voltage at antenna connector. Repair wiring.
• If pin 9 has battery voltage and pin 28 has 0 voltage. Check pin 28 for short to ground.
•
If shorted to ground repair wire
• If no short to ground check fuse number 8 for blown fuse. Check cigar lighter and horn prior to replacing amplifier.
• If fuse blows again replace amplifier
HORNS 8G - 1
HORNS
CONTENTS
page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
HORN RELAY REPLACEMENT
HORN RELAY—TEST
. . . . . . . . . . . . . . . . . . . . . 1
HORN REPLACEMENT
. . . . . . . . . . . . . . . . . . . . 3
page
HORN SWITCH TEST
. . . . . . . . . . . . . . . . . . . . . 1
HORN SWITCHES REPLACEMENT
HORN TEST
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SYSTEM—TEST
. . . . . . . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAG, SEE GROUP 8M, RESTRAINT SYSTEMS FOR
STEERING WHEEL OR COLUMN REMOVAL PROCE-
DURES.
The horn circuit consists of a horn switch, horn relay, and horns. The horn circuit feed is from the fuse to the horn relay in the junction block. When the horn switch is depressed, it completes the ground circuit. Then the horn relay coil closes a set of contacts which allows current to flow to the horns. The horn(s) are grounded to the headlamp ground connection (Fig. 1).
Fig. 1 Horn System
SYSTEM—TEST
If the horns do not sound, check for blown horn fuse junction block. If the fuse is blown, replace it with the same type fuse. If the horns fail to sound and the new fuse blows when depressing the horn switch, a short circuit in the horn or the horn wiring between the fuse terminal and the horn is responsible (Fig. 2).
If the fuse is OK, test horn relay refer to Horn Relay Test.
If the relay is OK, test horns refer to Horn Test.
CAUTION: Continuous sounding of horns may cause horn relay to fail.
Should the horns sound continuously:
•
Unplug the horn relay from junction block.
• Refer to Horn Relay Test.
HORN RELAY—TEST
(1) Remove horn relay.
(2) Using ohmmeter, test for continuity between ground and terminal 12 of junction block.
(a) When the horn switch is not depressed, no continuity.
(b) Continuity to ground when horn switch is depressed.
(c) If continuity is not correct repair horn switch or wiring as necessary (refer to Group 8W, Wiring diagrams.
(3) Using voltmeter, test voltage at:
(a) Terminal 11 and 13 test for battery voltage from fuse F30.
(b) If voltage is incorrect repair as necessary. Refer to Group 8W, Wiring Diagrams.
(4) Insert a jumper wire between terminals 13 and
15 of the junction block.
(a) If horns sound replace relay.
(b) If the horns do not sound, install horn relay and refer to Horn Test.
HORN TEST
(1) Disconnect wire connector at horn.
(2) Using a voltmeter, connect one lead to ground and the other lead to the positive wire terminal (Fig.
3).
(3) Depress the horn switch, battery voltage should be present. Repeat for the other horn.
(4) If no voltage, repair as necessary. If voltage is
OK, go to next step.
(5) Using ohmmeter, test ground wire for continuity to ground. Repeat for the other horn.
(6) If no ground repair as necessary.
(7) If wires test OK and horn(s) does not sound, replace horn(s).
HORN SWITCH TEST
(1) Using ohmmeter, connect one lead to ground wire and the other lead to the positive wire (Fig. 4).
(2) Depress horn switch, should have continuity repeat for other switch. If no continuity replace switches.
8G - 2 HORNS
Fig. 2 Horn Diagnosis
HORNS 8G - 3
Fig. 3 Horn and Connector
Fig. 4 Horn Switch
HORN RELAY REPLACEMENT
(1) Open driver’s door and remove instrument end cover.
(2) Remove horn relay (Fig. 5).
(3) For installation, reverse above procedures.
HORN REPLACEMENT
(1) Disconnect connector and remove horn mounting bolt.
(2) For installation, reverse above procedures.
Fig. 5 Horn Relay Location
HORN SWITCHES REPLACEMENT
WARNING: BEFORE BEGINNING ANY AIRBAG SYS-
TEM REMOVAL OR INSTALLATION PROCEDURES,
REMOVE AND ISOLATE THE NEGATIVE (-) BAT-
TERY CABLE (GROUND) FROM THE VEHICLE BAT-
TERY. THIS IS THE ONLY SURE WAY TO DISABLE
THE AIRBAG SYSTEM. FAILURE TO DO THIS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate negative battery cable in engine compartment.
(2) Remove the two speed control switches or cover plates from the steering wheel.
(3) Remove the screws that attach the driver air bag module to the steering wheel.
(4) Lift the module to gain access and disconnect the squib and horn wire.
(5) Place airbag module on a clean level surface with pad facing upward.
(6) Push switch locking tab inward and remove switch from module. Repeat for other switch.
(7) Disconnect the ground wire from the retainer plate on the back side of the module. Bend the two retainer tabs on the bracket to release the horn switch wires.
(8) For installation, reverse above procedures. Assure that the switch is locked into position. Use caution not to pinch wires.
SPEED CONTROL SYSTEM 8H - 1
SPEED CONTROL SYSTEM
CONTENTS
page
CHECKING FOR FAULT CODE
DIAGNOSIS PROCEDURES
. . . . . . . . . . . . . . . . 2
ELECTRICAL TEST:
. . . . . . . . . . . . . . . . . . . . . . 5
ELECTRICAL TESTS AT POWERTRAIN
CONTROL MODULE
. . . . . . . . . . . . . . . . . . . . 6
ELECTRICAL TESTS AT SERVO
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
INOPERATIVE SYSTEM
. . . . . . . . . . . . . . . . . . . 5
page
ROAD TEST
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
SERVO UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
SERVO VACUUM TEST
. . . . . . . . . . . . . . . . . . . 7
SPEED CONTROL RELAY TEST . . . . . . . . . . . . . 8
SPEED CONTROL SWITCH REMOVAL
SPEED CONTROL SWITCH TEST
STOP LAMP SPEED CONTROL SWITCH TEST . 7
VACUUM SUPPLY TEST
. . . . . . . . . . . . . . . . . . 7
GENERAL INFORMATION
The speed control system is electronically controlled and vacuum operated. The electronic control is integrated into the powertrain control module, located on the right side under the air cleaner. The controls are located on the steering wheel and consist of two switches. The ON and OFF, buttons are located on the upper left side of the air bag module.
The RESUME/ACCEL and SET/COAST buttons are located on the upper right side of the air bag module
(Fig.1). For identification and location of the major components (Fig. 2 and 3).
Fig. 1 Speed Control Switch
The system is designed to operate at speeds above
35 mph (50 km/h).
Fig. 2 Speed Control System—3.5L Engine
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
TO ACTIVATE:
Press the ON button. The speed control functions are now ready for use. The system has an AUTO-
OFF feature which turns the system off whenever the system looses power or the ignition is turned
OFF. If this happens, the ON button must be pressed to activate the system.
TO DEACTIVATE:
•
A soft tap of the brake pedal
• Normal brake application
While the system is engaged will disengage speed control without erasing the set speed in memory. A sudden increase in engine rpm may be experienced if the clutch pedal is depressed while the speed control system is engaged. Pushing the OFF button or turning off the ignition erases the set speed in memory.
8H - 2 SPEED CONTROL SYSTEM
Fig. 3 Speed Control System—3.3L Engine
TO SET SPEED:
When the vehicle has reached the desired speed push the SET/COAST button to engage the system.
This will automatically maintain the desired speed.
A CRUISE light in the instrument cluster will come on when the speed control is set.
TO DECELERATE:
When speed control is engaged, holding the SET/
COAST button depressed allows the vehicle to coast to a lower speed setting.
TO RESUME:
After disengaging the speed control system by tapping the brake pedal or clutch pedal, push the RE-
SUME/ACCEL button to return vehicle to the previously set speed.
TO ACCELERATE:
While speed control is engaged, hold the RESUME/
ACCEL button depressed and release at a new desired speed.
This will allow the vehicle to continuously accelerate and set at a higher speed setting.
TAP-UP:
When the speed control system is engaged, tapping the RESUME/ACCEL button will increase the speed setting by 2 mph (3 km/h). The system will respond to multiple tap-ups.
TO ACCELERATE for PASSING:
Depress the accelerator as you would normally.
When the pedal is released the vehicle will return to the speed setting in memory.
DIAGNOSIS PROCEDURES
Whenever a speed control malfunction occurs, first verify that the speed control wire harness is properly connected to all connectors before starting normal diagnosis and repair procedures. Refer to System Diagnosis Chart or Speed Control Circuit (Fig. 4, 5 and
6).
A poor connection can cause a complete or intermittent malfunction and is also the only connection in the circuit, that can not be tested. For this reason, a loose connection may be misdiagnosed as a component malfunction.
Also, check all vacuum connections for tightness and cracked hoses.
ROAD TEST
Road test vehicle to verify reports of speed control system malfunction. The road test should include attention to the speedometer. Speedometer operation should be smooth and without flutter at all speeds.
Flutter in the speedometer indicates a problem which might cause surging in the speed control system. The cause of any speedometer deficiencies should be corrected before proceeding.
Fig. 4 System Diagnosis
SPEED CONTROL SYSTEM 8H - 3
8H - 4 SPEED CONTROL SYSTEM
Fig. 5 System Diagnosis—Continued
SPEED CONTROL SYSTEM 8H - 5
Fig. 6 Speed Control Circuit
INOPERATIVE SYSTEM
If road test verifies a report on an inoperative system and of satisfactory speedometer operation, an inspection should be made for loose electrical and vacuum connections at the servo.
Corrosion should be removed from electrical terminals and a light coating of Mopar Multi-Purpose
Grease, or equivalent, applied.
Inspection should also be made to verify that both ends of the speed control cable are securely attached.
If either end is loose, the speed control system will be inoperative. Check fuse #14.
CHECKING FOR FAULT CODE
(1) When trying to verify a speed control system electronic malfunction:
(a) Connect a DRB II to diagnostic 6-way connector, if available.
(b) The connector is located at right side of the steering column, and at lower edge of the knee bolster.
(c) Check that either a Fault Code 34, 15 or 77 is indicated.
(d) An inoperative speed control may still occur without either fault code being indicated.
(e) With key inserted in ignition switch, cycle switch to ON position three times. On third cycle, leave switch in ON position.
(f) After switch has been cycled three times, observe CHECK ENGINE indicator on instrument cluster. If a Fault Code is present, indicator will flash (blink) in a series which will show which
Fault Code is the problem. EXAMPLE: A series of three flashes in rapid succession, a slight pause, then four flashes in rapid succession would indicate
Fault Code 34.
(2) If no Fault Code appears, or Fault Code 34 is observed perform:
• The Electrical Test at Servo below and the Speed
Control Switch Test.
• The Electrical Test at powertrain control module.
Refer to the appropriate powertrain diagnostic manual. To determine the source of the problem.
(3) If a fault code 15 is observed, perform the test for a faulty vehicle speed sensor, refer to Group 8E,
Instrument Panel.
(4) If fault code 77 appears, refer to speed control relay test.
(5) Correct any problems found when performing these tests and recheck for Fault Code if changes were made.
(6) If no problems were found in step (2), replace powertrain control module.
ELECTRICAL TEST:
Electronic speed control systems may be tested using two different methods. One involves use of a
DRB II. If this test method is desired, please refer to the Powertrain Diagnostic Test Procedures for charging and speed control system manual.
The other test method uses a voltmeter. The voltmeter method is described in the following tests.
If any information is needed concerning wiring, refer to Group 8W, Wiring Diagrams.
CAUTION: When test probing for voltage or continuity at electrical connectors, care must be taken not to damage connector, terminals, or seals. If these components are damaged, intermittent or complete system failure may occur.
ELECTRICAL TESTS AT SERVO
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAG, SEE GROUP 8M, RESTRAINT SYSTEMS FOR
AIRBAG, STEERING WHEEL OR COLUMN RE-
MOVAL PROCEDURES.
(1) Turn ignition switch to the ON position. With the speed control switch in the ON position, set up a voltmeter to read battery voltage and connect the negative lead to a good chassis ground.
(2) Disconnect the four-way connector going to the servo (Fig. 7). Using a voltmeter, test pin 2 of the main harness four-way connector for battery voltage.
If not OK, go to step 3. If OK, go to step 4.
8H - 6 SPEED CONTROL SYSTEM
Fig. 7 Servo Harness Connector
(3) Perform the following tests.
(a) Disconnect the six-way connector at the stop lamp switch and test pin 1 for battery voltage. If voltage is OK, perform the stop lamp switch test.
(b) If the stop lamp switch tests OK, repair wire between the servo and the stop lamp switch.
(c) If no voltage at pin 1 of the six-way stop lamp connector, remove the ON/OFF speed control switch on the steering wheel. Disconnect the twoway connector and test pin 1 for battery voltage.
(d) If voltage is OK, perform the speed control switch test.
(e) If speed control switch is OK, test continuity across the clockspring.
(f) If clockspring is OK, repair as wire between stop lamp switch and clockspring as necessary.
(g) Repeat steps (c) through (f) for the SET/RE-
SUME switch.
(h) If no voltage at pin 1 of either of the switch connectors test for battery voltage between the ignition switch and fuse.
(i) If voltage is OK, check fuse.
(j) If fuse is OK, repair wire between fuse and clockspring.
(4) Connect a jumper wire between pin 2 of the four-way servo connector of the main harness and pin 2 of the servo (Fig. 7). The other three pins from the servo should have battery voltage. If not, replace servo.
(5) Using an ohmmeter, connect one lead to ground and the other lead to pin 1 of the four-way servo connector of the main harness. There should be continuity, if not, repair the ground circuit as necessary.
ELECTRICAL TESTS AT POWERTRAIN CONTROL
MODULE
(1) Unplug 60-way connector from the powertrain control module, located under the air cleaner (Fig. 8 and 9).
Fig. 8 Powertrain Control Module Location
Fig. 9 60-Way Connector
(2) Remove both steering wheel speed control switches and disconnect the two-way connectors.
(a) Using an ohmmeter, check for continuity between pin 23 of the powertrain control module and pin 1 of each switch connector.
(b) If no continuity, repair as necessary.
(c) If continuity, perform the Switch Test.
(3) Place ignition switch in the ON position for the following tests.
(a) Connect wire connectors to both switches.
(b) Using an voltmeter, connect the ground lead to ground.
(c) Touch the positive lead of the voltmeter to pin 53. Depress the OFF switch, the voltmeter should read zero volts. Depress ON switch, the voltmeter should read battery voltage. If no volt-
SPEED CONTROL SYSTEM 8H - 7 age, repair wire between pin 53 and pin 2 of the servo. If OK, go to step 4.
(4) Touch the positive lead of the voltmeter to pin
33. Depress OFF switch, the voltmeter should read 0 volts. Depress ON switch, the voltmeter should read battery voltage. If no voltage, repair the wire between pin 33 and 1 of the speed control servo. If OK, go to step 5.
(5) Using an ohmmeter, connect one lead to ground and touch the other lead to pin 29. With the brake pedal released, the meter should show continuity. If no continuity, perform the following test:
(a) Check for continuity between pin 29 and pin
3 of the stop lamp switch connector. If no continuity, repair as necessary.
(b) If continuity, perform Stop Lamp Switch Test.
(c) If the Stop Lamp Switch Test is OK, check for continuity between pin 6 of the stop lamp switch and ground. When the pedal is depressed, the meter should show open circuit. If no continuity repair as necessary. If OK, go to step 6.
(6) Using an ohmmeter, touch one lead to a ground and touch the other lead to pin 30. The meter should show no continuity when transmission is in DRIVE and continuity when in PARK or NEUTRAL. If not, test Neutral Start and Back-Up switch using DRB II.
SPEED CONTROL SWITCH TEST
(1) Remove the ON/OFF speed control switch assembly and disconnect the two-way connector (Fig.
10).
the ohmmeter should read 5558 to 5682 ohms. If the resistance do not fall within these values replace the switch.
STOP LAMP SPEED CONTROL SWITCH TEST
(1) Disconnect the six way connector at the stop lamp switch (Fig. 11). Using an ohmmeter, continuity may be checked at the switch side of the connector as follows:
Fig. 10 Speed Control Switch
(2) Using an ohmmeter, touch one lead to pin 1 and the other to pin 2. The meter should read 22848 to 22351 ohms. Press the OFF button, the ohmmeter should read 0 to 5 ohms. Press the ON button, the ohmmeter should read 674 to 688 ohms. If the resistance does not fall within these values replace switch.
(3) Remove the SET/RESUME speed control switch assembly and disconnect the two-way connector.
(4) Using an ohmmeter, touch one lead to pin one and the other to pin 2. The meter should read no continuity. Press the SET button, the ohmmeter should read 1978 to 2022 ohms. Press the RESUME button,
Fig. 11 Stop Lamp and Speed Control Switch Wiring
(a) With brake pedal released, there should be continuity:
•
Between pin 1 and pin 4.
• Between pin 3 and pin 6.
• No continuity between pin 2 and pin 5.
(b) With brake pedal depressed, there should be no continuity:
• Between pin 1 and pin 4.
• Between pin 3 and pin 6.
•
Continuity between pin 2 and pin 5.
(2) If the above results are not obtained, the stop lamp switch is defective or out of adjustment.
(3) Stop lamp switch adjustment is detailed in
Group 5, Brakes.
VACUUM SUPPLY TEST
(1) Disconnect vacuum hose at the servo and install a vacuum gauge in the hose (Fig. 12).
(2) Start engine and observe gauge at idle. Vacuum gauge should read at least ten inches of mercury. Shut off engine, the vacuum should continue to hold 10 inches of mercury.
(3) If vacuum does not meet this requirement, check and correct the following vacuum leaks in the vacuum lines, check valve, vacuum reservoir or poor engine performance.
SERVO VACUUM TEST
(1) Remove the speed control cable at the throttle body end.
8H - 8 SPEED CONTROL SYSTEM
WARNING: IF REMOVAL OF AIR BAG MODULE IS
NECESSARY, REFER TO GROUP 8M, RESTRAINT
SYSTEMS.
(1) Turn off ignition.
(2) Remove two screws from side of the switch.
(3) Rock switch away from air bag and steering wheel.
(4) Disconnect two-way electrical connector.
(5) Repeat for the other switch.
(6) For installation, turn off ignition and reverse above procedures.
SPEED CONTROL RELAY TEST
(1) With the ignition off, remove the speed control relay located in the junction block (Fig. 13 and 14).
Inspect the connector and repair if necessary.
Fig. 12 Vacuum Gauge Test
(2) Disconnect the four-way electrical connector and the vacuum harness at the servo.
(3) Connect 12 volt power supply to pin 2 of the servo.
(4) Ground pins 1,3 and 4 in the servo connector.
(5) Connect a hand held vacuum pump to the vacuum nipple and apply 10 - 15 inches of vacuum.
(6) The cable should pull in and hold as long as the vacuum pump is connected.
SERVO UNIT
REMOVAL
(1) Remove two nuts attaching speed control cable and mounting bracket to servo.
(2) Remove servo mounting bracket.
(3) Disconnect electrical connectors and vacuum hose.
(4) Pull cable away from servo to expose retaining clip and remove clip attaching cable to servo.
INSTALLATION
(1) With throttle in full open position align hole in speed control cable sleeve with hole in servo pin and install retaining clip.
(2) Connect vacuum hose to servo.
(3) Connect electrical connector.
(4) Insert servo studs through holes in speed control cable and mounting bracket.
(5) Install nuts, tighten to 9 N I m (80 in. lbs.).
SPEED CONTROL SWITCH REMOVAL
The speed control switch is mounted in the steering wheel and wired through the clock spring device under the air bag module (Fig. 1).
Fig. 13 Speed Control Relay
Fig. 14 Junction Block
(2) With the ignition ON, measure the voltage at pin 16 of the relay connector. If the voltage is less than 10.0 volts.
(a) Check fuse #14, located in fuse block.
SPEED CONTROL SYSTEM 8H - 9
(b) Repair the open wire between the relay connector and fuse #14 or between ignition and fuse
#14. (3) Remove the speed control relay from the relay bank and measure the resistance across the relay terminals 16 and 17 (Fig. 13). If the resistance is greater than 100 ohms replace the relay.
(4) With the ignition off, disconnect the powertrain control module. Measure the resistance between the powertrain control module connector pin 55 and the speed control relay connector, pin 18 (Fig. 10 and
14). If the resistance is greater than 10 ohms repair open circuit.
(5) With the ignition off, measure the resistance between pin 55 of the powertrain control module connector and ground. If the resistance is below 10 ohms repair wire for a short to ground. If the resistance is above 10 ohms replace the powertrain control module.
TURN SIGNALS AND HAZARD WARNING FLASHER 8J - 1
TURN SIGNALS AND HAZARD WARNING FLASHER
CONTENTS
page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
HAZARD WARNING SYSTEM
MULTI-FUNCTION SWITCH REPLACEMENT
page
MULTI-FUNCTION SWITCH TESTS
TURN SIGNAL AND HAZARD WARNING
FLASHER LOCATION
. . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
WARNING: ON VEHICLES EQUIPPED WITH AIR
BAG, SEE GROUP 8M, RESTRAINT SYSTEMS FOR
AIR BAG REMOVAL PROCEDURES.
The turn signals are part of the multi-function switch. Which contains:
• Electrical circuitry for turn signals
• Hazard warning switch
• Headlamp beam select switch
• Headlamp optical horn
• Windshield wiper switch
• Pulse wipe and windshield washer switching
The integrated switch assembly is mounted to the left hand side of the steering column. When the driver wishes to signal his intentions to change direction of travel, he moves the lever upward to cause the right signals to flash and downward to cause the left signals to flash. After completion of a turn the system is deactivated automatically. As the steering wheel returns to the straight ahead position, a canceling cam molded to the clockspring mechanism comes in contact with the cancel actuator on the turn signal multi-function switch assembly. The cam lobe, pushing on the cancel actuator, returns the switch to the off position.
If only momentary signaling such as indication of a lane change is desired, the switch is actuated to a left or right intermediate detent position. In this position the signal lamps flash as described above, but the switch returns to the OFF position as soon as the lever is released.
When the system is activated, one of two indicator lamps mounted in the instrument cluster flashes in unison with the turn signal lamps, indicating to the driver that the system is operating.
HAZARD WARNING SYSTEM
The hazard warning system is actuated by a push button located on the top of the steering column between the steering wheel and the instrument panel. The hazard switch is identified with a double triangle on top of the button. Push and release the button to turn the hazard function ON or OFF. The button will move out from the steering column in the ON position and will remain in toward the column in the OFF position.
MULTI-FUNCTION SWITCH TESTS
The multi-function switch contains electrical circuitry for turn signal, hazard warning, headlamp beam select, headlamp optical horn, windshield wiper, pulse wipe, and windshield washer switching.
This integrated switch assembly is mounted to the left hand side of the steering column. Should any function of the switch fail, the entire switch assembly must be replaced. Refer to Fig. 1 for diagnosis.
To test the switch, first disconnect the negative battery cable, then remove the upper and lower column covers to gain access to the switch connector.
Remove switch connector. Using an ohmmeter, test for continuity (no resistance) between the terminals of the switch as shown in the following continuity charts (Fig 2 or 3).
MULTI-FUNCTION SWITCH REPLACEMENT
(1) Disconnect battery negative cable.
(2) Remove tilt lever.
(3) Remove both upper and lower steering column shrouds.
(4) Remove multi-function switch mounting screws
(Fig.4).
(5) For installation, reverse above procedure.
(a) Tighten multi-function switch to column retaining screws to 2 N
I m (17 in. lbs.) torque.
(b) Tighten steering column cover retaining screws to 2 N I (17 in. lbs.) torque.
TURN SIGNAL AND HAZARD WARNING FLASHER
LOCATION
The turn signal flasher and the hazard warning flasher are combined into one unit called a combination flasher (combo-flasher). The combo-flasher controls the flashing of the hazard warning system and the turn signal system. An inoperative bulb or incomplete turn signal circuit will result in an increase in flasher speed.
The combo-flasher is mounted to the in-line bracket which is located to the of the junction block.
The flasher can be removed by pulling in an rearward direction. The left under panel silencer duct must be removed to access the flasher. The comboflasher is black in color for ease of identification (Fig.
5).
8J - 2 TURN SIGNALS AND HAZARD WARNING FLASHER
Fig. 1 Turn Signal and Hazard Warning Flasher Diagnosis
TURN SIGNALS AND HAZARD WARNING FLASHER 8J - 3
Fig. 2 Turn Signal and Hazard Switch Continuity
Fig. 4 Multi-Function Switch
Fig. 5 Combo—Flasher
Fig. 3 Beam Select Switch Continuity
WINDSHIELD WIPER AND WASHER SYSTEMS 8K - 1
WINDSHIELD WIPER AND WASHER SYSTEMS
CONTENTS
page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
INTERMITTENT WINDSHIELD WIPER SWITCH
TESTS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INTERMITTENT WIPER SWITCH REPLACEMENT
INTERMITTENT WIPER SWITCH TEST
LINKAGE OR CAP REPLACEMENT
WASHER FLUID LEVEL SENSOR
WASHER NOZZLE
. . . . . . . . . . . . . . . . . . . . . . 12
WASHER RESERVOIR PUMP
WASHER RESERVOIRS
. . . . . . . . . . . . . . . . . . 10
page
WINDSHIELD WASHERS
. . . . . . . . . . . . . . . . . 10
WIPER ARM ADJUSTMENT
. . . . . . . . . . . . . . . . 2
WIPER ARM REPLACEMENT
. . . . . . . . . . . . . . . 2
WIPER BLADE ELEMENT REPLACEMENT
WIPER BLADE REPLACEMENT
WIPER BLADES
. . . . . . . . . . . . . . . . . . . . . . . . . 1
WIPER MOTOR REPLACEMENT
WIPER MOTOR SYSTEM TEST PROCEDURES . 2
GENERAL INFORMATION
WARNING: VEHICLES ARE EQUIPPED WITH AN
AIR BAG, REFER TO GROUP 8M, RESTRAINT SYS-
TEMS FOR STEERING WHEEL OR COLUMN SER-
VICE PROCEDURES.
The windshield wipers will only operated with the ignition switch is in the ACCESSORY or IGNITION position. A fuse, located in the fuse block, protects the circuitry of the wiper system and the vehicle.
The wiper motor has permanent magnet fields. The speeds are determined by current flow to the appropriate set of brushes.
The intermittent wiper system, in addition to low and high speed, has a delay mode. The delay mode has a range of 1/2 to 18 seconds. The wiper delay times will double to a range of 1 to 36 seconds when the vehicle speed is less than 10 mph. The delay is done by a variable resistor in the wiper switch and two relays. One relay turns the wipers ON/OFF and the other changes the speeds.
The wiper system completes the wipe cycle when the switch is turned OFF. The blades park in the lowest portion of the wipe pattern.
When using the DRB II, refer to the Body Chassis
Diagnostic Manual for the procedures.
WIPER BLADES
Wiper blades, exposed to the weather for a long period of time, tend to lose their wiping effectiveness.
Periodic cleaning of the wiper blade is suggested to remove the accumulation of salt and road film. The wiper blades, arms, and windshield should be cleaned with a sponge or cloth and a mild detergent or nonabrasive cleaner. If the blades continue to streak or smear, they should be replaced. The right and left wipers are different blade lengths. The driver side length is 600 mm and the passenger side length is
550 mm. The blades should not be interchanged.
WIPER BLADE REPLACEMENT
(1) Turn wiper switch ON, position blades to a convenient place by turning the ignition switch ON and
OFF. When in position turn ignition switch OFF.
(2) Lift wiper arm to raise blade off glass.
(3) Remove blade assembly from arm by pushing release tab under arm tip and slide blade away from arm tip (Fig. 1 and 2).
Fig. 1 Wiper Blade and Element
Fig. 2 Remove Blade from Arm
(4) Gently place wiper arm tip on glass surface.
8K - 2 WINDSHIELD WIPER AND WASHER SYSTEMS
(5) For installation reverse above procedures.
When complete turn ignition switch ON. Turn wiper switch OFF allowing the wiper blades PARK, then turn ignition switch OFF.
WIPER BLADE ELEMENT REPLACEMENT
(1) Lift wiper arm to raise blade off glass.
(2) Remove blade assembly from arm by pushing release tab under arm tip and slide blade away from arm tip (Fig. 1 and 2). Gently place wiper arm tip on glass surface.
(3) To remove wiping element from blade assembly:
• Pull stopper, of the rubber element, out of the end claw together with vertibra (metal rails) (Fig. 3).
Fig. 3 Wiper Blade and Element
• Remove wiper element and vertibra by sliding them out of the claws.
(4) For installation reverse above procedures.
Check that the element and vertibra is through all claws and the final claw is locked in the stopper.
WIPER ARM REPLACEMENT
(1) Place the wiper arm/blades in the PARK position and turn ignition OFF.
(2) Lift wiper arm to raise blade off glass and move retainer tab to hold the arm up.
(3) Remove the arm from the pivot using a rocking motion.
(4) Disconnect the washer hose at the plastic inline connector. Be sure that the in-line connector is saved.
WIPER ARM ADJUSTMENT
(1) Cycle the wiper motor into the PARK position.
(2) Check the tips of the blades in blackout area.
From the bottom edge of the windshield to the blade should be no closer than 36 mm (1-3/8 in.) (Fig. 4).
(3) Operate the wipers if the requirements are not met, check linkage and pivot assembly for worn parts.
During high speed wet glass operation, the right hand blade tip may override the cowl screen slightly.
This is normal and should not affect the wiper system’s performance.
Fig. 4 Arm Adjustment
The wiper arm is supplied with a plastic key insert that aligns with a slot in the pivot.
In the event that the wiper blade tip excessively strikes:
• Glass molding
•
Cowl screen
Due to long term normal wear, remove the plastic key from wiper arm and reposition the arm on the pivot with the wipers in the PARK position only.
WIPER MOTOR SYSTEM TEST PROCEDURES
WARNING: ON VEHICLES EQUIPPED WITH AIR
BAGS, SEE GROUP 8M, RESTRAINT SYSTEMS FOR
STEERING WHEEL OR COLUMN REMOVAL PROCE-
DURES.
Whenever a wiper motor malfunction occurs, verify that the wire harness is properly connected start normal diagnosis and repair procedures. Refer to Wiper
Motor Diagnosis Chart (Fig. 5 and 6).
The following is a list of general wiper motor system problems, the tests that are to be performed to locate the faulty part, and the corrective action to be taken. These tests will cover both two speed and intermittent wiper functions.
INTERMITTENT WINDSHIELD WIPER SWITCH
TESTS
WARNING: ON VEHICLES EQUIPPED WITH AIR
BAGS, SEE GROUP 8M, RESTRAINT SYSTEMS FOR
STEERING WHEEL OR COLUMN REMOVAL PROCE-
DURES.
The intermittent wiper function on LH vehicle is controlled by the body controller, located in the passenger compartment behind the right side kick panel
(Fig. 7). If the body controller is determined to be the problem, refer to Group 8E, Instrument Panels and
Gauges, for replacement procedures.
Whatever the problem, disconnect motor wire harness and clean the terminals, then reconnect and test motor.
WINDSHIELD WIPER AND WASHER SYSTEMS 8K - 3
Fig. 5 Wiper Motor Runs Diagnosis
8K - 4 WINDSHIELD WIPER AND WASHER SYSTEMS
Fig. 6 Wiper Motor Will Not Run Diagnosis
WINDSHIELD WIPER AND WASHER SYSTEMS 8K - 5
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 08-19-93 April 30, 1993
Fig. 7 Body Controller Location
CONDITION: MOTOR WILL NOT RUN IN ANY
SWITCH POSITION
PROCEDURE
(1) Check fuse #10, in the junction block and fuse #C in the power distribution center (Fig. 8 and 9).
Fig. 9 Power Distribution Center terminal and terminal 4 of the motor connector. Connect the other jumper wire to the battery negative terminal and terminal 3 of the motor connector (Fig.
12). Check motor high speed, connect the positive jumper wire to terminal 1 of the motor connector.
Connect the negative jumper wire to terminal 3 of the motor connector.
Fig. 8 Junction Block
(a) If fuse(s) are good, go to step 2.
(b) If fuse(s) are defective, replace and check motor operation in all switch positions.
(c) If motor is still inoperative and the fuse does not blow, go to step 2.
(d) If replacement fuse blows, go to step 11.
(2) Disconnect motor wire connector.
(3) Check motor low speed. Using two jumper wires, connect one jumper wire between the positive battery
Fig. 10 Motor Connector on Body Harness
(a) If motor runs, go to step 5.
(b) If motor does not run, high or low speed go to step 4.
(4) Using an ohmmeter, check for good ground at terminal 3 of the motor wiring harness connector. If
OK, replace motor. If not repair the ground circuit as necessary.
(5) Using an voltmeter, check for battery voltage at terminal D of the intermittent wiper relay in the distribution center. If no voltage check fuse C (Fig. 7 and 8). If OK, go to step 6. If not repair as necessary.
(6) Using an ohmmeter, check from terminal D of the HI-LO wiper relay to terminal 2 of the wiring harness connector at motor for continuity (Fig. 10).
Check from terminal E of the HI-LO wiper relay
8K - 6 WINDSHIELD WIPER AND WASHER SYSTEMS
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 08-19-93 April 30, 1993 to terminal 3 of the wiring harness connector at motor for continuity. If OK, go to step 7. If not repair as necessary.
(7) Using an ohmmeter, check for continuity between the HI-LO wiper relay and the intermittent wiper relay. Check from terminal B of the HI-LO wiper relay to terminal B of the intermittent wiper relay. If
OK, check for faulty relays. If not repair as necessary.
(8) Disconnect the J3 24-way connector from the body controller (Fig. 11).
motor connector. When replacing drive link nut tighten to 11 to 12 N I m (98 to 106 in. lbs.) torque.
Fig. 11 Body Controller J3 Connector
(9) Using an ohmmeter, check for continuity from terminal 1 of the J3 24-way connector to the terminal C of the intermittent wiper relay. If OK, go to step 10. If not repair as necessary.
(10) Using a voltmeter, with the wiper switch connected, connect positive lead to terminal 1 of the wiper switch. Turn ignition switch to the ON position. Slowly move the wiper switch from OFF position through each position to HIGH.
(a) If no voltage, replace the wiper switch. If OK, check for continuity from terminal 1 of wiper switch to the terminal 16 of the body controller J3 24-way connector.
(b) Turn ignition OFF. Using an ohmmeter, check for continuity between fuse #10 and terminal 1 and
18 of the body controller J3 24-way connector. If no continuity, check HI-LO and the intermittent relays.
If OK, repair wire circuit as necessary.
(c) If voltage increases from zero to approximately
10 volt in the HIGH position replace body controller.
(11) Disconnect motor connector and replace fuse
#10 from the junction block.
(a) If fuse does not blow, go to step 2.
(b) If fuse blows, wiper control circuitry is at fault repair as necessary.
CONDITION: MOTOR RUNS SLOWLY AT ALL
SPEEDS
(1) Disconnect wire connector at motor. Remove wiper arms and blades. Disconnect motor drive link from motor. Connect an ammeter between battery positive terminal and terminal 4 of the motor connector
(Fig. 12). Connect a ground wire to terminal 3 of the
Fig. 12 Ammeter Test
(a) If motor runs and average ammeter reading is more than 6 amps, go to step 2.
(b) If motor runs and average ammeter reading is less than 6 amps, go to step 3.
(2) Using an ohmmeter, check the high and low circuits for a short to ground. Refer to Group 8W,
Wiring Diagrams.
(3) Check to see if wiper linkage or pivots are binding or caught.
CONDITION: MOTOR WILL RUN AT HIGH
SPEED, BUT NOT MOVE AT LOW SPEED. MO-
TOR WILL RUN AT LOW SPEED, BUT WILL
NOT MOVE AT HIGH SPEED
(1) Disconnect motor connector.
(2) If motor will not run on low speed, connect a jumper wire between positive battery terminal and terminal 4 of the motor connector. Connect a second jumper wire between ground and terminal 3 of the motor connector (Fig. 12).
(a) If motor runs, go to step 4.
(b) If motor does not run, replace the motor.
(3) If motor will not run on high speed, connect a jumper wire between battery positive terminal and terminal 1. Connect a second jumper wire between ground and terminal 3 of the motor connector.
(a) If motor runs, go to step 5.
(b) If motor does not run, replace the motor.
(4) If wipers will not run at low speed, using an ohmmeter, check for open circuit. Check between terminal E of the HI-LO wiper relay to terminal 3 of the body wiper motor wire harness connector for continuity
(Fig. 10). If OK, go to step 6. If not repair as necessary.
(5) If wiper will not run at the high speed, using an ohmmeter, check for an open circuit. Check between
terminal D of the HI-LO wiper relay and terminal 3 of the wiper motor body wire harness connector for continuity. If OK, go to step 6. If not repair as necessary.
(6) Check for faulty HI-LO wiper relay.
WINDSHIELD WIPER AND WASHER SYSTEMS 8K - 7
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 08-19-93 April 30, 1993
(b) If the voltmeter reads 0 volts, replace the body controller.
CONDITION: WIPERS RUN AT HIGH SPEED
WITH SWITCH IN LOW SPEED POSITION. WIP-
ERS OPERATE IN INTERMITTENT MODE, BUT
EACH WIPE IS AT HIGH SPEED.
(1) Disconnect motor connector.
(2) Using two jumper wires, connect one between the battery positive terminal and terminal 4 of the motor wire harness connect. Connect the second lead between battery negative terminal and terminal 3 of the motor wire harness connector (Fig. 12).
(a) If motor runs at low speed, go to step 3.
(b) If motor runs at high speed, check for crossed wires in the motor pigtail wire connector.
(3) Check for faulty HI-LO wiper relay. Check for crossed wires in harness from HI-LO relay to motor.
(4) Using an ohmmeter, check for short to ground.
Disconnect J3 24-way connector from the body controller and remove the intermittent wiper relay.
(5) If none of the above conditions are present, replace the body controller.
CONDITION: WIPER WILL RUN CONTINU-
OUSLY WITH SWITCH IN THE INTERMITTENT
POSITION. WHEN COLUMN SWITCH IS
TURNED OFF, WIPERS STOP WHEREVER
THEY ARE, WITHOUT RETURNING TO PARK
POSITION.
(1) Check for ground at the wiper motor body wire connector terminal 4.
(2) Using an ohmmeter, with the wiper motor in the
PARK position, check for continuity between terminal
2 and terminal 3 of the motor connector. If OK, go to step 3. If not OK, replace motor.
(3) Check for continuity between terminal 1 of the motor wire harness connector and terminal 2 of J3
24-way connector of the body controller. Using an voltmeter, check for short circuit to a battery source or ignition feed in this circuit.
CONDITION: WIPERS RUN AT LOW SPEED
WITH SWITCH IN HIGH SPEED POSITION
(1) Check for faulty HI-LO wiper relay.
(2) Using an ohmmeter, check for open circuit between terminal C of the HI-LO wiper relay and terminal 18 of the body controller J3 24-way connector. If
OK, go to step 3. If not OK, repair as necessary.
(3) Check wiper switch.
WIPERS DO NOT RUN WHEN WASHER MOTOR
IS ENGAGED
(1) Disconnect the J3 24-way connector from the body controller.
(2) Using a voltmeter, connect positive lead to terminal 10 of the 24-way connector.
(3) Engage the washer switch so that the washer motor runs continuously.
(a) If the voltage is zero, check the wiring between the washer motor and the body controller. Repair as necessary.
(b) If the voltage is 10 to 15 volts, replace the body controller.
CONDITION: MOTOR WILL KEEP RUNNING
WITH SWITCH IN OFF POSITION.
(1) Check wiper motor body wiring harness for shorts between the low speed motor feed terminal 3 or high speed motor feed terminal 2 and battery or ignition.
(2) Check for faulty wiper intermittent or HI/LO relay.
(3) Check circuit from intermittent relay cavity B to
HI/LO relay cavity B for short to battery or ignition.
(4) Disconnect body controller J3 24-way connector.
Check circuit from terminal 1 of J3 24-way connector to terminal C of the intermittent wiper relay for short to ground.
(5) Using a voltmeter, connect positive lead to terminal 16 of the body controller J3 24-way connector.
Connect negative lead to ground. If voltmeter reads greater than 0 volts, check wiper switch and wiring.
(6) Using a voltmeter, connect positive lead to terminal 10 of the body controller J3 24-way connector.
(a) If voltmeter reads 10 to 15 volts, check the circuit for short to battery or ignition.
WIPER MOTOR REPLACEMENT
(1) Remove wiper arms and blades, disconnect hoses from in-line connectors (Fig. 13). Be sure that the in-line connector is saved.
(2) Remove the rear hood seal with the cowl top plastic screen and disconnect the washer hose at inline connector. Save in-line connector.
(3) Disconnect motor connector at back side of housing.
(4) Remove four wiper housing module mounting screws then remove housing.
(5) Remove nut and disconnect wiper drive link from motor crank.
(6) Remove three motor mounting screws.
(7) Lift motor and mounting plate out of housing.
(8) Disconnect motor harness grommet from housing.
(10) For installation, reverse above procedures.
Tighten the motor crank nut to 11 to 14 N I m (89 to 124 in. lbs.) torque. Tighten the motor mounting screws to
11 to 12 N I m (89 to 106 in. lbs.) torque.
8K - 8 WINDSHIELD WIPER AND WASHER SYSTEMS
LINKAGE OR CAP REPLACEMENT
Fig. 13 Wiper Motor and Linkage Module
(1) Remove wiper arms and blades, disconnect hoses from in-line connectors. Be sure that the inline connector is saved.
(2) Remove the rear hood seal with the cowl top plastic screen and disconnect the washer hose at inline connector. Save in-line connector.
(3) Disconnect wiper arm linkage, by using an ball joint/tie rod separator, separate the ball cap from the ball (Fig. 14).
(4) To remove cap(s), place the cap shoulder over a socket larger than shoulder and tap on the cap into the socket to remove. To replace cap use a socket larger than the cap. Place linkage on the socket, install cap into position over socket and tap on shoulder of cap to lock into position (Fig. 15 and 16).
There are two types of caps, one for the round ball and the other round ball with a pin on top.
(5) For installation, reverse above procedures.
Fig. 14 Linkage Removal
Fig. 15 Cap Removal
WINDSHIELD WIPER AND WASHER SYSTEMS 8K - 9
Fig. 16 Caps and Seals
INTERMITTENT WIPER SWITCH TEST
To test the switch, first disconnect the switch wires from the body wiring in the steering column. Using an ohmmeter, test for continuity between the terminals of the switch, as indicated in the following continuity chart. The identity of each terminal is shown in Fig. 18.
Fig. 18 Resistance Test
Fig. 17 Multi-Function Switch
For test purposes, the first position is the OFF position, the next six positions are for the DELAY wipe. LOW is the next detent position and HIGH is the full counterclockwise detent position.
In any wiper mode, if the knob is pushed all the way in, the washer circuit will be completed.
INTERMITTENT WIPER SWITCH REPLACEMENT
(1) Tilt column up and remove six screws holding lower column shroud.
(2) Tilt column down and remove upper shroud
(Fig. 19).
(3) Tilt column up and remove one steering column tilt lever screw at base of lever. Remove tilt lever and lower shroud.
Fig. 19 Upper Shroud Removal
(4) Using a screwdriver in place of the lever, tilt column down. Remove two mounting screws on switch and remove switch. Remove wiring from hooks and disconnect two electrical connections on multi-function switch. Remove multi-function switch.
8K - 10 WINDSHIELD WIPER AND WASHER SYSTEMS
(5) For installation, reverse above procedures.
WINDSHIELD WASHERS
All models are equipped with electric operated windshield washer pumps.
The wash function can be accessed in the OFF position of the wiper control switch. Holding the wash button depressed when the switch is in the OFF position will operate the wipers and washer motor pump continuously until the washer button is released. Releasing the button will stop the washer pump but the wipers will complete the current wipe cycle. Followed by an average of two more wipe cycles ( 6 1) before the wipers park and the module turns off.
Whenever a windshield washer malfunction occurs, first verify that the windshield washer wire harness is properly connected to all connectors before starting normal diagnosis and repair procedures. Refer to
Windshield Washer Diagnosis Chart (Fig. 20).
The electric pump assembly is mounted directly to the reservoir. A permanently lubricated motor is coupled to a rotor type pump. Fluid, gravity fed from the reservoir, is forced by the pump through rubber hoses to the arm mounted nozzles which direct the fluid streams to the windshield.
The pump and reservoir are serviced as separate assemblies on all vehicles.
WASHER RESERVOIRS
REMOVAL
(1) Disconnect the battery terminals. Remove battery and battery tray (Fig. 21).
Fig. 21 Battery Removal
Fig. 20 Windshield Washer Diagnosis
WINDSHIELD WIPER AND WASHER SYSTEMS 8K - 11
(2) Remove two reservoir retaining nuts and screw then remove reservoir (Fig. 22).
Fig. 22 Reservoir Removal
(3) Disconnect the wire connector from the reservoir pump and float sensor.
(4) Disconnect the washer hose and block the liquid outlet to prevent the liquid from running out of the reservoir.
INSTALLATION
(1) Connect washer hose and install the reservoir.
(2) Connect the wire connectors.
(3) Install reservoir retaining nuts and screw.
Tighten to 9 to 14 N I m (80 to 124 in. lbs.) torque.
(4) Install battery tray and battery. Connect battery terminals.
WASHER RESERVOIR PUMP
(1) Remove liquid from reservoir.
(2) Disconnect battery terminals. Remove battery and tray.
(3) Disconnect electrical lead and rubber hose from bottom of pump.
(4) Remove two reservoir retaining nuts and screw, then remove reservoir.
(5) Gently pry pump away from reservoir and out of grommet. Care must be taken not to puncture reservoir (Fig. 23).
(6) Remover rubber grommet from reservoir and throw away.
(7) For installation, reverse above procedures.
Tighten the reservoir nuts and screw to 9 to 14 N
I m
(80 to 124 in. lbs.) torque. Fill reservoir.
Fig. 23 Washer Pump
WASHER FLUID LEVEL SENSOR
(1) Raise and support vehicle on safety stands.
(2) Disconnect sensor wire connector.
(3) Press up on the sensor lock and pull sensor out of housing. There will be no loss of fluid because there is no hole in housing (Fig. 24).
Fig. 24 Remote Sensor
(4) Clean connector and seal.
(5) To install, slide remote sensor in till locked into position.
(6) Connect wire connector to remote sensor.
8K - 12 WINDSHIELD WIPER AND WASHER SYSTEMS
WASHER NOZZLE
All models are equipped with the washer nozzles attached to the wiper arms. Each arm has two nozzles that emit five streams across the wiper pattern.
The washer system requires no adjustment. If nozzle performance is unsatisfactory, they should be replaced. The right and left side nozzles are identical.
The inter nozzles can be installed 180° out of position. The spray should be on the same side as the outer nozzle (Fig. 25).
REMOVAL
(1) Unsnap nozzle from wiper arm and disconnect hose.
(2) To install make sure that both the nozzle and the hose guard are securely snapped into position.
Fig. 25 Washer Nozzles
LAMPS 8L - 1
LAMPS
CONTENTS
page
BULB APPLICATION
. . . . . . . . . . . . . . . . . . . . . 12
EXTERIOR LAMPS
. . . . . . . . . . . . . . . . . . . . . . . 8
HEADLAMP ALIGNMENT
. . . . . . . . . . . . . . . . . . 3
page
ILLUMINATED ENTRY SYSTEM
LAMP BULB SERVICE
. . . . . . . . . . . . . . . . . . . . 5
LAMP DIAGNOSIS
. . . . . . . . . . . . . . . . . . . . . . . 1
SAFETY PRECAUTIONS
LAMP DIAGNOSIS
GENERAL INFORMATION
LH vehicles use lighting on the interior and exterior of the vehicle for illuminating and indicating purposes. Lighting circuits are protected by fuses or circuit breakers. Lighting circuits require an overload protected power source, on/off device, lamps and body ground to operate properly. Plastic lamps require a wire in the harness to supply body ground to the lamp socket. Lamp sockets that are exposed to moisture should be coated with Mopar, Multi-purpose
Grease or equivalent to avoid corrosion. If a socket has become corroded, clean socket and bulb base with abrasive fiber sanding pad or metallic bristle brush.
Replace sockets and bulbs that are deformed from corrosion that could prevent continuous body ground.
Wire connectors can make intermittent contact or become corroded. Before coupling wire connectors, inspect the terminals inside the connector. Male terminals should not be bent or disengaged from the insulator. Female terminals should not be sprung open or disengaged from the insulator. Bent and sprung terminals can be repaired using needle nose pliers and pick tool. Corroded terminals appear chalky or green. Corroded terminals should be replaced to avoid recurrence of the problem symptoms.
Wire connector terminals should be coated with Mopar, Multi-purpose Grease or equivalent to avoid corrosion.
Begin electrical system failure diagnosis by testing related fuses and circuit breakers in the fuse block and engine compartment. Verify that bulbs are in good condition and test continuity of the circuit ground. Refer to Group 8W, Wiring Diagrams for component location and circuit information.
CAUTION: Do not touch the glass of halogen bulbs with fingers or other possibly oily surface, reduced bulb life will result.
Do not use bulbs with higher candle power than indicated in the Bulb Application table at the end of this group. Damage to lamp can result.
Do not use fuses, circuit breakers or relays having greater amperage value than indicated on the fuse panel or in the Owners Manual.
When it is necessary to remove components to service another, it should not be necessary to apply excessive force or bend a component to remove it. Before damaging a trim component, verify hidden fasteners or captured edges are not holding the component in place.
HEADLAMP DIAGNOSIS
LH vehicles built for use in Canada are equipped with a Daytime Running Lamp (DRL) system. The
DRL system operates the headlamps at 50% illumination with the headlamp switch OFF and the engine running. The DRL system is controlled by the Daytime
Running Lamp Module located on radiator closure panel on the right side of the engine compartment. The
DRL module overrides the headlamp switch when the headlamps are turned OFF. The headlamps operate normally when the headlamps are turned ON.
When a vehicle experiences problems with the headlamp system, verify the condition of the battery connections, charging system, headlamp bulbs, wire connectors, relay, high beam dimmer switch and headlamp switch. Refer to Group 8W, Wiring Diagrams for component locations and circuit information.
SYMPTOM
Headlamps are dim when engine is idling of with ignition turned OFF. Canada cars must have lamps ON.
WARNING: EYE PROTECTION SHOULD BE USED
WHEN SERVICING GLASS COMPONENTS. PER-
SONAL INJURY CAN RESULT.
8L - 2 LAMPS
ACTION
•
Clean battery terminal clamps and posts. Refer to
Group 8B, Battery/Starter/Generator Service for proper procedures.
• Test charging system output. Refer to Group 8A,
Battery/Starting/Charging Systems Diagnostics for proper testing procedures.
• Test for high resistance in headlamp circuits.
• Defective headlamp bulb.
SYMPTOM
Bulbs burn out frequently.
ACTION
• Test charging system output. Refer to Group 8A,
Battery/Starting/Charging Systems Diagnostics for proper testing procedures.
• Check for loose or corroded connector terminals or splices in headlamp circuits. Refer to Group 8W, Wiring Diagrams for component and splice locations.
SYMPTOM
Headlamps are dim with engine running above idle. Canada cars must have lamps ON.
ACTION
• Test charging system output. Refer to Group 8A,
Battery/Starting/Charging Systems Diagnostics for proper testing procedures.
• Test for high resistance in headlamp circuits.
• Defective headlamp bulb.
SYMPTOM
Headlamps flash randomly.
ACTION
• Test for poor circuit ground.
• Test for high resistance in headlamp circuits.
• Test condition of headlamp relay.
• Check for loose or corroded connector terminals or splices in headlamp circuits. Refer to Group 8W, Wiring Diagrams for component and splice locations.
SYMPTOM
Headlamps do not illuminate.
ACTION
• Test for voltage at headlamp bulbs connectors.
• Test headlamp relay.
•
Test headlamp switch.
• Test high-beam headlamp dimmer switch.
• Check for loose or corroded connector terminals or splices in headlamp circuits. Refer to Group 8W, Wiring Diagrams for component and splice locations.
FOG LAMP DIAGNOSIS
The fog lamp system receives voltage from the headlamp relay when the low-beam headlamps are turned ON. The high-beam headlamp dimmer switch when actuated cancels out voltage feed to the fog lamp circuit. The fog lamp circuit is protected by a
20 amp fuse located in the fuse panel. Refer to Group
8W, Wiring Diagrams for component location and circuit information.
SYMPTOM
Fog lamps do not illuminate.
ACTION
• Test fog lamp bulb.
•
Test for voltage at fog lamp connector.
• Test for proper fog lamp ground.
• Test circuit fuse.
• Test fog lamp switch.
• Test high-beam headlamp dimmer switch.
• Test headlamp relay.
• Test for open circuit in wire harness.
HEADLAMP SWITCH
The headlamp switch is located on the upper left side of the instrument panel. Refer to Group 8E, Instrument Panel for proper service procedures.
HIGH-BEAM HEADLAMP DIMMER SWITCH
The high beam headlamp dimmer is part of the multi-function switch located on the steering column.
Refer to Group 8J, Turn Signals and Warning Flashers for proper service procedures.
LAMPS 8L - 3
GENERAL INFORMATION
HEADLAMP ALIGNMENT
LH vehicle headlamps are equipped with a bubble level to aid up/down headlamp alignment. The bubble level is used to assist headlamp alignment when compensating for vehicle ride height changes due to heavy luggage compartment loads. The bubble level can be calibrated after the headlamps have been aligned using the alignment screen method. When headlamp alignment must be adjusted to compensate vehicle ride height change, the vehicle must be positioned on a level surface. A gauge and arrow sticker is located on the top of the headlamp module to assist left/right alignment (Fig. 1).
HEADLAMP ALIGNMENT PREPARATION
(1) Verify headlamp dimmer switch and high beam indicator operation.
(2) Inspect and correct damaged or defective components that could interfere with proper headlamp alignment.
(3) Verify proper tire inflation.
(4) Clean headlamp lenses.
(5) Verify that luggage area is not heavily loaded.
(6) Fuel tank should be FULL. Add 2.94 kg (6.5
lbs.) of weight over the fuel tank for each estimated gallon of missing fuel.
Fig. 1 Headlamp Alignment Bubble and Arrow
HEADLAMP ADJUSTMENT USING ALIGNMENT
SCREEN
ALIGNMENT SCREEN PREPARATION (FIG. 2)
(1) Position vehicle on a level surface perpendicular to a flat wall 7.62 meters (25 ft) away from front of headlamp lens.
(2) If necessary, tape a line on the floor 7.62
meters (25 ft) away from and parallel to the wall.
Fig. 2 Headlamp Alignment Screen
8L - 4 LAMPS
(3) From the floor up 1.27 meters (5 ft), tape a line on the wall at the centerline of the vehicle. Sight along the centerline of the vehicle (from rear of vehicle forward) to verify accuracy of the line placement.
(4) Rock vehicle side-to-side three times to allow suspension to stabilize.
(5) Jounce front suspension three times by pushing downward on front bumper and releasing.
(6) Measure the distance from the center of headlamp lens to the floor. Transfer measurement to the alignment screen (with tape). Use this line for up/down adjustment reference.
(7) Measure distance from the centerline of the vehicle to the center of each headlamp being aligned.
Transfer measurements to screen (with tape) to each side of vehicle centerline. Use these lines for left/right adjustment reference.
HEADLAMP ADJUSTMENT (FIG. 3)
A properly aimed low beam headlamp will project the top edge of low beam hot spot on the alignment screen from 50 mm (2 in.) above to 50 mm (2 in.) below the headlamp centerline. The side-to-side left edge of low beam hot spot should be from 50 mm (2 in.) left to
50mm (2 in.) right of headlamp centerline (Fig. 3). The preferred headlamp alignment is 0 for the up/down adjustment and 0 for the left/
right adjustment. The high beams on a vehicle with aero headlamps cannot be aligned. The high beam pattern should be correct when the low beams are aligned properly.
To adjust headlamp alignment, rotate alignment screws to achieve the specified low beam hot spot pattern.
Fig. 3 Headlamp Alignment Screws
FOG LAMP ALIGNMENT (FIG. 4)
Prepare an alignment screen. Refer to Alignment
Screen Preparation paragraph in this section. A
Fig. 4 Fog Lamp Alignment Screen
LAMPS 8L - 5 properly aligned fog lamp will project a pattern on the alignment screen 100 mm (4 in.) below the fog lamp centerline and straight ahead.
HEADLAMP BUBBLE LEVEL CALIBRATION
The bubble level is calibrated at the factory and should not require recalibration unless the vehicle has been damaged or headlamp module has been replaced. Perform the Headlamp Alignment Preparation procedures and verify headlamp alignment.
After the headlamp alignment has been verified using the alignment screen procedures, the bubble level can be calibrated.
CALIBRATION PROCEDURE (FIG. 5)
(1) Position vehicle on a level surface.
(2) Verify that headlamp alignment is correct.
(3) Rotate bubble level calibration screw in or out until bubble is centered in the vial.
(4) Center arrow sticker to gauge sticker for left/ right reference.
Fig. 5 Headlamp Bubble Level Calibration
LAMP BULB SERVICE
INDEX page
Center High Mounted Stop Lamp Bulb
Fog Lamp Bulb
. . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Headlamp Bulbs
. . . . . . . . . . . . . . . . . . . . . . . . . . 5
License Plate Lamp Bulb
. . . . . . . . . . . . . . . . . . . 7
page
Side Marker, Park and Turn Signal Lamp Bulb
Tail, Stop, Back-Up and Turn Signal Lamp Bulb
Trunk Lid Applique Lamp Bulb
. . . . . . . . . . . . . . . 7
(5) Install screws to hold headlamp to module assembly.
(6) Verify headlamp operation and alignment.
HEADLAMP BULBS
REMOVAL (FIG.1)
(1) Release hood latch and open hood.
(2) Remove screws holding headlamp to module assembly.
(3) Separate lamp from module.
(4) Disengage wire connector from back of headlamp bulb.
(5) Remove retaining ring holding bulb to lamp.
(6) Pull bulb from lamp.
INSTALLATION
CAUTION: Do not touch the glass of halogen bulbs with fingers or other possibly oily surface, reduced bulb life will result.
(1) Push bulb into lamp.
(2) Install retaining ring to hold bulb in lamp.
(3) Engage wire connector to back of headlamp bulb.
(4) Place lamp in position on module.
Fig. 1 Headlamp Bulbs
8L - 6 LAMPS
SIDE MARKER, PARK AND TURN SIGNAL LAMP
BULB
REMOVAL (FIG. 2)
(1) Release hood latch and open hood.
(2) Disengage clip holding lamp to headlamp module.
(3) Pull lamp forward and separate lamp from vehicle.
(4) Remove socket from lamp.
(5) Pull bulb from socket.
INSTALLATION
(1) Push bulb into socket.
(2) Install socket in lamp.
(3) Place lamp in position on vehicle.
(4) Push lamp rearward and engage clip to hold lamp to headlamp module.
(5) Verify lamp operation.
(5) Install rear cover on fog lamp.
(6) Install fog lamp on vehicle.
(7) Verify fog lamp operation and alignment.
Fig. 3 Fog Lamp Bulb
CENTER HIGH MOUNTED STOP LAMP BULB
REMOVAL (FIG. 4)
(1) Release trunk latch and open trunk lid.
(2) From under rear deck panel, remove lamp socket from CHMSL.
(3) Pull bulb from socket.
INSTALLATION
(1) Insert bulb into socket.
(2) Install lamp socket in CHMSL.
(3) Verify CHMSL operation.
Fig. 2 Side Marker, Park and Turn Signal Bulb
FOG LAMP BULB
REMOVAL (FIG. 3)
(1) Remove fog lamp from vehicle.
(2) Remove rear cover from fog lamp.
(3) Disengage wire clip holding bulb in fog lamp.
(4) Hinge wire clip out of bulb removal path.
(5) Pull bulb from lamp.
(6) Disengage wire connector from body wire harness.
INSTALLATION
CAUTION: Do not touch the glass of halogen bulbs with fingers or other possibly oily surface, reduced bulb life will result.
(1) Engage wire connector to body wire harness.
(2) Insert bulb into lamp.
(3) Hinge wire clip over bulb base.
(4) Engage wire clip to hold bulb in fog lamp.
Fig. 4 CHMSL Bulb
TAIL, STOP, BACK-UP AND TURN SIGNAL LAMP
BULB
REMOVAL (FIG. 5)
(1) Remove tail lamp from vehicle.
(2) Remove socket from lamp.
(3) Pull bulb from socket.
INSTALLATION
(1) Insert bulb into socket.
(2) Install socket in lamp.
(3) Install tail lamp in vehicle.
Fig. 5 Tail, Stop, Back-up and Turn Signal Lamp
Bulb
TRUNK LID APPLIQUE LAMP BULB
REMOVAL
(1) Remove trunk lid applique.
(2) Remove socket from applique lamp.
(3) Pull bulb from socket.
INSTALLATION
(1) Insert bulb into socket.
(2) Install socket in applique lamp.
(3) Install trunk lid applique on vehicle.
LAMPS 8L - 7
LICENSE PLATE LAMP BULB
REMOVAL (FIG. 6)
(1) Release trunk latch and open trunk.
(2) Remove license plate lamp from trunk lid or fascia.
(3) Remove socket from license plate lamp.
(4) Pull bulb from socket.
INSTALLATION
(1) Insert bulb into socket.
(2) Install socket in license plate lamp.
(3) Install license plate lamp in trunk lid fascia.
(4) Verify lamp operation.
Fig. 6 License Plate Lamp Bulb—Typical
8L - 8 LAMPS
EXTERIOR LAMPS
INDEX page
Center High Mounted Stop Lamp (CHMSL)
Daytime Running Lamps—Canada Only
Fog Lamp
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Front Lamp Module
. . . . . . . . . . . . . . . . . . . . . . . . 8
Headlamp
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
page
Headlamp Time Delay System
. . . . . . . . . . . . . . 11
License Plate Lamp
. . . . . . . . . . . . . . . . . . . . . . . 10
Side Marker, Park and Turn Signal Lamp
Tail, Stop and Turn Signal Lamp
Trunk Lid Applique Lamp
. . . . . . . . . . . . . . . . . . 10
HEADLAMP
REMOVAL (FIG. 1)
(1) Release hood latch and open hood.
(2) Remove screws holding headlamp to lamp module.
(3) Separate headlamp from lamp module.
(4) Disengage wire connector from headlamp bulb.
(5) Separate headlamp from vehicle.
INSTALLATION
(1) Place headlamp in position on vehicle.
(2) Engage wire connector to headlamp bulb.
(3) Place headlamp lamp in position in module.
(4) Install screws to hold headlamp to lamp module.
(5) Verify headlamp operation and alignment.
INSTALLATION
(1) Place lamp in position on vehicle.
(2) Install bulb socket in lamp.
(3) Insert lamp into lamp module.
(4) Verify lamp operation.
Fig. 1 Headlamp
SIDE MARKER, PARK AND TURN SIGNAL LAMP
REMOVAL (FIG. 2)
(1) Release hood latch and open hood.
(2) Disengage clips holding side marker, park and turn signal lamp to lamp module.
(3) Pull lamp body away from lamp module.
(4) Remove bulb socket from lamp.
(5) Separate lamp from vehicle.
Fig. 2 Side Marker, Park and Turn Signal Lamp
FRONT LAMP MODULE
REMOVAL (FIG. 3)
(1) Release hood latch and open hood.
(2) Remove front bumper fascia. Refer to Group 13,
Bumpers and Frame for proper procedure.
(3) Remove screws holding bottom of lamp module to radiator closure panel.
(4) Remove screws holding top of lamp module to radiator closure panel.
(5) Separate lamp module from radiator closure panel.
(6) Disengage wire connectors from bulb sockets on back of lamps.
(7) Separate lamp module assembly from vehicle.
INSTALLATION
(1) Place lamp module assembly in position on vehicle.
(2) Engage wire connectors into bulb sockets on back of lamps.
(3) Place lamp module in position on radiator closure panel.
LAMPS 8L - 9
(4) Install screws to hold top of lamp module to radiator closure panel.
(5) Install screws to hold bottom of lamp module to radiator closure panel.
(6) Install front bumper fascia.
(7) Verify headlamp alignment and calibrate bubble level. Refer to Headlamp Alignment procedures in this group.
Fig. 4 Fog Lamp—Typical
INSTALLATION
(1) Place CHMSL in position on parcel shelf trim.
(2) Install nuts to hold CHMSL to back of trim panel.
(3) Engage CHMSL wire connector to body wire harness.
(4) Install parcel shelf trim panel.
Fig. 3 Front Lamp Module
FOG LAMP
REMOVAL (FIG. 4)
(1) Remove screws holding fog lamp to fascia.
(2) Pull fog lamp forward from opening in front bumper fascia.
(3) Disengage fog lamp wire connector from front lighting wire harness.
(4) Separate fog lamp from vehicle.
INSTALLATION
(1) Place fog lamp in position on vehicle.
(2) Engage fog lamp wire connector to front lighting wire harness.
(3) Insert fog lamp rearward into opening in front bumper fascia.
(4) Install screws to hold fog lamp to fascia.
(5) Verify fog lamp operation and alignment. Refer to Fog Lamp Alignment procedures in this group.
CENTER HIGH MOUNTED STOP LAMP (CHMSL)
REMOVAL (FIG. 5)
(1) Remove parcel shelf trim panel. Refer to Group
23, Body for proper procedures.
(2) Disengage CHMSL wire connector from body wire harness.
(3) Remove nuts holding CHMSL to back of trim panel.
(4) Separate CHMSL from parcel shelf trim.
Fig. 5 Center High Mounted Stop Lamp (CHMSL)
TAIL, STOP AND TURN SIGNAL LAMP
REMOVAL (FIG. 6)
(1) Release trunk latch and open trunk lid.
(2) Remove fasteners holding trunk lining to lower rear deck panel.
(3) Separate trunk lining from deck panel.
(4) Disengage tail lamp wire connector from body wire harness.
(5) Remove nuts holding tail lamp to lower deck and quarter panel.
(6) Separate tail lamp from vehicle.
(7) Disengage wire harness grommet from lower deck panel and pull wire harness through hole in body.
8L - 10 LAMPS
INSTALLATION
(1) Insert wire harness through hole in lower deck panel
(2) Engage wire harness grommet into lower deck panel.
(3) Place tail lamp in position on vehicle.
(4) Install nuts to hold tail lamp to lower deck and quarter panel.
(5) Engage tail lamp wire connector to body wire harness.
(6) Place trunk lining in position on lower deck panel.
(7) Install fasteners to hold trunk lining to lower rear deck panel.
(8) Verify lamp operation.
(6) Engage applique lamp wire connector to trunk lid harness.
(7) Place trunk lid lining in position.
(8) Install push-in fasteners to hold trunk lid lining to back of trunk lid.
(9) Verify lamp operation.
Fig. 6 Tail, Stop and Turn Signal Lamp
TRUNK LID APPLIQUE LAMP
REMOVAL (FIG. 7)
(1) Release trunk latch and open trunk lid.
(2) Remove push-in fasteners holding trunk lid lining to back of trunk lid.
(3) Position trunk lid lining out of the way.
(4) Disengage applique lamp wire connector from trunk lid harness.
(5) Remove nuts holding applique lamp to trunk lid.
(6) Separate applique lamp from trunk lid.
(7) Remove wire harness grommet from hole in trunk lid.
(8) Pull wire harness from trunk lid.
(9) Separate applique lamp from vehicle.
INSTALLATION
(1) Place applique lamp in position on vehicle.
(2) Insert wire harness into trunk lid.
(3) Install wire harness grommet in hole in trunk lid.
(4) Place applique lamp in position on trunk lid.
(5) Install nuts to hold applique lamp to trunk lid.
Fig. 7 Trunk Lid Applique Lamp
LICENSE PLATE LAMP
REMOVAL (FIG. 8)
(1) Remove screws holding license plate lamp to trunk lid applique or fascia.
(2) Separate license plate lamp from vehicle.
(3) Remove bulb socket from lamp.
INSTALLATION
(1) Install bulb socket into lamp.
(2) Place license plate lamp in position on vehicle.
(3) Install screws to hold license plate lamp to trunk lid applique or fascia.
Fig. 8 License Plate Lamp
LAMPS 8L - 11
DAYTIME RUNNING LAMPS—CANADA ONLY
The daytime running lamps are controlled by the
Daytime Running Lamp Relay (DRLR). The DRLR is located in the engine compartment attached to the radiator closure panel (Fig. 9). The DRLR allows the high beam headlamps to illuminate at 50% of the switched ON brightness when the engine is running with the headlamp switch OFF. The Daytime running lamps will go out when the headlamp switch is pulled out. The passing light feature will flash bright high beams while the daytime running lamps are activated.
DAYTIME RUNNING LAMP DIAGNOSTICS
The DRLR is controlled by inputs received from the
Speed Sensor, Headlamp Switch and the Engine Controller. Refer to Group 8W, Wiring Diagrams for component location and circuit information.
DAYTIME RUNNING LAMP RELAY REMOVAL
(FIG. 9)
(1) Release hood latch and open hood.
(2) Disengage wire connector from DRLR.
(3) Remove bolts holding DRLR to radiator closure panel.
(4) Separate DRLR from closure panel.
INSTALLATION
(1) Place DRLR in position on closure panel.
(2) Install bolts to hold DRLR to radiator closure panel.
(3) Engage wire connector to DRLR.
(4) Verify DRLR operation.
Fig. 9 Daytime Running Lamp Relay (DRLR)
HEADLAMP TIME DELAY SYSTEM
The optional Headlamp Time Delay system is controlled by the Body Controller (BC). The headlamp time delay system can be activated by turning ON the headlamps when the engine is running, turn
OFF the ignition switch, then turn OFF the headlamp switch. The BC will allow the headlamps to remain ON for 60 seconds before they automatically turn off. Refer to Owner’s Manual for more information.
DIAGNOSTIC PROCEDURES
Refer to Group 8W, Wiring Diagrams for component location and circuit information. Refer to the
Body Systems Diagnostic Procedures Manual for more information.
8L - 12 LAMPS
ILLUMINATED ENTRY SYSTEM
GENERAL INFORMATION
The Illuminated Entry System turns ON the courtesy lamps (except ignition switch lamp) when the remote keyless entry system is activated. The Remote Keyless Entry Module and the Body Controller are used to control the system. Courtesy lamps will turn on for 30 seconds ( 6 1 second) and turn OFF.
The courtesy lamps will stay ON for 6 seconds after the engine has started then the Body Controller will turn the courtesy lamps OFF. After the engine has started, the courtesy lamps will go OFF as soon as:
• The parking lamps are turned ON.
• The vehicle is in motion.
• The transaxle is shifted out of PARK on vehicles with Ultradrive Transaxle.
The Illuminated Entry System cannot be activated unlit 30 seconds after the system has timed out or the ignition switch has been turned OFF.
DIAGNOSTIC PROCEDURES
When testing the system, all doors must be closed to prevent courtesy lamps from lighting. Verify that remote keyless entry system is operating properly before testing illuminated entry circuits. The body controller uses input from the remote keyless entry system to switch ON the courtesy lamps.
Refer to Group 8W, Wiring Diagrams for component location and circuit information. Refer to Body
Systems Diagnostic Procedures Manual for more information.
BULB APPLICATION
GENERAL INFORMATION
The following Bulb Application Table lists the lamp title on the left side of the column and trade number or part number on the right.
INTERIOR LAMPS
CAUTION: Do not use bulbs that have a higher candle power than the bulb listed in the Bulb Application Table. Damage to lamp can result.
Do not touch halogen bulbs with fingers or other
possibly oily surfaces. Bulb life will be reduced.
EXTERIOR LAMPS
Back-up
LH/D ......................................................................3157
LH/L ......................................................................3157
LH/X ......................................................................3157
Center High Mounted Stop
LH/D-X....................................................................921
LH/L ......................................................................LED
Fog
LH/D-X....................................................................H-3
Headlamp/Aero
All ..........................................................................9007
License Plate
All ............................................................................168
Park/Turn Signal/Side Marker
All ....................................................................3157NA
Rear Side Marker
LH/D ........................................................................168
LH/L ........................................................................921
Tail
LH/X ........................................................................916
Stop/Turn Signal
LH/X ......................................................................3157
Tail/Stop/Turn Signal
LH/D-L ..................................................................3057
DIMMER CONTROLLED LAMPS
Service procedures for most of the lamps in the instrument panel, Instrument cluster and switches are located in Group 8E, Instrument Panel and Gauges.
Some components have lamps that can only be serviced by a Authorized Service Center (ASC) after the component is removed from the vehicle. Contact local dealer for location of nearest ASC.
A/C Heater Control
All ............................................................................330
Ash Receiver
All ............................................................................161
Headlamp Switch
All....................................................................4437661
Instrument Cluster
All .......................................................................PC194
Radio
All ..........................................................................ASC
Traction Control Switch
All....................................................................4437661
INDICATOR LAMPS
Service procedures for most of the lamps in the instrument panel, instrument cluster and switches are located in Group 8E, Instrument Panel and Gauges.
Air Bag
LH/D...................................................................PC194
LH/X-L ......................................................................74
Anti-lock Brake
LH/D...................................................................PC161
LH/X-L ............................................................4437661
Brake Warning
All ..............................................................................74
Check Engine
LH/D...................................................................PC194
LH/X-L ......................................................................74
Door Open
LAMPS 8L - 13
LH/D...................................................................PC161
LH/X-L ............................................................4437661
Engine Oil Pressure
LH/D...................................................................PC194
LH/X-L ......................................................................74
Engine Temperature
LH/D ........................................................................103
LH/X-L ......................................................................74
Generator
LH/D...................................................................PC194
LH/X-L ......................................................................74
High Beam
All .......................................................................PC194
Low Fuel
All ............................................................................103
Message Center
LH/D...................................................................PC161
LH/X-L ............................................................4437661
Seat Belt
LH/D...................................................................PC194
LH/X-L ......................................................................74
Speed Control
All .......................................................................PC194
Trunk Open
LH/D...................................................................PC161
LH/X-L ............................................................4437661
Turn Signal
LH/D Right .............................................................103
LH/D Left...........................................................PC194
LH/X-L ...............................................................PC194
NON-DIMMING LAMPS
Service procedures for most of the lamps in the following list can be found in Group 23, Body. Some components have lamps that can only be serviced by a Authorized Service Center (ASC) after the component is removed from the vehicle. Contact local dealer for location of nearest ASC.
Door Courtesy
All.........................................................................212-2
Engine Compartment
All ............................................................................105
Glove Compartment
All ............................................................................194
Ignition Lock
All ..........................................................................ASC
Overhead Console
All ............................................................................192
Overhead Information Center
All....................................................................4437661
Reading Lamp
Front or Rear .........................................................192
Trunk
All ..............................................................................98
Visor Vanity
All....................................................................6501966
RESTRAINT SYSTEMS
RESTRAINT SYSTEMS 8M - 1
CONTENTS
page
AIR BAG SERVICE AND TEST PROCEDURES
AIR BAG SYSTEM CHECK
. . . . . . . . . . . . . . . . . 3
CLOCKSPRING CENTERING PROCEDURE
CLOCKSPRING REMOVAL
. . . . . . . . . . . . . . . . . 7
DRIVER SIDE MODULE REMOVAL
FRONT IMPACT SENSOR REMOVAL
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
page
HANDLING OF MODULE
. . . . . . . . . . . . . . . . . . 2
MAINTENANCE INSPECTION
. . . . . . . . . . . . . . . 3
PASSENGER AND DRIVER AIR BAG SYSTEM
DIAGNOSTIC MODULE (PASDM) REMOVAL
PASSENGER SIDE MODULE REMOVAL
STEERING WHEEL REMOVAL
AIR BAG SERVICE AND TEST PROCEDURES
WARNING: THIS SYSTEM IS A SENSITIVE, COM-
PLEX ELECTRO-MECHANICAL UNIT. BEFORE AT-
TEMPTING TO DIAGNOSE, REMOVE OR INSTALL
THE AIR BAG SYSTEM COMPONENTS, YOU MUST
FIRST DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE. FAILURE TO DO SO
COULD RESULT IN ACCIDENTAL DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
WHEN AN UNDEPLOYED AIR BAG ASSEMBLY
IS TO BE REMOVED FROM THE STEERING
WHEEL OR INSTRUMENT PANEL, DISCONNECT
AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE. ALLOW SYSTEM CAPACITOR
TO DISCHARGE FOR 2 MINUTES BEFORE RE-
MOVING ANY AIR BAG COMPONENTS.
If the Air Bag Module Assembly is defective and non-deployed, refer to Chrysler Motors current return list for proper handling procedures.
GENERAL INFORMATION
AIR BAG MODULES
WARNING: REPLACE AIR BAG SYSTEM COMPO-
NENTS WITH CHRYSLER MOPAR T SPECIFIED RE-
PLACEMENT PARTS. SUBSTITUTE PARTS MAY
VISUALLY APPEAR INTERCHANGEABLE, BUT IN-
TERNAL DIFFERENCES MAY RESULT IN INFERIOR
OCCUPANT PROTECTION.
THE FASTENERS, SCREWS, AND BOLTS, ORIG-
INALLY USED FOR THE AIR BAG COMPO-
NENTS, HAVE SPECIAL COATINGS AND ARE
SPECIFICALLY DESIGNED FOR THE AIR BAG
SYSTEM. THEY MUST NEVER BE REPLACED
WITH ANY SUBSTITUTES. ANYTIME A NEW
FASTENER IS NEEDED, REPLACE WITH THE
CORRECT FASTENERS PROVIDED IN THE SER-
VICE PACKAGE OR FASTENERS LISTED IN THE
PARTS BOOKS.
The driver air bag module located on the steering wheel is the most visible part of the system (Fig 1).
It contains the air bag cushion and its supporting components. The air bag module contains a housing to which the cushion and inflator are attached and sealed.
Fig. 1 Driver Air Bag
The driver side inflator assembly is mounted from the back of the module housing. When supplied with the proper electrical signal the inflator assembly will produce a gas and discharge it directly into the cushion. A protective cover is fitted to the front of the driver air bag module and forms a decorative cover in the center of the steering wheel. The driver air bag module is mounted directly to the steering wheel.
The passenger air bag module is located beneath the decorative cover of the instrument panel, facing the passenger seat (Fig. 2).
8M - 2 RESTRAINT SYSTEMS
Fig. 2 Passenger Air Bag
WARNING: NEVER DISASSEMBLE THE PASSEN-
GER AIR BAG MODULE, THERE ARE NO SERVICE-
ABLE PARTS WITHIN THE MODULE.
The passenger inflator assembly is within the module housing. The module is mounted to the instrument panel retainer, knee bolster and glove box.
When supplied with the proper electrical signal the inflator will produce a gas and discharge it directly into the cushion. A protective cover is fitted into the instrument panel over the air bag module and forms a decorative cover.
FRONT IMPACT SENSORS
The Driver/Passenger Air Bag System is a supplemental safety device designed to help protect the driver/passenger from serious injury, caused by a frontal impact of the vehicle.
The two front impact sensors provide verification of the direction and severity of the impact. The sensors are mounted on the headlamp carrier surface on the left and right side of the vehicle under the hood.
The impact sensors are threshold sensitive switches that complete an electrical circuit when an impact provides a sufficient acceleration to close the switch.
The sensors are calibrated for the specific vehicle and react to the severity and direction of the impact.
CLOCKSPRING
The clockspring is mounted to the steering column behind the steering wheel. The clockspring is used to maintain a continuous electrical circuit between the wiring harness and the:
•
Driver’s air bag module
• Speed control switches
• Horn switches
The clockspring consists of a flat, ribbon-like, electrically conductive tape which winds and unwinds with the steering wheel rotation.
DIAGNOSTIC MODULE
The Passenger and Driver Air Bag System Diagnostic Module (PASDM) contains the safing sensor and energy reserve capacitor. The safing sensor is located inside the diagnostic module, mounted on the tunnel/floor pan forward of the center console. The safing sensor provides confirmation of a crash, but does not discriminate severity. The PASDM monitors the system to determine the system readiness. The
PASDM will store sufficient energy to deploy the air bags for only two minutes after the battery is disconnected. The PASDM contains on-board diagnostics, and will illuminate the AIR BAG warning lamp in the cluster when a fault occurs. The warning equipment is tested for a few seconds every time the vehicle is started.
STORAGE
The air bag module must be stored in its original special container until used for service. Additionally, it must be stored in a clean, dry environment, away from extreme heat, sparks, and sources of high electrical energy. Always place or store the module on a surface with the:
•
The driver air bag trim cover:
• The passenger air bag paper-like tyvek cover: facing up to minimize movement in case of accidental deployment.
HANDLING OF MODULE
At no time should any source of electricity be permitted near the inflator on the back of the module.
When carrying a live module:
• The trim cover of the driver air bag module:
• The paper-like tyvek cover of the passenger air bag module: should be pointed away from the body to minimize injury in the event of accidental deployment. In addition, if the module is placed on a bench or other surface, the plastic trim paper like tyvek cover should face up to minimize movement in case of accidental deployment.
When handling a steering column with an air bag module attached, never place the column on the floor or other surface with the steering wheel or module face down. When handling a passenger air bag module, never place it on a surface with the paper-like tyvek cover face down and the saddle brackets pointing up.
DEPLOYED MODULE
The vehicle interior may contain a very small amount of sodium hydroxide powder, a byproduct of air bag deployment. Since this powder can irritate the skin, eyes, nose or throat, be sure to wear safety glasses, rubber gloves and long sleeves during cleanup (Fig. 3).
RESTRAINT SYSTEMS 8M - 3
Fig. 3 Wear Safety Glasses and Rubber Gloves
If you find that the cleanup is irritating your skin, run cool water over the affected area. Also, if you experience nasal or throat irritation, exit the vehicle for fresh air until the irritation ceases. If irritation continues, see a physician.
CLEANUP PROCEDURE
Roll or fold the passenger air bag towards the instrument panel surface and close the cover over the folded bag. Then tape the cover shut. Remove the driver air bag and module from the vehicle. Next remove the passenger air bag and module. Refer to Removal-Driver and the Passenger Air Bag Module procedures.
Use a vacuum cleaner to remove any residual powder from the vehicle interior. Work from the outside in so that you avoid kneeling or sitting in an uncleaned area.
Be sure to vacuum the heater and A/C outlets as well (Fig. 4). In fact it’s a good idea to run the blower on low and to vacuum up any powder expelled from the plenum. You may need to vacuum the interior of the car a second time to recover all of the powder.
Fig. 4 Vacuum Heater and A/C Outlets
Place the deployed bag and module in your automotive scrap.
SERVICE OF DEPLOYED AIR BAG MODULE
After a driver air bag has been deployed, the air bag module and clockspring assembly must be replaced because they cannot be reused. Other driver air bag system components are replaced if damaged.
After a PASSENGER air bag has been deployed, the passenger air bag module must be replaced because it cannot be reused. Other components are replaced if damaged. These might include the upper instrument panel and center distribution duct.
MAINTENANCE INSPECTION
(1) Check that both front impact sensors are properly installed to the headlamp carrier surface with three fasteners each. Repair as required.
(2) Check the air bag warning lamp for proper operation as follows:
(a) Turn ignition switch to the ON position, the air bag warning lamp should light. If not, test the system using the DRB II and Passive Restraint
System Diagnostic Procedures Manual. Repair as required.
(b) The air bag warning lamp lights, but fails to go out after 10 seconds. Test the system using the
DRB II and Passive Restraint System Diagnostic
Procedures Manual. Repair as required.
(c) Erasing of fault codes is not required.
AIR BAG SYSTEM CHECK
WARNING: BEFORE BEGINNING ANY AIR BAG
SYSTEM CHECK PROCEDURES, DISCONNECT AND
ISOLATE THE BATTERY NEGATIVE (GROUND) CA-
BLE. THIS IS THE ONLY SURE WAY TO DISABLE
THE AIR BAG SYSTEM. FAILURE TO DO THIS
COULD RESULT IN ACCIDENTAL AIR BAG DE-
PLOYMENT AND POSSIBLE PERSONAL INJURY.
WHEN AN UNDEPLOYED AIR BAG ASSEMBLY
IS TO BE REMOVED FROM THE STEERING
WHEEL OR INSTRUMENT PANEL, DISCONNECT
AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE. ALLOW SYSTEM CAPACITOR
TO DISCHARGE FOR 2 MINUTES BEFORE RE-
MOVING ANY AIR BAG COMPONENTS.
(1) Connect DRB II to diagnostic 6-way connector, located at right side of the steering column and at the lower edge of the knee bolster.
(2) Turn the ignition key to ON position. Exit vehicle with DRB II. Use the latest version of the proper cartridge.
(3) After checking that no one is inside the vehicle, reconnect the battery negative terminal.
(4) Using the DRB II, read and record active fault data.
8M - 4 RESTRAINT SYSTEMS
(5) Read and record any stored faults.
(6) Refer to the Passive Restraint Diagnostic Test
Manual if any faults are found in steps 5 and 6.
(7) Erase stored faults if there are no active fault codes. If problems remain, fault codes will not erase.
(8) Turn the ignition key to OFF then ON and observe the instrument cluster air bag lamp. It should go on for 6 to 8 seconds, then go out; indicating system is functioning normally.
If air bag warning lamp either fails to light, or goes on and stays on, there is a system malfunction. Refer to the Passive Restraint Diagnostic
Test Manual to diagnose the problem.
DRIVER SIDE MODULE REMOVAL
WARNING: BEFORE BEGINNING ANY AIR BAG
SYSTEM REMOVAL OR INSTALLATION PROCE-
DURES, DISCONNECT AND ISOLATE THE BAT-
TERY NEGATIVE (GROUND) CABLE. THIS WILL
DISABLE THE AIR BAG SYSTEM. FAILURE TO DIS-
CONNECT BATTERY COULD RESULT IN ACCIDEN-
TAL AIR BAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
Fig. 5 Driver Side Air Bag Module
(3) Install covers to the steering wheel back shroud or connect the wire connectors to the speed control switches and install switches.
(4) Do not connect battery negative cable. Refer to
Air Bag System Check for proper procedure.
PASSENGER SIDE MODULE REMOVAL
NON-DEPLOYED MODULE
When removing a module for any reason other than DEPLOYMENT.
(1) Disconnect and isolate the battery negative cable (Fig. 6).
BEFORE REMOVAL OF AN UNDEPLOYED AIR
BAG MODULE FROM THE STEERING WHEEL
OR INSTRUMENT PANEL, DISCONNECT AND
ISOLATE THE BATTERY NEGATIVE (GROUND)
CABLE. ALLOW SYSTEM CAPACITOR TO DIS-
CHARGE FOR 2 MINUTES BEFORE REMOVING
ANY AIR BAG COMPONENTS.
When removing a deployed module, rubber gloves, eye protection and long sleeve shirt should be worn, as there may be deposits on the surface which could irritate the skin and eyes.
(1) Disconnect and isolate the battery negative cable.
(2) Remove speed control switches or covers from steering wheel back shroud and disconnect the wires.
(3) Remove two bolts attaching air bag module from the sides of steering wheel (Fig. 5).
(4) Lift module and disconnect air bag and horn wire connectors.
(5) Remove driver air bag module.
(6) When replacing a deployed driver air bag module, the clockspring must also be replaced. Refer to
Clockspring Removal and Installation for proper procedure.
INSTALLATION
(1) Connect clockspring, horn and air bag wiring connectors to the module. Make air bag connection by pressing straight in on the connector. The connector should be fully seated to assure positive connection.
(2) Install two bolts and tighten to 11 to 14 N I m
(105 to 125 in. lbs.) torque.
Fig. 6 Remove or Install Battery Cable
(2) Open glove box and push the sides inward to allow the door bumper to pass and allow box to open fully.
(3) Remove the four module attaching screws from inside of glove box opening (Fig. 7).
(4) Remove knee bolster and right spot cooler.
(5) Disconnect wire connector from module.
(6) Lift module up and turn so it can be lowered through the mounting bracket (Fig. 8).
(7) For installation, reverse above procedures.
DEPLOYED MODULE
When removing a deployed module, rubber gloves, eye protection, and a long-sleeved shirt should be
RESTRAINT SYSTEMS 8M - 5
Fig. 7 Remove Knee Bolster
Fig. 9 Top Cover
(9) Remove two lower steering column mounting bracket bolts. Remove the two upper mounting bracket nuts and lower column. Refer to Group 19 for
Removal Procedures.
(10) Remove the instrument panel mounting screws (Fig. 10).
Fig. 8 Passenger Module worn, as there may be deposits on the surface which could irritate the skin and eyes.
(1) Disconnect and isolate the battery negative cable (Fig. 6).
(2) Roll/fold air bag towards instrument panel.
(3) Close door over folded air bag and tape door closed.
(4) Open both vehicle doors and remove both instrument panel end covers.
(5) Open glove box. Remove four screws attaching the module to knee bolster and remove knee bolster
(Fig. 7).
(6) Remove center distribution duct.
(7) Remove instrument panel top cover:
(a) Carefully, pry up each end of top cover to disengage clips (Fig. 9).
(b) Lift rear edge of top cover using a trim stick along rear edge.
(c) While lifting rear edge, slide top cover rearward to disengage front clips and remove the top cover.
(8) Remove ash receiver and center bezel.
Fig. 10 Instrument Panel Removal
(11) Disconnect wiring connectors as necessary.
(12) Remove right spot cooler duct.
(13) Remove upper instrument panel with passenger air bag module attached.
INSTALLATION
(1) Install the instrument panel and pad assembly with the passenger air bag module and collar bracket.
(2) Install the passenger air bag module to the collar bracket with six mounting screws. Tighten to 4
N
I m (35 in. lbs.) torque. Use special #10 screws.
(3) Install instrument panel with passenger air bag module attached into vehicle.
8M - 6 RESTRAINT SYSTEMS
(4) Install the upper steering column bracket nuts and lower bolts.
(5) Connect all the wiring connectors.
(6) Install instrument panel top cover assembly.
(7) Install right and left knee bolster to upper instrument panel.
(8) Open glove box. Install four screws attaching module to knee bolster and tighten to 2 N I m (20 in.
lbs.) torque.
(9) Do not connect battery negative cable. Refer to
Air Bag System Check for proper procedure.
FRONT IMPACT SENSOR REMOVAL
BEFORE BEGINNING ANY AIR BAG SYSTEM RE-
MOVAL OR INSTALLATION PROCEDURES, DIS-
CONNECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE. THIS WILL DISABLE THE AIR
BAG SYSTEM. FAILURE TO DO THIS COULD RE-
SULT IN ACCIDENTAL AIR BAG DEPLOYMENT AND
POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative cable (Fig. 6).
(2) Remove two headlamp pins and remove headlamp.
(3) Remove four headlamp carrier fasteners and remove headlamp carrier.
(4) Remove three screws holding sensor to headlamp carrier surface and remove sensor (Fig. 11).
Fig. 12 Impac Sensor
(3) Install headlamp carrier with the four fasteners.
(4) Install headlamp pins with the two pins.
(5) Do not connect battery negative cable. Refer to
Air Bag System Check for proper procedure.
PASSENGER AND DRIVER AIR BAG SYSTEM
DIAGNOSTIC MODULE (PASDM) REMOVAL
WARNING: THE PASDM CONTAINS A SAFING SEN-
SOR WHICH ENABLES THE SYSTEM TO DEPLOY
THE AIR BAGS. TO AVOID ACCIDENTAL DEPLOY-
MENT, NEVER CONNECT PASDM ELECTRICALLY
TO THE SYSTEM WHILE VEHICLE BATTERY IS
CONNECTED. BEFORE BEGINNING ANY AIR BAG
SYSTEM REMOVAL OR INSTALLATION PROCE-
DURES, DISCONNECT AND ISOLATE THE BAT-
TERY NEGATIVE (GROUND) CABLE. THIS WILL
DISABLE THE AIR BAG SYSTEM. FAILURE TO DO
THIS COULD RESULT IN ACCIDENTAL AIR BAG
DEPLOYMENT, AND POSSIBLE PERSONAL IN-
JURY.
Fig. 11 Impact Sensor Location
(5) Disconnect impact sensor electrical connector.
INSTALLATION
(1) Connect sensor wiring lead from harness to connector on body of sensor.
(2) Install left sensor (arrow pointed forward as shown in Fig. 12) to headlamp carrier surface, using three screws provided with new sensor and tighten to
3 to 5 N I m (25 to 45 in. lbs.) torque.
FIVE PASSENGER VEHICLE
(1) Disconnect and isolate the battery negative cable.
(2) Remove upper console seal (Fig. 13).
(3) Remove ash receiver.
(4) Remove shifter knob fastener and remove shifter knob.
(5) Remove shifter bezel screw located in ash receiver slot and remove shifter bezel.
(6) Disconnect PASDM 4-way and 13-way connectors.
(7) Remove two module mounting screws and remove module.
INSTALLATION
(1) Position PASDM (arrow pointing forward) in the instrument panel center support bracket, engaging the module into the clip on the instrument panel bracket.
RESTRAINT SYSTEMS 8M - 7
Fig. 13 Air Bag System Diagnostic Module
(2) Attach the PASDM to the support bracket with the two screws supplied and tighten to 11 to 14 N I m
(105 to 125 in. lbs.) torque.
CAUTION:USE SUPPLIED SCREWS ONLY
(3) Connect PASDM 4-way and 13-way connectors and ensure both connectors and all locking tabs are engaged.
(4) Install shifter bezel with screw located in ash receiver.
(5) Replace shifter knob and fastener.
(6) Install ash receiver.
(7) Replace upper console seal.
(8) Do not connect battery negative cable. Refer to
Air Bag System Check for proper procedure.
SIX PASSENGER VEHICLE
(1) Disconnect and isolate the battery negative cable (Fig. 6).
(2) Remove two lower center cover retaining screws and remove trim cover (Fig. 14).
(3) Disconnect PASDM 4-way and 13-way connectors.
(4) Remove two module mounting screws and remove module.
INSTALLATION
(1) Position PASDM (arrow pointing forward) in the instrument panel center support bracket, engaging the module into the clip on the instrument panel bracket.
(2) Attach the PASDM to the support bracket with the two screws supplied and tighten to 11 to 14 N I m
(105 to 125 in. lbs.) torque.
CAUTION:USE SUPPLIED SCREWS ONLY
(3) Connect PASDM connectors and ensure connectors and locking tabs are engaged.
(4) Install trim cover and secure with two screws.
(5) Do not connect battery negative cable. Refer to
Air Bag System Check for proper procedure.
CLOCKSPRING REMOVAL
WARNING: BEFORE BEGINNING ANY AIR BAG SYS-
TEM REMOVAL OR INSTALLATION PROCEDURES,
DISCONNECT AND ISOLATE THE BATTERY NEGA-
TIVE (GROUND) CABLE. THIS WILL DISABLE THE
AIR BAG SYSTEM. FAILURE TO DO SO COULD RE-
SULT IN ACCIDENTAL AIR BAG DEPLOYMENT, AND
POSSIBLE INJURY.
WHEN AN UNDEPLOYED AIR BAG ASSEMBLY IS
TO BE REMOVED FROM THE STEERING WHEEL OR
INSTRUMENT PANEL, DISCONNECT AND ISOLATE
THE BATTERY NEGATIVE (GROUND) CABLE. ALLOW
SYSTEM CAPACITOR TO DISCHARGE FOR 2 MIN-
UTES BEFORE REMOVING ANY AIR BAG COMPO-
NENTS.
(1) Place the front road wheels in the straight ahead position then:
• Rotate the steering wheel half turn (180 degrees) to the right (clockwise)
• Lock column with ignition lock cylinder.
(2) Disconnect and isolate the battery negative cable
(Fig. 6).
(3) Wait two minutes for the reserve capacitor to discharge before removing undeployed module.
(4) Remove speed control switch mounting screws, switches and disconnect the wire connectors or remove covers.
(5) Remove the air bag module attaching bolts from the back of steering wheel.
(6) Lift module and disconnect the air bag and horn wire connectors.
Fig. 14 Lower Center Cover
8M - 8 RESTRAINT SYSTEMS
(7) Remove the steering wheel, refer to Steering
Wheel removal procedures.
(8) Remove the tilt wheel release lever, if equipped.
(9) Remove upper and lower steering column shrouds to gain access to clockspring wiring.
(10) Disconnect the 2-way and 4-way connectors between the clockspring and the instrument panel wiring harness at the base of the clockspring (Fig.
15).
Fig. 15 Clockspring
(11) Remove the halo light wire from the clip on the side of the clockspring.
(12) Remove two mounting screws and pull clockspring assembly from steering shaft. The clockspring cannot be repaired, and must be replaced if faulty.
INSTALLATION
(1) Confirm that:
• The steering wheel position is a half turn (180 degrees) to the right (clockwise)
• The column is locked with the ignition cylinder lock.
• Check that the turn signal stalk is in the neutral position
• Locate the clockspring on the steering shaft and push down on the rotor until the clockspring is fully seated on the steering column
• Fasten clockspring to steering column using the two mounting screws.
•
Tighten the screw near the ignition switch halo light first.
•
Tighten to 2 to 3 N
I n (14 to 34 in. lbs.) torque.
(2) Connect the clockspring to the instrument panel harness, ensure wiring is properly routed.
Then check that the connectors, locking tabs are properly engaged and the halo lamp wire is in position (Fig. 15).
(3) Install steering column shrouds. Be sure all wires are inside of shrouds.
• (4) Install the tilt wheel release lever, if equipped.
(5) Install steering wheel ensuring the flats on hub align with the clockspring. Pull the yellow horn lead through the smaller round hole. Pull the air bag and speed control leads through the larger slot. Ensure leads do not get pinched under the steering wheel.
(6) Route speed control wires under and behind the air bag module mounting tabs.
(7) Connect the yellow horn lead wire and the air bag lead wire to the air bag module.
(8) Install the air bag module, and tighten bolts to
12 to 14 N I m (105 to 125 in. lb.) torque.
(9) Connect the speed control wires to the switches and install switches. Tighten screws to 1.4 to 2.0
N
I m (12 to 18 in. lb.) torque.
(10) Do not connect the battery negative cable. Refer to Air Bag System Check for proper procedure.
CLOCKSPRING CENTERING PROCEDURE
If the rotating tape within the clockspring is not positioned properly with the steering wheel and the front wheels, the clockspring may fail during use.
The following procedure MUST BE USED to center the clockspring if:
• The clockspring is not known to be properly positioned
• The front wheels were moved
• The steering wheel was moved from the half turn
(180 degrees) to the right (clockwise) position.
WARNING: BEFORE BEGINNING ANY AIR BAG
SYSTEM REMOVAL OR INSTALLATION PROCE-
DURES, DISCONNECT AND ISOLATE THE BAT-
TERY NEGATIVE (GROUND) CABLE. THIS WILL
DISABLE THE AIR BAG SYSTEM. FAILURE TO DO
THIS COULD RESULT IN ACCIDENTAL AIR BAG
DEPLOYMENT AND POSSIBLE INJURY.
WHEN AN UNDEPLOYED AIR BAG ASSEMBLY
IS TO BE REMOVED FROM THE STEERING
WHEEL OR INSTRUMENT PANEL, DISCONNECT
AND ISOLATE BATTERY NEGATIVE (GROUND)
CABLE. ALLOW SYSTEM CAPACITOR TO DIS-
CHARGE FOR 2 MINUTES BEFORE REMOVING
ANY AIR BAG COMPONENTS.
(1) Remove clockspring, refer to Clockspring Removal.
(2) After removal, depress the two plastic locking pins to disengage locking mechanism (Fig. 15).
(3) Keeping locking mechanism disengaged, rotate the clockspring rotor in the CLOCKWISE DIREC-
TION to the end of travel. Do not apply excessive torque.
(4) From the end of travel, rotate the rotor two full turns and a half in the counterclockwise direction.
The horn wire should end up at the bottom and the squib wire at the top. If not, rotate the rotor counter clockwise until the wires are properly orientated, but
RESTRAINT SYSTEMS 8M - 9 not more than half turn (180 degrees). Engage clockspring locking mechanism.
(5) For installation, refer to Clockspring Installation
(6) Do not connect the battery negative cable. Refer to Air Bag System Check for proper procedure.
STEERING WHEEL REMOVAL
WARNING: BEFORE BEGINNING ANY AIR BAG
SYSTEM REMOVAL OR INSTALLATION PROCE-
DURES, DISCONNECT AND ISOLATE THE BAT-
TERY NEGATIVE (GROUND) CABLE. THIS WILL
DISABLE THE AIR BAG SYSTEM. FAILURE TO DO
THIS COULD RESULT IN ACCIDENTAL AIR BAG
DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
WHEN AN UNDEPLOYED AIR BAG ASSEMBLY
IS TO BE REMOVED FROM THE STEERING
WHEEL OR INSTRUMENT PANEL, DISCONNECT
AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE. ALLOW SYSTEM CAPACITOR
TO DISCHARGE FOR 2 MINUTES BEFORE RE-
MOVING ANY AIR BAG COMPONENTS.
(1) Place the front road wheels in the straight ahead position then:
• Rotate the steering wheel half turn (180 degrees) to the right (clockwise)
• Lock column with the ignition cylinder lock
(2) Disconnect and isolate the battery negative cable.
(3) Wait two minutes for the reserve capacitor to discharge before removing undeployed module.
(4) Remove speed control switches and connectors or covers.
(5) Remove the air bag module attaching bolts from the back of steering wheel.
(6) Lift module and disconnect the air bag and horn wire connectors.
(7) Remove steering wheel retaining nut.
(8) Remove steering wheel with steering wheel puller Tool C-3428B. While removing steering wheel take care to feed the wires gently through the holes in the clockspring armature.
INSTALLATION
(1) Confirm that:
• The steering wheel position is a half turn (180 degrees) to the right (clockwise)
•
The column is locked with the ignition cylinder lock.
• Check that the turn signal stalk is in the neutral position
(2) Install steering wheel ensuring the flats on hub align with the clockspring. Pull the yellow horn lead through the smaller round hole. Pull the air bag and speed control leads through the larger slot. Ensure leads do not get pinched under the steering wheel
(Fig. 12).
(3) Install retaining nut, and tighten it to 61 N I m
(45 ft. lbs.) torque.
(4) Rout speed control wires under and behind the air bag module mounting tabs.
(5) Connect the yellow horn lead wire and the air bag lead wire to the air bag module.
(6) Install the air bag module, and tighten bolts to
12 to 14 N I m (105 to 125 in. lb.) torque.
(7) Connect the speed control wires to the switches and install switches. Tighten screws to 1.4 to 2.0
N I m (12 to 18 in. lb.) torque.
(8) Do not connect the battery negative cable. Refer to Air Bag System Check for proper procedure.
REAR WINDOW DEFOGGER 8N - 1
REAR WINDOW DEFOGGER
CONTENTS
page
A/C—HEATER—ATC CONTROL SWITCH
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
page
REPAIR GRID LINES, TERMINALS AND PIGTAILS . 3
SERVICE PROCEDURES
. . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
For proper operation of the Rear Window Defogger system refer to the Owner’s Manual.
Vehicles equipped with an electrically heated rear window defogger also have a 90 amp generator.
The system consists of a rear glass with two vertical bus bars and a series of electrically connected grid lines fired on the inside surface. A control switch and a timer relay located in the A/C, heater or ATC control is used on all models (Fig.1).
current to flow through the grid lines for ten minutes. Upon initial actuation, 5 minutes with each subsequent actuation or until either the switch or ignition is turned off. An indicating lamp illuminates a lens inlaid in the control switch.
Fig. 2 ATC Control Switch
Fig. 1 Rear Window Defogger Typical
Circuit protection is provided by a fusible link, located in the charging circuit, for the heated grid circuit and by a fuse for the relay control circuit.
When the switch is turned to the ON position, current is directed to the rear defogger grid lines. The heated grid lines heat the rear glass to clear the surface of fog or frost.
CAUTION: Grid lines can be damaged or scraped off with sharp instruments, care should be taken in cleaning glass or removing foreign materials, decals or stickers. Normal glass cleaning solvents or hot water used with rags or toweling is recommended.
A/C—HEATER—ATC CONTROL SWITCH
The control switch and timer relay are integrated into the A/C, heater or ATC controls (Fig. 2 and 3).
Actuating the switch energizes the circuit allowing
Fig. 3 Heater Control Switch
SERVICE PROCEDURES
Electrically heated rear window defogger operation can be checked in vehicle in the following manner:
(1) Turn ignition ON.
(2) Make sure defogger OFF.
(3) Using a ammeter on the battery. Turn the Defogger control switch ON, a distinct increase in amperage draw should be noted.
(4) The rear window defogger operation can be checked by feeling the glass. A distinct difference in temperature between the grid lines and adjacent clear glass can be detected in 3 to 4 minutes of operation.
(5) Using a DC voltmeter (Fig. 4) contact terminal
B with the negative lead, and terminal A with the positive lead. The voltmeter should read 10-14 volts.
8N - 2 REAR WINDOW DEFOGGER
Fig. 4 Grid Line Test
(6) Steps (3) and (4) or (5) above will confirm system operation. Indicator light illumination means that there is power available at the output of the relay only, and does not necessarily verify system operation.
(7) If turning the switch ON produced no distinct current draw on the ammeter the problem should be isolated in the following manner:
(a) Confirm the ignition switch is ON.
(b) Ensure that the heated rear glass feed wire is connected to the terminal or pigtail and that the ground wire is in fact grounded.
(c) Ensure that the fusible link and control circuit fuse is operational and all electrical connections are secure.
(8) When the above steps have been completed and the system is still inoperative, one or more of the following is defective:
(a) Control switch or timer relay.
(b) Rear window grid lines, all grid lines would have to be broken or one of the feed wires are not connected for the system to be inoperative.
(9) If turning the switch ON produces severe voltmeter deflection, the circuit should be closely checked for a shorting condition.
(10) If the system operation has been verified but indicator bulb does not light, service the A/C heater or ATC controls.
(11) For detailed wiring information, refer to group
8W, Wiring Diagrams.
GRID TEST
The horizontal grid lines and vertical bus bar lines printed and fired on inside surface of rear window glass (Fig. 4) comprise an electrical parallel circuit.
The electrically conductive lines are composed of a silver-ceramic material which when fired on glass becomes bonded to the glass and is highly resistant to abrasion. It is possible, however, that a break may occur in an individual grid line resulting in no current flow through the line. To detect breaks in grid lines the following procedure is required:
(1) Turn ignition ON and turn control switch to
ON. The indicator light should come on.
(2) Using a DC voltmeter with 0-15 volt range, contact terminal B with negative lead of voltmeter.
With positive lead of voltmeter, contact terminal A
(Fig. 4). The voltmeter should read 10-14 volts. A lower voltage reading indicates a poor ground connection.
(3) With negative lead of voltmeter, contact a good body ground point. The voltage reading should not change.
(4) Connect negative lead of voltmeter to terminal B and touch each grid line at Mid-Point with Positive lead. A reading of approximately 6 volts indicates a line is good. A reading of 0 volts indicates a break in line between Mid-Point C and terminal A. A reading of
10-14 volts indicates a break between Mid-Point C and terminal B. Move toward break and voltage will change as soon as break is crossed (Figs. 4 and 5).
Fig. 5 Systems Electrical Circuit
CONTROL SWITCH AND TIMER RELAY TEST
Vehicles with ATC heater will have to be tested with DRB II. The Body Diagnostic Procedures Manual will have to be used.
Vehicles with manual A/C heater, the control switch and timer relay may be tested in the vehicle or on the bench.
IN—VEHICLE TESTING
(1) Remove the control switch from console and do not disconnect control switch.
(2) Turn ignition ON. Turn defogger ON.
REAR WINDOW DEFOGGER 8N - 3
Fig. 6 A/C Heater Control Switch Connectors
(3) Using a voltmeter, check at Pin 5 of the 13 Pin connector, and Pin 8 of the 10 Pin connector should have battery voltage. If OK, go to step 4. If no voltage, trace circuit upstream of control panel from problem:
• Cut wire
•
Blown fusible link
• Circuit breaker inoperative
• Bulkhead connector inoperative
Refer to Group 8W, Wiring Diagrams.
(4) Check for voltage at Pin 1 of the 10 Pin connector should have battery voltage. If no voltage at
Pin 1 of the 10 Pin connector, replace control switch.
If there is voltage turn defogger switch OFF. If voltage is still present, replace relay.
BENCH TESTING
(1) To bench test control switch and relay a 12 volt battery is needed.
(2) Using two jumper wires, connect both to a 12 volt supply and the other ends to, one to Pin 5 of the
13 Pin connector and the second to Pin 8 of the 10
Pin connector
(3) Connect a jump wire from ground to Pin 3 of the 13 Pin connector.
(4) Turn defogger switch to the ON position, check for voltage at Pin 1 of the 10 Pin connector should have battery voltage. If no voltage at Pin 1 of the 10
Pin connector, replace control switch. If there is voltage turn defogger switch OFF. If voltage is still present, replace relay.
REPAIR GRID LINES, TERMINALS AND PIGTAILS
The repair of the grid lines or the terminal is possible using the Mopar Repair Package or equivalent.
(1) Mask repair area so conductive epoxy can be extended onto the line or the bus bar (Fig. 7).
(2) Follow instructions in repair kit for preparing damaged area.
(3) Remove package separator clamp and mix plastic conductive epoxy thoroughly. Fold in half and cut center corner to dispense epoxy.
Fig. 7 Grid Line Repair
(4) For grid line, mark off area to be repaired with masking tape or a template (Fig. 7).
(5) Apply conductive epoxy through slit in masking tape. Overlap both ends of the break by 19mm
(3/4 inch).
(6) For a terminal or pigtail replacement, mask adjacent areas so epoxy can be extended onto line as well as bus bar. Apply a thin layer of epoxy to area where terminal was fastened and to adjacent line.
(7) Apply a thin layer of conductive epoxy on terminal and place terminal on desired location. To prevent terminal from moving while the epoxy is curing, it must be wedged or clamped.
(8) Carefully remove masking tape from grid line.
CAUTION: Do not allow the glass surface to exceed
204°C (400°F), glass may fracture.
(9) Allow epoxy to cure 24 hours at room temperature or use heat gun with a 260°-371°C (500°-700°F) range for 15 minutes. Hold gun approximately 254 mm (10 inches) from repaired area.
(10) After conductive epoxy is properly cured remove wedge from terminal and check out operation of rear window defogger. Do not attach connectors until curing is complete.
WARNING: REPAIR KIT MAY CAUSE SKIN OR EYE
IRRITATION.
CONTAINS EPOXY RESIN AND AMINE TYPE
HARDENER, HARMFUL IF SWALLOWED. AVOID
CONTACT WITH SKIN AND EYES. FOR SKIN, WASH
AFFECTED AREAS WITH SOAP AND WATER. DO
NOT TAKE INTERNALLY. IF TAKEN INTERNALLY,
INDUCE VOMITING; CALL A PHYSICIAN IMMEDI-
ATELY. IF IN CONTACT WITH EYES, FLUSH WITH
PLENTY OF WATER.USE WITH ADEQUATE VENTI-
LATION. DO NOT USE NEAR FIRE OR FLAME.
CONTENTS CONTAIN 3
FLAMMABLE SOLVENTS.
WARNING: KEEP OUT OF REACH OF CHILDREN.
POWER LOCKS 8P - 1
POWER LOCKS
CONTENTS
page
CHILD PROTECTION LOCK
. . . . . . . . . . . . . . . . 1
CIRCUIT BREAKER
. . . . . . . . . . . . . . . . . . . . . . . 4
DECK LID OPERATION
. . . . . . . . . . . . . . . . . . . 2
DECK LID SOLENOID REMOVAL . . . . . . . . . . . . 3
DOOR LOCK INHIBIT
. . . . . . . . . . . . . . . . . . . . . 1
DOOR LOCK MOTOR REPLACEMENT
DOOR LOCK SYSTEM TEST
. . . . . . . . . . . . . . . 2
DOOR LOCK SYSTEM TEST
. . . . . . . . . . . . . . . 2
ELECTRIC MOTOR TEST
. . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
HORN CHIRP CANCELLATION
page
KEYLESS ENTRY SYSTEM
. . . . . . . . . . . . . . . . 3
POWER DOOR LOCKS
. . . . . . . . . . . . . . . . . . . . 1
PROGRAM REMOTE KEYLESS ENTRY
TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . 3
REMOTE KEYLESS ENTRY MODULE
REPLACEMENT
. . . . . . . . . . . . . . . . . . . . . . . . 5
REMOTE KEYLESS ENTRY SYSTEM TEST
SWITCH TEST
. . . . . . . . . . . . . . . . . . . . . . . . . . 2
TRANSMITTER BATTERY
. . . . . . . . . . . . . . . . . . 3
WIRING VOLTAGE TEST
. . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION
All doors can be locked or unlocked electrically by operating the switch on either front door panels.
The rear doors can be locked or unlocked by actuation of the front door switch, or can be locked or unlocked mechanically and independently with their respective locking knobs.
The front doors can be locked or unlocked mechanically with the locking knob regardless of electrical locking and unlocking actuation with the front door knobs.
The right and left front door on all car lines can be locked or unlocked mechanically from the outside with the key or electrically as described above. The left front can also be unlocked by actuation of the inside remote door handle. The right front door can be unlocked by actuation of the inside remote door handle.
The deck lid lock consists of a latch with internal solenoid and push button switch. The solenoid is energized only when the push button is depressed.
DOOR LOCK INHIBIT
With the key in the ignition switch in the ON or
OFF position and the driver’s door open the Body
Controller will ignore the command to lock the power door locks. Once the key is removed, or the driver’s door is closed, the Body Controller will allow the power door locks to lock.
CHILD PROTECTION LOCK
The child protection lock is on the rear door only.
The lock will disable the inside door handle from opening the door when engaged. The lock is part of the latch/lock assembly. The lock is engaged by moving a lever that is located on the rearward inside edge of the door.
POWER DOOR LOCKS
When vehicle is equipped with power door locks, the system includes an automatic door locking feature. Which is actuated through the vehicle’s body controller.
The vehicle is built with the system enabled.
When the system is disabled the door locks will work by use of the door lock switches only. When this system is enabled the automatic door locks will work automatically.
The body controller controls the power locks when the door lock switch is activated. If the door lock switch is pressed for longer than eight consecutive seconds, the body controller will de-energize the door lock relay. Also, the body controller will automatically lock all doors when all of the conditions below are met:
•
All doors are closed
• The vehicle speed exceeds 15 6 1 MPH
• The throttle position sensor tip-in is greater than
10
6
2 degrees
The DRB II must be used to enable/disable the automatic door lock system. Refer to the 1993 LH Body
Diagnostic Procedures Manual for the procedure.
The body controller will automatically re-lock all doors if the above conditions are met and if any of the doors become ajar. The body controller does not control the door unlock function. The switch is wired directly to the lock relay.
The power lock motors are also equipped with a thermal protection system which prevents the motors from burning out. The motors may chatter if they are continuously activated.
8P - 2 POWER LOCKS
DOOR LOCK SYSTEM TEST
For complete testing of the automatic door lock systems, refer to the 1993 LH Body Diagnostic Procedures Manual.
WIRING VOLTAGE TEST
The following wiring test sequence determines whether or not voltage is continuous through the body harness to switch.
(1) Remove left side switch from door trim panel.
(2) Carefully separate multiple terminal block on wiring harness from switch body.
(3) Connect one lead of test light to a ground terminal:
• Black Wire
• Touch other test light lead to Red Wire terminal.
• If test light comes on, the wiring circuit between the battery and switch is functional.
• If test light does not come on, check 30 amp circuit breaker or for a open circuit.
SWITCH TEST
Remove the switch from its mounting location. Using an ohmmeter, refer to Fig. 1 to determine if continuity is correct in the Lock and Unlock switch positions. If these results are not obtained, replace the switch.
Fig. 1 Door Lock Switch Continuity Test
ELECTRIC MOTOR TEST
Make certain battery is in normal condition before circuits are tested.
To determine which motor is faulty, check each individual door for electrical lock and unlock or disconnect the motor connectors one at a time, while operating the door lock switch. In the event that none of the motors work, the problem maybe caused by a shorted motor, or a bad switch. Disconnecting the defective motor will allow the others to work.
To test an individual door lock motor, disconnect the electrical connector from the motor. To lock the door, connect a 12 volt power source to the positive pin of the lock motor and a ground wire to the other pin (Fig. 2). To unlock the door reverse the wire connections at the motor pin terminals. If these results are NOT obtained, replace the motor.
Fig. 2 Door Lock Motor
DOOR LOCK SYSTEM TEST
For complete testing of the body automatic door lock systems, refer to the 1993 LH Body Diagnostics
Manual.
DOOR LOCK MOTOR REPLACEMENT
(1) Remove door trim panel, refer to Group 23,
Body for removal procedures.
(2) Disconnect motor linkage at the latch/lock motor (Fig. 2).
(3) Disconnect motor wire connector.
(4) Remove latch/lock assembly attaching screws and remove assembly.
DECK LID OPERATION
For vehicles equipped with electric deck lid release.
TEST
(1) Confirm solenoid lead wire is connected and 10 volts or more are available at solenoid.
(2) Provide proper ground through latch mounting screws.
(3) Remove latch and examine plunger. Plunger should spring back when pressed.
(4) Insure that solenoid plunger travel is adequate approximately 16 mm (5/8 inch).
ADJUSTMENT
Adjust deck lid latch and striker so that deck lid latches with a moderate slam. With ignition switch
POWER LOCKS 8P - 3 in On or Accessory position, push deck lid unlock switch. Should latch fail to lock or unlock replace latch assembly.
DECK LID SOLENOID REMOVAL
(1) Raise trunk lid to the full up position.
(2) Remove latch cover attaching screws then remove cover.
(3) Remove two mounting solenoid screws and remote key cable retainers then remove solenoid.
(6) For installation reverse above procedures.
KEYLESS ENTRY SYSTEM
The system allows locking and unlocking of vehicle door(s) and trunk lid by remote control using a hand held radio transmitter. The ignition switch must be
OFF before the trunk lid can be unlocked with the transmitter.
The receiver may receive signals from two transmitters. Each transmitter has its own code, and the code has been stored in memory. If the transmitter is replaced or a second transmitter is add, the code on both units have to be placed in memory.
OPERATION
The transmitter has three buttons for operation
(Fig. 3). They are LOCK, UNLOCK and TRUNK release.
Each remote keyless entry module (RKE) must have at least one and no more than two transmitters.
TRANSMITTER CONTROL RANGE
Operation range is within 9 meters (30 ft.) of the receiver.
TRANSMITTER BATTERY
The transmitter has two three volt batteries, which can be removed and replaced without special tools.
The battery is available at local retail stores and recommended battery is Duracell DL 2016 or equivalent. Battery life is about one to two years (Fig. 3).
PROGRAM REMOTE KEYLESS ENTRY
TRANSMITTER
(1) Remove the upper center bezel from the instrument panel and locate the traction control black connector (Fig.
4).
The connector will either be connected to the switch or the back of the plastic housing. Disconnect the connector.
Fig. 4 Upper Center Bezel
(2) Turn ignition switch to the ON position.
(3) Ground pin 4 of the traction control connector
(Fig. 5). This is the programming line for the Remote
Keyless Entry Module. The door locks will lock and unlock, to indicate the receiver is ready to receive transmitter code. The trunk solenoid will not cycle at this time.
Fig. 3 Transmitter
•
The UNLOCK button will unlock the driver’s door and enable illuminated entry. Pushing and releasing the button once will unlock the driver’s door. Pushing and releasing the button two times, within five seconds interval, will unlock all doors.
• The LOCK button will lock all doors. Upon pressing the LOCK button, the horn will sound a short
CHIRP to notify that the all door lock signal was received and set.
• The TRUNK UNLOCK button will slightly ajar the trunk lid.
The receiver is capable of retaining Vehicle Access
Code (VAC) even when power is removed.
Fig. 5 Traction Control Switch Connector
(4) Press any button on the transmitter to set code.
The locks will cycle to confirm programming. If there
8P - 4 POWER LOCKS is a second transmitter it has to be set at this time.
Press any button on the second transmitter and wait for the locks to cycle.
(5) Disconnect the program line from ground. This returns the system to its normal operation mode.
(6) Replace middle vent bezel, to the instrument panel.
HORN CHIRP CANCELLATION
During the programming operation the horn chirp can be disabled using the following procedures:
(1) Remove the middle vent bezel from the instrument panel and locate the traction control black connector.
(2) Turn ignition switch to the ON position.
(3) Ground pin 4 of the traction control connector
(Fig. 5). This is the programming line for the Remote
Keyless Entry Module. The door locks will lock and unlock, to indicate the receiver is ready to receive transmitter code. The trunk solenoid will not cycle at this time.
(4) Press any button on the transmitter to set code.
The locks will cycle to confirm programming. If there is a second transmitter it has to be set at this time.
Press any button on the second transmitter and wait for the locks to cycle.
(5) Press any button on the transmitter to set code.
If there is a second transmitter it has to be set at this time. The locks will cycle with each transmitter to confirm programming.
(6) Using one of the transmitter, press the transmitter LOCK then UNLOCK buttons, repeat three times.
(7) Door locks and trunk release will cycle three times as feedback of Horn Chirp Lockout.
(8) Disconnect the program line from ground. This returns the system to its normal operation mode.
(9) Attach the connector back to its original position. Install the upper center bezel to the instrument panel.
(10) To reinstate the Horn Chirp feature, simple reprogram the module. Refer to Programing Remote
Keyless Entry Transmitter
REMOTE KEYLESS ENTRY SYSTEM TEST
CIRCUIT BREAKER
Find Remote Keyless Entry circuit breaker on fuse block. Pull out slightly, but maintain contact between the circuit breaker terminals and the terminals in fuse block. Connect the ground probe of the voltmeter to a good ground. Using the positive probe of the voltmeter, check both terminals of circuit breaker for battery voltage. If only one terminal measures battery voltage, the circuit breaker is defective and must be replaced. If neither terminal shows battery voltage, check for open or shorted circuit to circuit breaker.
CONDITION: WHEN TRYING TO PROGRAM
THE RECEIVER MODULE IN THE VEHICLE
WITH A NEW TRANSMITTER AND THERE IS
NO RESPONSE FROM THE MODULE,
EXAMPLE: THE DOOR LOCKS DO NOT CYCLE
THROUGH A LOCK/UNLOCK ROUTINE. REFER
TO FIG. 6 FOR A BLOCK WIRING DIAGRAM OR
TO GROUP 8W, WIRING DIAGRAMS.
(1) Activate the power door lock switches to ensure that the lock and unlock relays and the door motors are functioning. Check the batteries in the transmitter.
(2) Check that the module has a battery voltage at cavity 8 of the black connector from fuse #13. Other modules that would be affected are; the interior lamps and the radio/clock memory.
(3) Be sure that the module has an ignition feed at cavity 2 of the blue connector from fuse #14. Also affected would be the body computer, instrument cluster and message center.
(4) Check that cavity 4 on black connector is grounded to the front center floor panel, driver side, by the passive restraint bracket, refer to Group 8W, wire diagrams.
(5) Check that the programming wire is properly grounded. Check cavity 5 (program line) of the black connector and cavity 4 of the black traction control connector.
(6) If the above circuits are good, replace the remote keyless entry module.
CONDITION: ALL DOORS EXCEPT DRIVER’S
DOOR WILL LOCK WITH THE TRANSMITTER.
(1) Test cavity 3 of the black connector for ground.
(2) If there is no ground at the pin, replace the remote keyless entry module.
(3) If there is a ground at the output, replace the door lock motor.
CONDITION: ONLY DRIVER’S DOOR WILL
LOCK WITH THE TRANSMITTER.
(1) Check for ground circuit to unlock relay. If no ground repair as necessary.
(2) Replace unlock relay
CONDITION: DOORS DO NOT LOCK WITH THE
TRANSMITTER, BUT STILL GET HORN CHIRP
THAT INDICATES THAT THEY DID LOCK.
(1) Using a voltmeter, ground the negative probe and insert the positive probe into cavity 6 of the black connector. Press the lock button on the transmitter. Wait for quick voltage pulse. It may be necessary to press the transmitter several times since the pulse will only appear for a couple of milliseconds. If no voltage pulse is measured, replace remote keyless entry module.
POWER LOCKS 8P - 5
Fig. 6 Block Wiring Diagram
(2) If a pulse is measured, press the lock button again, and check continuity at terminal 6 of the lock relay in the junction block. If no pulse is measured, repair the harness.
(3) If a pulse is measured, press the lock button again, check continuity at terminal 8 of the lock relay in the junction block. If no voltage pulse is measured replace lock relay.
(4) Check that the unlock relay is grounded. Repair if necessary or replace.
(4) Still no horn CHIRP, replace the remote keyless entry module.
CONDITION: TRANSMITTER WILL NOT LOCK
OR UNLOCK DOORS OR ACTIVATE THE
TRUNK RELEASE LATCH.
Remove the two, 3 Volts batteries from the transmitter. Check the voltage across the two batteries. If the voltage across the batteries does not measure 6
Volts, replace the batteries in the transmitter.
CONDITION: DOORS WILL LOCK WITH THE
TRANSMITTER BUT THERE IS NO HORN
CHIRP.
(1) Press horn button, listen horn sound.
(2) If the horn does not CHIRP, check the horn relay and the horn(s). Replace if necessary.
(3) If the horn CHIRPS, check for continuity between cavity 7 of the black connector and terminal
12 of the horn relay. Repair if necessary.
REMOTE KEYLESS ENTRY MODULE
REPLACEMENT
(1) Remove instrument panel top cover, the remote keyless entry module will be mounted to the structural duct on the passenger side.
(2) Remove the two screws attaching the receiver to the instrument panel structural duct.
(3) Disconnect the two wiring connectors.
(4) Replace module.
(5) For installation reverse the above procedures.
POWER SEATS 8R - 1
POWER SEATS
CONTENTS
page
CIRCUIT BREAKER TEST
. . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
HARNESS VOLTAGE TEST
. . . . . . . . . . . . . . . . . 1
MOTOR TESTS
. . . . . . . . . . . . . . . . . . . . . . . . . . 1
SEAT ASSEMBLY REMOVAL
. . . . . . . . . . . . . . . 2
page
SEAT TRACK REMOVAL . . . . . . . . . . . . . . . . . . 3
SWITCH REPLACEMENT REMOVAL
SWITCH TEST
. . . . . . . . . . . . . . . . . . . . . . . . . . 2
TEST PROCEDURES
. . . . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
Power seats can be adjusted in 8 different directions:
• Up or down
• Forward or back
•
Tilt forward or rearward
• Recliner up or down
A two single armature permanent magnet reversible motors are coupled through cables to worm gear box assemblies. They are located in the seat tracks and upper supports. The two single gear motor assemblies attach to the seat tracks provide the various seat movements.
The electrical circuit is protected by a 20 amp circuit breaker located on the fuse block.
TEST PROCEDURES
Before any testing is attempted the battery should be carefully charged and all connections and terminals cleaned and tightened to insure proper continuity and grounds.
With dome lamp on, apply switch in direction of failure. If dome lamp dims the seat motor is trying to work indicating mechanical jamming. If dome lamp does not dim, then proceed with the following electrical tests.
CIRCUIT BREAKER TEST
Find correct circuit breaker on fuse block. Pull out slightly but be sure that circuit breaker terminals still contact terminals in fuse block. Connect ground wire of voltmeter to a good ground. With probe of voltmeter positive wire, check both terminals of circuit breaker for battery voltage. If only 1 terminal checks at battery voltage, circuit breaker is defective and must be replaced. If neither terminal shows battery voltage, check for open or shorted circuit to circuit breaker.
HARNESS VOLTAGE TEST
The following test will determine whether or not voltage is continuous through the body harness to the switch.
(1) Remove power seat switch from mounting position and disconnect switch from wiring harness.
(2) Connect one lead of test light to Pin 5 of the ground terminal, and touch other test light lead to
Pin 1.
(3) If test light comes on, harness to switch is good. If test light does not come on, perform circuit breaker test.
MOTOR TESTS
(1) Remove power seat switch from seat.
(2) Disconnect wire harness connector.
(3) Check Pin 5 for battery voltage and Pin 1 for ground.
(4) To test the seat motors, refer to the Fig. 1 and verify proper seat responses. Using two jumper wires, connect one to a battery supply and the second to a ground. Connect the other ends to the seat wire harness connector as described in Fig. 1.
Fig. 1 Motor Test
8R - 2 POWER SEATS
Fig. 2 Switch Removal
SWITCH TEST
(1) Remove switch from mounting position (Fig. 2).
(2) Using an ohmmeter, perform the switch continuity tests in Fig. 3. If there is no continuity at any of the switch positions, replace switch.
SWITCH REPLACEMENT REMOVAL
(1) Remove left cushion side shield (Fig. 2).
(2) Disconnect wiring from switch.
(3) Depress bezel retainers and push switch from bezel.
(4) For installation, reverse above procedure.
SEAT ASSEMBLY REMOVAL
(1) Remove adjuster attaching bolts and nuts from floor pan. Move adjuster as required for access.
(2) Disconnect battery negative cable.
(3) Disconnect wiring harness power lead at carpet.
(4) Remove assembly from vehicle.
(5) For installation, reverse above procedure. Install and torque mounting bolts and nuts to 28 N I m
(250 in. lbs.). Connect the battery negative cable and check seat operation.
Fig. 3 Seat Switch Test
SEAT TRACK REMOVAL
(1) Seat removed from vehicle. Using an clean area to place seat.
(2) Remove two seat back mounting screws.
(3) Remove four seat track mounting screws.
(4) Remove track from seat.
(5) For installation, reverse above procedure.
POWER SEATS 8R - 3
Fig. 4 Seat Track Removal
POWER WINDOWS 8S - 1
POWER WINDOWS
CONTENTS
page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
MOTOR REPLACEMENT
. . . . . . . . . . . . . . . . . . . 2
SWITCH REMOVAL
. . . . . . . . . . . . . . . . . . . . . . 2
page
WINDOW LIFT MOTOR TEST
WINDOW LIFT SWITCH TEST
WIRING VOLTAGE TEST
. . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
Front and rear door window lift motors are of the permanent magnet type. A positive and negative battery connection to either of the two motor terminals will cause the motor to rotate in one direction. Reversing current through these same two connections will cause the motor to rotate in the opposite direction.
Each individual motor is grounded through the master switch by a black wire attached to the left cowl panel.
It is necessary that the window be free to slide up and down in the glass channels. If the window is not free to move up and down, the window lift motor will not be able to move the glass.
To determine if the glass is free is to disconnect the regulator from the glass lift plate. Remove the two attaching screws, and slide the window up and down by hand.
WIRING VOLTAGE TEST
The following wiring test determines whether or not voltage is continuous through the body harness to switch.
After removing switch for testing purposes, carefully separate multiple terminal block on wiring harness from switch body. Ignition switch in the ON position, connect one lead of test light to black (or gray) wire terminal and touch other test light lead to tan wire terminal. If the test light comes on, the wiring circuit between the battery and switch is functional. If light does not come on, check 30 amp main fuse (circuit breaker) or for a broken wire. For wiring, specific connector type and location, refer to
Group 8W, Wiring Diagrams.
WINDOW LIFT SWITCH TEST
For switch testing, remove the switch from its mounting. Using an ohmmeter, refer to Window
Switch Continuity Charts to determine if continuity is correct. If the results are not obtained, replace the switch (Fig. 1 and 2).
The master window switches has a Auto-Down feature. Actuation of the master switch to the second down position will move the drivers side window completely down. The electron switch will automati-
Fig. 1 Master Window Switch
8S - 2 POWER WINDOWS
Fig. 2 Passenger Window Switch cally disconnect the motor approximately 1 second after the window bottoms out. Failure of the electron switch to detect stall current, will cause the switch to disconnect after approximately 13 seconds. The auto down function can be canceled by any movement of the switch.
WINDOW LIFT MOTOR TEST
(1) Remove door trim panel, refer to Group 23, body.
(2) Connect positive (+) lead from a test battery to either of the two motor terminals.
(3) Connect negative (-) lead from test battery to remaining motor terminal.
(4) The motor should now rotate in one direction to either move window up or down.
(a) If window happens to already be in full UP position and motor is connected so as to rotate in
UP direction no movement will be observed.
(b) Likewise, motor connected to DOWN direction rotation, no movement will be observed if window is already in full DOWN position.
(5) Reverse battery leads (steps 1 and 2 above) and window should now move. If window does not move, remove motor. See below for motor removal from vehicle.
(6) If window moved completely up or down, motor should be reversed one more time (reverse leads from step 5) to complete a full window travel inspection.
SWITCH REMOVAL
MASTER SWITCH
(1) Using a trim stick, remove switch bezel.
(2) Remove three mounting screws.
(3) Remove switch and disconnect wire connector.
(4) For installation, reverse above procedures.
DOOR SWITCH
(1) Using a trim stick, remove bezel and switch.
(2) Disconnect switch wire connector.
(3) For installation, reverse above procedures.
MOTOR REPLACEMENT
REMOVAL
WARNING:DO NOT HAVE ANY HANDS OR FIN-
GERS IN SECTOR GEAR AREA WHERE THEY CAN
BE PINCHED BY SMALL MOVEMENTS OF REGULA-
TOR LINKAGE.
(1) Remove door trim panel and window regulator, refer to Group 23, Body.
(2) Disconnect wiring connector from motor.
(3) Secure regulator in vise to prevent regulator sector gear from rotating.
(4) Remove three mounting screws that hold motor gearbox to regulator (Fig. 3).
Fig. 3 Motor Removal
(5) Remove motor from regulator.
INSTALLATION
(1) Install new motor on regulator by positioning motor gearbox so that it engages regulator sector teeth.
(2) A slight rotational or rocking movement may be necessary to bring three motor gearbox screw holes into proper position.
(3) Install three gearbox screws and one tie down bracket screw, if applicable. Tighten to 5.6 to 8 N
I m
(50 to 70 in. lbs.) torque.
(4) Install regulator, using the switch, test operation of motor.
POWER MIRRORS 8T - 1
POWER MIRRORS
CONTENTS
page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
HEATED MIRROR
. . . . . . . . . . . . . . . . . . . . . . . . 1
MIRROR ASSEMBLY REPLACEMENT
page
MIRROR MOTOR TEST
. . . . . . . . . . . . . . . . . . . 1
MIRROR SWITCH REPLACEMENT
MIRROR SWITCH TEST
. . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
Electrically operated power mirrors are available on all car lines. The mirrors are controlled by a single switch assembly located on the driver’s door trim panel. The push button switch uses L (left) and R
(right) for mirror selection and a round platform which is tilted in the direction of the mirror movement desired (Fig. 1).
Fig. 1 Power Mirror Switch
The motors which operate the mirrors are part of the mirror assembly and cannot be replaced separately.
All vehicles are equipped with an Ignition-Off
Draw Fuse which is used when the vehicles are originally shipped from the factory. This fuse is located behind the instrument panel access cover by the driver’s door and helps to prevent battery discharge during storage.
This fuse is included in the power mirror circuity and should be checked if the mirrors are inoperative.
MIRROR MOTOR TEST
(1) Using a trim stick, remove power mirror switch from mounting position.
(2) Disconnect wire connector.
(3) Using two jumper wires, one connected to a 12 volt source, and the other connected to a good body ground. Refer to the Mirror Test (Fig. 2) for appropriate mirror response.
(4) If test results are not obtained as shown in the
Fig. 2, check for open or shorted circuit, or replace mirror assembly as necessary.
Fig. 2 Mirror Test
MIRROR SWITCH TEST
(1) Remove power mirror switch from mounting position.
(2) Disconnect wiring harness at switch connector.
(3) Using an ohmmeter, test for continuity between the terminals of the switch as shown in the
Mirror Switch Test (Fig. 3).
(4) If test results are not obtained as shown in the
Fig. 3, replace the switch.
HEATED MIRROR
Heated mirrors are available on all car lines, with
Power Mirrors and Rear Window Defogger only. The heated mirror is controlled by the rear window defogger switch. Only time that the heated mirror is on is when the rear window defogger is on.
8T - 2 POWER MIRRORS
Fig. 3 Mirror Switch Test
TEST
(1) The mirror should be warm to the touch.
(a) If not check fuses.
(b) Test voltage at rear window defogger switch.
• If no voltage repair wire.
•
Apply voltage to one wire and ground the other, refer to Fig. 2 for pin numbers. Mirror should become warm to the touch.
• If not remove mirror glass and test the wires for continuity. If no continuity repair wires.
• If wires are OK, replace mirror glass.
• To test defogger switch refer to Group 8N, Rear
Window Defogger, Control Switch/Timer Relay Module Test.
MIRROR SWITCH REPLACEMENT
(1) Using a trim stick, remove power mirror switch from mounting position.
(2) Disconnect wire connector.
(3) For installation, reverse above procedures.
MIRROR ASSEMBLY REPLACEMENT
(1) For door trim panel and mirror removal, refer to Group 23, Body.
(2) Test operation of mirror before installing door trim panel.
CHIME WARNING/REMINDER SYSTEM 8U - 1
CHIME WARNING/REMINDER SYSTEM
CONTENTS
page
BODY CONTROLLER REMOVAL
CHIME SYSTEM DIAGNOSIS
. . . . . . . . . . . . . . . 2
EXTERIOR LAMPS LEFT ON
. . . . . . . . . . . . . . . 1
FASTEN SEAT BELTS
. . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
page
HEADLAMP SWITCH REPLACEMENT
KEY LEFT IN IGNITION
. . . . . . . . . . . . . . . . . . . 1
KEY-IN SWITCH
. . . . . . . . . . . . . . . . . . . . . . . . . 3
SEAT BELT BUCKLE REPLACEMENT
GENERAL INFORMATION
WARNING: ON VEHICLES EQUIPPED WITH AN AIR
BAG, REFER TO THE AIR BAG PORTION OF THIS
SECTION FOR STEERING WHEEL OR SWITCH RE-
MOVAL AND INSTALLATION PROCEDURES.
The chime warning/reminder system includes signals for fasten seat belts, exterior lamps left on and key left in ignition (Fig. 1).
Fig. 1 Chime Warning/Reminder Wiring
When using the DRB II, refer to the Body Chassis
Diagnostic Manual for the procedure.
FASTEN SEAT BELTS
A warning lamp on the instrument panel, and an audible chime tone are used as the fasten seat belt warning/reminder.
EXTERIOR LAMPS LEFT ON
An audible chime tone that indicates the exterior lamps were left on.
KEY LEFT IN IGNITION
An audible chime tone that indicates the key was left in ignition.
FASTEN SEAT BELTS
To test, the ignition switch must be in the off position before testing the fasten seat belts. Turn the ignition switch to the ON position with the driver’s seat belt unbuckled and fully retracted. The seat belt warning lamp should light for 4 to 8 seconds and the tone should sound 4 to 8 seconds.
EXTERIOR LAMPS LEFT ON
To test the headlamps left on function, turn ignition off, turn exterior lamps on with driver’s door open. Chime should sound until headlamps are turned off or drivers door is closed.
KEY LEFT IN IGNITION
To test the key left in ignition function:
• The ignition switch must be in the OFF position with key in ignition.
• Driver’s door open.
• Chime should sound until key is removed from ignition or drivers door is closed.
BODY CONTROLLER REMOVAL
The body controller is located on the passenger side behind the knee bolster (Fig. 2).
(1) Open the front passenger door and remove right instrument panel end cover.
(2) Remove side cowl trim.
(3) Remove body controller mounting screw from hole in the side of the knee bolster.
(4) Remove the right side heat distribution duct from under the instrument panel.
(5) Pull carpet back from plenum and side cowl area to expose the silencer pad.
8U - 2 CHIME WARNING/REMINDER SYSTEM
(10) Replace the right side heat distribution duct under the instrument panel.
(11) Replace the side cowl trim panel.
(12) Replace the instrument panel end cover.
CHIME SYSTEM DIAGNOSIS
CONDITION
No tone when ignition switch is turned on and drivers seat belt is unbuckled and fully retracted.
PROCEDURE
(1) Check driver’s seat belt retractor switch for a ground when belt is retracted.
(2) Use DRB II to perform CCD diagnostics on body controller for battery and ignition and seat belt switch input.
(3) Use DRB II to perform actuator diagnostics on body controller chime.
(4) Check for battery feed at terminal J3-19 and ignition feed at terminal J3-13 of body controller
(Fig. 3 and 4).
Fig. 2 Body Controller Location
(6) Tear the silencer pad at the gating and pull the section back. A knife may be used to cut the gating if required.
(7) Disconnect the body to instrument panel wiring connector at the HVAC unit. Pull wire bundle out of the way.
(8) Pull the body controller push pin out of the side cowl.
(9) Rotate the body controller out from behind the knee bolster.
To diagnose the body controller, connect the body to instrument panel wiring connector at the HVAC unit. Before installing the body controller, disconnect the body to instrument panel wiring connector at the
HVAC unit.
INSTALLATION
(1) Ensure that the body controller push pin is in good condition. If not, replace push pin.
(2) Connect the body controller wiring connectors.
(3) Rotate the body controller up behind the knee bolster, guiding the wiring into the knee bolster area.
(4) Insert the body controller push pin into the side cowl.
(5) Rotate the body controller so that mounting hole aligns with the hole in the side of the knee bolster.
(6) Insert the mounting screw.
(7) Connect the body to instrument panel wiring connector at the HVAC unit.
(8) Place the silencer pad back into place.
(9) Place the carpet back into place.
Fig. 3 Base Body Controller
Fig. 4 Premium Body Controller
(5) Check for tone in any other function.
CONDITION
No fasten seat belt lamp when ignition switch is turned on.
PROCEDURE
(1) Use DRB II to perform CCD diagnostics on body controller module for battery and ignition switch input
CHIME WARNING/REMINDER SYSTEM 8U - 3
(2) Check for burned out bulb.
(3) Using the DRB II, do the actuator test on cluster. Refer to 1993 LH Body Diagnostic Manual.
(3) Check for battery feed at terminal J3-19 of the module.
(4) Check for ignition feed at terminal J3-13 of the module.
CONDITION
Fasten seat belt lamp or tone continue for more than 10 seconds after seat belts are fastened and ignition ON.
PROCEDURE
(1) Use DRB II to perform CCD diagnostics on body controller for battery and ignition switch input.
(2) Inspect body controller connectors and wires for proper connection.
CONDITION
No tone when headlamps are on, ignition switch is
OFF and driver’s door is open.
PROCEDURE
(1) Check left door jamb switch for good ground when driver’s door is open.
(2) Use DRB II to perform CCD diagnostics on body controller for battery, ignition switch input, headlamp and driver’s door input and Chime Output
Test.
(3) Inspect body controller connectors and wires for proper connection.
(4) Check for battery feed at terminal J3-19 of body controller (Fig. 1).
(5) Check headlamp switch.
CONDITION
No tone when key is left in ignition, ignition switch OFF and driver’s door is open.
PROCEDURE
(1) Check left door jamb switch for good ground when drivers door is open.
(2) Use DRB II to perform CCD diagnostics on body controller for battery, ignition switch input, key-in-switch and driver’s door input and Chime
Output Test.
(3) Inspect body controller connectors and wires for proper connection.
(4) Check for battery feed at terminal J3-19 of body controller (Fig. 1).
(5) Check key-in switch.
CONDITION
Chimes continue when headlamps are turned off and/or key is removed from ignition.
PROCEDURE
(1) Use DRB II to perform CCD diagnostics on body controller for headlamp or key-in-ignition inputs.
(2) Check wiring for a grounded condition between key-in switch and body controller. Check headlamp switch to body controller wiring for short to battery.
(3) Inspect body controller connectors and wires for proper connection.
HEADLAMP SWITCH REPLACEMENT
Refer to Group 8E, Instrument Panel and Gauges.
SEAT BELT BUCKLE REPLACEMENT
Refer to Group 23, Body for service procedures.
KEY-IN SWITCH
The Key-in switch is built into the ignition switch assembly. Should the Key-in switch require service, the ignition switch assembly must be replaced. Refer to Group 8D, Ignition System for service procedures.
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FOR INSTRUCTIONS
ENGINE 9 - 1
ENGINE
CONTENTS
page
3.3L ENGINE
. . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.5L ENGINE
. . . . . . . . . . . . . . . . . . . . . . . . . . 38
page
STANDARD SERVICE PROCEDURES
STANDARD SERVICE PROCEDURES
INDEX page
Engine Performance
. . . . . . . . . . . . . . . . . . . . . . . 2
Form-In-Place Gaskets
. . . . . . . . . . . . . . . . . . . . . 1
Honing Cylinder Bores
. . . . . . . . . . . . . . . . . . . . . 2
Hydraulic Lash Adjuster (Tappet) Noise Diagnosis
page
Hydrostatic Locked Engine
. . . . . . . . . . . . . . . . . . 4
Measuring Main Bearing Clearance and
Connecting Rod Bearing Clearance
Repair of Damaged or Worn Threads
FORM-IN-PLACE GASKETS
There are numerous places where form-in-place gaskets are used on the engine. Care must be taken when applying form-in-place gaskets to assure obtaining the desired results. Bead size, continuity, and location are of great importance. Too thin a bead can result in leakage while too much can result in spillover which can break off and obstruct fluid feed lines. A continuous bead of the proper width is essential to obtain a leak-free joint.
Two types of form-in-place gasket materials are used in the engine area. Mopar Silicone Rubber Adhesive
Sealant and anaerobic gasket materials, each have different properties and cannot be used interchangeably.
MOPAR SILICONE RUBBER ADHESIVE
SEALANT
Mopar Silicone Rubber Adhesive Sealant or equivalent, normally black in color, is available in three ounce tubes. Moisture in the air causes the Mopar
Silicone Rubber Adhesive Sealant material to cure.
This material is normally used on flexible metal flanges. It has a shelf life of one year and will not properly cure if over age. Always inspect the package for the expiration date before use.
MOPAR GASKET MAKER
MOPAR Gasket Maker is an anaerobic type gasket material normally red in color. The material cures in the absence of air when squeezed between two metallic surfaces. It will not cure if left in the uncovered tube. It is normally red in color. The anaerobic material is for use between two machined surfaces. Do not used on flexible metal flanges.
GASKET DISASSEMBLY
Parts assembled with form-in-place gaskets may be disassembled without unusual effort. In some instances, it may be necessary to lightly tap the part with a mallet or other suitable tool to break the seal between the mating surfaces. A flat gasket scraper may also be lightly tapped into the joint but care must be taken not to damage the mating surfaces.
SURFACE PREPARATION
Scrape clean or wire brush all gasket surfaces removing all loose material. Inspect stamped parts to assure gasket rails are flat. Flatten rails with a hammer on a flat plate if required. Gasket surfaces must be free of oil and dirt. Make sure old gasket material is removed from blind attaching holes.
FORM-IN-PLACE GASKET APPLICATION
Assembling parts using a form-in-place gasket requires care but it’s easier then using precut gaskets.
MOPAR Gasket Maker material should be applied sparingly 1mm(0.040 inch.) diameter or less of sealant to one gasket surface. Be certain the material surrounds each mounting hole. Excess material can easily be wiped off. Components should be torqued in place within 15 minutes. The use of a locating dowel is recommended during assembly to prevent smearing the material off location.
The MOPAR Silicone Rubber Adhesive Sealant gasket material or equivalent should be applied in a continuous bead approximately 3mm (0.120 inch) in diameter. All mounting holes must be circled. For corner sealing, a 3.17 or 6.35 mm (1/8 or 1/4 inch.) drop is placed in the center of the gasket contact area. Uncured sealant may be removed with a shop towels. Compo-
9 - 2 ENGINE nents should be torqued in place while the sealant is still wet to the touch (within 10 minutes). The usage of a locating dowel is recommended during assembly to prevent smearing of material off location.
ENGINE PERFORMANCE
If a loss of performance is noticed, ignition timing should be checked. If ignition timing is retarded by
9, 18 or 27° indicating 1, 2 or 3 (timing belt) teeth may have skipped, then, camshaft and accessory shaft timing with the crankshaft should be checked.
Refer to Engine Timing Sprockets and Oil Seals of the Engine Section.
To provide best vehicle performance and lowest vehicle emissions, it is most important that the tune-up be done accurately. Use the specifications listed on the Vehicle Emission Control Information label found in the engine compartment.
(1) Test cranking amperage draw. See Starting
Motor Cranking Amperage Draw Electrical Section of this manual.
(2) Tighten the intake manifold bolts to specifications.
(3) Perform cylinder compression test.
(a) Check engine oil level and add oil if necessary.
(b) Drive the vehicle until engine reaches normal operating temperature.
(c) Select a route free from traffic and other forms of congestion, observe all traffic laws, and accelerate through the gears several times briskly.
CAUTION: Do not overspeed the engine. The higher engine speed may help clean out valve seat deposits which can prevent accurate compression readings.
(d) Remove all spark plugs from engine. As spark plugs are being removed, check electrodes for abnormal firing indicators fouled, hot, oily, etc. Record cylinder number of spark plug for future reference.
(e) Disconnect the coil connector for Direct Ignition System (DIS).
(f) Be sure throttle blade is fully open during the compression check.
(g) Insert compression gage adaptor into the #1 spark plug hole in cylinder head. Crank engine until maximum pressure is reached on gage. Record this pressure as #1 cylinder pressure.
(h) Repeat Step G for all remaining cylinders.
(i) Compression should not be less than (689kPa)
100 psi and not vary more than 25 percent from cylinder to cylinder.
(j) If one or more cylinders have abnormally low compression pressures, repeat steps 4b through 4h.
(k) If the same cylinder or cylinders repeat an abnormally low reading on the second compression test, it could indicate the existence of a problem in the cylinder in question.
The recommended compression pressures are to be used only as a guide to diagnosing engine problems. An engine should not be disassembled to determine the cause of low compression unless some malfunction is present.
(4) Clean or replace spark plugs as necessary and adjust gap as specified in Electrical Group 8. Tighten to specifications.
(5) Test resistance of spark plug cables. Refer to
Ignition System Secondary Circuit Inspection Electrical Section Group 8.
(6) Inspect the primary wire. Test coil output voltage, primary and secondary resistance. Replace parts as necessary. Refer to Ignition System and make necessary adjustment.
(7) Test fuel pump for pressure and vacuum. Refer to
Fuel System Group 14, Specifications.
(8) The air filter elements should be replaced as specified in Lubrication and Maintenance, Group 0.
(9) Inspect crankcase ventilation system as out lined in Lubrication and Maintenance, Group 0. For emission controls see Emission Controls Group 25 for service procedures.
(10) Inspect and adjust accessory belt drives referring to Accessory Belt Drive in Cooling System, Group
7 for proper adjustments.
(11) Road test vehicle as a final test.
HONING CYLINDER BORES
Before honing, stuff plenty of clean shop towels under the bores, over the crankshaft to keep abrasive materials from entering crankcase area.
(1) Used carefully, the cylinder bore resizing hone
C-823 equipped with 220 grit stones, is the best tool for this job. In addition to deglazing, it will reduce taper and out-of-round as well as removing light scuffing, scoring or scratches. Usually a few strokes will clean up a bore and maintain the required limits.
(2) Deglazing of the cylinder walls may be done using a cylinder surfacing hone, Tool C-3501, equipped with 280 grit stones (C-3501-3810) if the cylinder bore is straight and round. 20-60 strokes depending on the bore condition will be sufficient to provide a satisfactory surface. Inspect cylinder walls after each 20 strokes. Using a light honing oil available from major oil distributors. Do not use engine or transmission oil, mineral spirits or kerosene.
(3) Honing should be done by moving the hone up and down fast enough to get a cross-hatch pattern.
When hone marks intersect at 50-60 degrees, the cross hatch angle is most satisfactory for proper seating of rings (Fig. 1).
(4) A controlled hone motor speed between 200-300
RPM is necessary to obtain the proper cross-hatch angle. The number of up and down strokes per minute can be regulated to get the desired 50-60 degree angle.
Faster up and down strokes increase the cross-hatch angle.
ENGINE 9 - 3
Fig. 1 Cylinder Bore Cross-Hatch Pattern
(5) After honing, it is necessary that the block be cleaned again to remove all traces of abrasive.
CAUTION: Be sure all abrasive are removed from engine parts after honing. It is recommended that a solution of soap and hot water be used with a brush and the parts then thoroughly dried. The bore can be considered clean when it can be wiped clean with a white cloth and cloth remains clean. Oil the bores after cleaning to prevent rusting.
Fig. 2 Plastigage Placed in Lower Shell
Fig. 3 Clearance Measurement
MEASURING MAIN BEARING CLEARANCE AND
CONNECTING ROD BEARING CLEARANCE
PLASTIGAGE METHOD
Engine crankshaft bearing clearances can be determined by use of Plastigage or equivalent. The following is the recommended procedure for the use of Plastigage:
(1) Remove oil film from surface to be checked.
Plastigage is soluble in oil.
(2) The total clearance of the main bearings can only be determined by removing the weight of the crankshaft. This can be accomplished by either of two methods:
PREFERRED METHOD — Shimming the bearings adjacent to the bearing to be checked in order to remove the clearance between upper bearing shell and the crankshaft. This can be accomplished by placing a minimum of 0.254mm (.010 inch) shim (e.
g. cardboard, matchbook cover, etc.) between the bearing shell and the bearing cap on the adjacent bearings and tighten bolts to 14-20 N I m (10-15 ft.lb.)
• When checking #1 main brg shim #2 main brg
• When checking #2 main brg shim #1 & 3 main brg
• When checking #3 main brg shim #2 & 4 main brg
•
When checking #4 main brg shim #3 & 5 main brg
• When checking #5 main brg shim #4 main brg
REMOVE ALL SHIMS BEFORE REASSEM-
BLING ENGINE
ALTERNATIVE METHOD — With the weight of the crankshaft being supported by a jack under the counterweight adjacent to the bearing being checked.
(3) Place a piece of Plastigage across the entire width of the bearing shell in the cap approximately
6.35 mm (1/4 inch) off center and away from the oil holes (Fig. 2). (In addition, suspect areas can be checked by placing the Plastigage in the suspect area). Torque the bearing cap bolts of the bearing being checked to the proper specifications.
(4) Remove the bearing cap and compare the width of the flattened Plastigage (Fig. 3) with the metric scale provided on the package. Locate the band closest to the same width. This band shows the amount of clearance in thousandths of a millimeter. Differences in readings between the ends indicate the amount of taper present. Record all readings taken.
Refer to Engine Specifications. Plastic-Gage gener- ally is accompanied by two scales. One scale is in inches, the other is a metric scale.
(5) Plastigage is available in a variety of clearance ranges. The 0.025-0.076mm (.001-.003 inch) is usually the most appropriate for checking engine bearing proper specifications.
CONNECTING ROD BEARING CLEARANCE
Engine crankshaft bearing clearances can be determined by use of Plastigage or equivalent. The following is the recommended procedure for the use of Plastigage:
9 - 4 ENGINE
(1) Rotate the crankshaft until the connecting rod to be checked is at the bottom of its stroke.
(2) Remove oil film from surface to be checked.
Plastigage is soluble in oil.
(3) Place a piece of Plastigage across the entire width of the bearing shell in the bearing cap approximately 6.35 mm (1/4 inch.) off center and away from the oil hole (Fig. 2). In addition, suspect areas can be checked by placing plastigage in the suspect area.
(4) Before assembling the rod cap with Plastigage in place, the crankshaft must be rotated until the connecting being checked starts moving toward the top of the engine.
Only then should the cap be assembled and torqued to specifications. Do not rotate the crankshaft while assembling the cap or the Plastigage may be smeared, giving inaccurate results.
(5) Remove the bearing cap and compare the width of the flattened Plastigage (Fig. 3) with the metric scale provided on the package. Locate the band closest to the same width. This band shows the amount of clearance in thousandths of a millimeter. Differences in readings between the ends indicate the amount of taper present.
Record all readings taken. Refer to Engine Specifications. Plastigage generally is accompanied by two scales. One scale is in inches, the other is a metric scale.
(6) Plastigage is available in a variety of clearance ranges. The 0.025-0.076mm (.001-.003 inch) is usually the most appropriate for checking engine bearing proper specifications.
HYDRAULIC LASH ADJUSTER (TAPPET) NOISE
DIAGNOSIS
A tappet-like noise may be produced from several items. Check the following items.
(1) Engine oil level too high or too low. This may cause aerated oil to enter the adjusters and cause them to be spongy.
(2) Insufficient running time after rebuilding cylinder head. Low speed running up to 1 hour may be required.
During this time, turn engine off and let set for a few minutes before restarting. Repeat this several times after engine has reached normal operating temperature.
(3) Low oil pressure.
(4) The oil restrictor pressed into the vertical oil passage to the cylinder head Balance Shaft Engines
Only is plugged with debris.
(5) Air ingested into oil due to broken or cracked oil pump pick up.
(6) Worn valve guides.
(7) Rocker arm loose, adjuster stuck or at maximum extension and still leaves lash in the system.
(8) Faulty hydraulic lash adjuster.
(a) Check for sponginess while still installed in cylinder head. Depress part of rocker arm just over adjuster. Normal adjusters should feel very firm.
Spongy adjusters can be depressed to the bottomed position easily.
(b) Remove suspected rocker arm/lash adjuster assembly and replace the assembly . Do not disas-
semble the lash adjuster from the rocker arm.
(c) Clean out dirt and varnish with solvent.
(d) Reassemble with engine oil.
(e) Check for sponginess.
(f) If still spongy, replace with new adjuster.
REPAIR OF DAMAGED OR WORN THREADS
Damaged or worn threads (including aluminum head spark plug threads) can be repaired. Essentially, this repair consists of drilling out worn or damaged threads, tapping the hole with a special Heli-Coil (or equivalent)
Tap, and installing an insert into the tapped hole. This brings the hole back to its original thread size.
CAUTION: Be sure that the tapped holes maintain the original centerline.
Heli-Coil tools and inserts are readily available from automotive parts jobbers.
HYDROSTATIC LOCKED ENGINE
When an engine is suspected to be hydrostatically locked, regardless of what caused the problem, these steps should be used.
CAUTION: Do Not Use Starter Motor To Rotate Engine, severe damage may occur.
(1) Inspect air cleaner, induction system and intake manifold to insure system is dry and clear of foreign material.
(2) Remove negative battery cable.
(3) Place a shop towel around the spark plugs when removing them from the engine. This will catch any fluid that may possibly be in the cylinder under pressure.
(4) With all spark plugs removed, rotate engine crankshaft using a breaker bar and socket.
(5) Identify the fluid in the cylinder(s) (i.e., coolant, fuel, oil or other).
(6) Make sure all fluid has been removed from the cylinders. Inspect engine for damage (i.e., Connecting
Rods, Pistons, Valves etc.)
(7) Repair engine or components as necessary to prevent this problem from occurring again.
CAUTION: Squirt approximately 1 teaspoon of oil into cylinders, rotate engine to lubricate the cylinder walls to prevent damage on restart.
(8) Install new spark plugs.
(9) Drain engine oil and remove oil filter.
(10) Fill engine with specified amount of approved oil and install new oil filter.
(11) Connect negative battery cable.
(12) Start engine and check for any leaks.
ENGINE DIAGNOSIS—PERFORMANCE
ENGINE 9 - 5
9 - 6 ENGINE
ENGINE DIAGNOSIS—MECHANICAL
3.3L ENGINE 9 - 7
3.3L ENGINE
INDEX page
Camshaft
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Camshaft Bearings—Engine Removed From
Vehicle
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Checking Engine Oil Pressure
. . . . . . . . . . . . . . . 32
Connecting Rods
. . . . . . . . . . . . . . . . . . . . . . . . . 25
Crankshaft Oil Seals Service
. . . . . . . . . . . . . . . . 28
Crankshaft Service
. . . . . . . . . . . . . . . . . . . . . . . 26
Cylinder Block, Piston and Connecting Rod
Assembly Service
. . . . . . . . . . . . . . . . . . . . . . . 22
Cylinder Heads
. . . . . . . . . . . . . . . . . . . . . . . . . . 10
Engine Assembly
. . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine Core Oil and Cam Plugs
Engine Lubrication System
. . . . . . . . . . . . . . . . . 29
page
Engine Mounts
. . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine Specifications
. . . . . . . . . . . . . . . . . . . . . 33
General Information
. . . . . . . . . . . . . . . . . . . . . . . . 7
Hydraulic Tappets
. . . . . . . . . . . . . . . . . . . . . . . . 16
Installing Piston and Connecting Rod Assembly
Intake Manifold Sealing
. . . . . . . . . . . . . . . . . . . . 12
Oil Filter
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Oil Pan Service
. . . . . . . . . . . . . . . . . . . . . . . . . . 29
Oil Pump Service
. . . . . . . . . . . . . . . . . . . . . . . . 30
Rocker Arms and Shaft Assembly
Timing Chain Cover, Oil Seal and Chain
Valve Service
. . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Valve Timing
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
GENERAL INFORMATION
ENGINE IDENTIFICATION NUMBER OR CODE
The engine identification number is located on the rear of the cylinder block just below the cylinder head (Fig. 2).
ENGINE: The 3.3L (201 Cubic. Inches.) displacement engine are 60° V type six cylinder power plant with cast iron cylinder block and aluminum cylinder heads (Fig. 1). Firing order for these engines is 1-2-
3-4-5-6. High turbulence cylinder heads allow a 8.9-1 compression ratio.
CRANKSHAFT: The nodular iron crankshaft is supported by four main bearings, with number two being the thrust bearing. Crankshaft end sealing is provided by front and rear rubber seal.
PISTONS: The pistons are cast aluminum alloy.
Three rings are used. Piston pins, press fitted into place, join the pistons to forged steel connecting rods.
CAMSHAFT: The nodular iron camshaft is mounted in four steel backed babbitt bearings. A thrust plate located in front of the first bearing, and bolted to the block, controls end play. Silent timing chain drives the camshaft. This chain is enclosed by a cast aluminum cover which also carries a front crankshaft seal, provides front oil pan closure, water pump mounting.
CYLINDER HEADS: Cylinder heads incorporate valve shrouding to create turbulence-producing combustion chambers, described as fast burn. Valve seat and guides are inserts. A steel flanged composition type gasket is used between head and block.
SPECIFICATIONS
9 - 8 3.3L ENGINE
Fig. 1 3.3L V-6 Engine
VALVE TRAIN: Valve train design incorporates the use of hydraulic roller tappets. Rocker arms are installed on a rocker arm shaft attached to the cylinder head with four bolts and retainers. Viton valve stem seals provide valve sealing. Conventional type pushrods, retainers and valve stem locks are used. Unique beehive style valve spring are used with lightweight retainers for improved high RPM performance.
EXHAUST MANIFOLDS: Exhaust manifolds are log type with a crossover and is attached directly to the cylinder heads.
Fig. 2 Engine Identification
VALVE COVERS: The covers are sealed with steel reinforced silicon rubber gaskets.
INTAKE MANIFOLD: The intake manifold is a tuned two-piece semi-permanent mold aluminum casting with individual primary runners leading from a plenum to the cylinders. The manifold is designed to boost torque in the 3600 rpm range and contributes to the engine’s broad, flat torque curve, which was desired for excellent engine tractability, response and usable power output.
The intake manifold is also cored with upper level
EGR passages for balanced cylinder to cylinder EGR distribution.
Fig. 3 Engine Mounting — Typical
3.3L ENGINE 9 - 9
ENGINE MOUNTS
REMOVAL
(1) Remove the insulator attaching nuts from top of the mounting bracket.
(2) Raise vehicle on hoist.
(3) Support the engine with a jack and a block of wood across the full width of the oil pan.
(4) Remove the lower attaching nuts from the bottom of the insulator to the frame (Fig. 2).
(5) Raise engine carefully with jack enough to remove the insulator from it’s mount.
INSTALLATION
(1) Install insulator onto the frame.
(2) Lower the engine onto the insulator mount
(Fig. 2). Remove jack from vehicle.
(3) Tighten the insulator to frame nuts to 61 N I m
(45 ft. lbs.).
(4) Lower vehicle. Install the upper attaching nuts to mount and tighten to 61 N I m (45 ft. lbs.).
REAR MOUNT
(1) Raise vehicle on hoist.
(2) Support the transmission with a transmission jack.
(3) Remove the insulator thru bolt from the mount.
(4) Remove the transmission mount fasteners and remove mount.
(5) Reverse removal procedure for installation. Refer to for bolt tightening specifications.
ENGINE HYDRO-MOUNT INSULATORS
Engine hydro-mounts may show cracks this will not effect it’s performance and should not be replaced. Only replace the engine hydro-mounts when it’s leaking fluid.
•
Drive shaft distress: Refer to Driveshafts in Suspension, Group 2.
•
Any front end structural damage (after repair).
•
Insulator replacement.
ENGINE ASSEMBLY
REMOVAL
(1) Disconnect battery.
(2) Mark hood position at hinges and remove hood.
(3) Drain cooling system. Refer to Cooling System,
Group 7 for procedure.
(4) Disconnect all electrical connections.
(5) Remove coolant hoses from radiator and engine.
(6) Remove radiator and fan assembly.
(7) See Fuel System, Group 14, to release fuel pressure. Disconnect fuel lines and accelerator cable.
(8) Remove air cleaner assembly.
(9) Hoist vehicle and drain engine oil.
(10) Remove air conditioning compressor mounting bolts and set compressor aside.
(11) Disconnect exhaust pipe at manifold.
(12) Remove transmission inspection cover and mark flex plate to torque converter position.
(13) Remove screws holding torque converter to flex plate and attach C-clamp on bottom of converter housing to prevent torque converter from coming out.
(14) Remove power steering pump mounting bolts and set pump aside.
(15) Remove two lower transmission to block screws.
(16) Remove starter.
(17) Lower vehicles and disconnect vacuum lines and ground strap.
(18) Support transmission with floor jack.
(19) Attach engine lifting hoist and support engine.
(20) Remove upper transmission case to block bolts.
(21) See Engine Mounting in (Fig. 3). Remove insulator mounting nuts from mount.
(22) Remove engine.
INSTALLATION
(1) Attach hoist and lower engine into engine compartment.
(2) Align engine mounts and install all nuts.
Tighten fasteners to specified torque (Fig. 3).
(3) Install transmission case to cylinder block, tighten bolts to 102 N I m (75 ft. lbs.) torque.
(4) Remove engine hoist and transmission holding fixture.
(5) Remove C-clamp from torque converter housing. Align flex plate to torque converter and install mounting screws. Tighten to 75 N I m (55 ft. lbs.) .
(6) Install transmission inspection cover.
(7) Connect exhaust system at manifold.
(8) Install starter.
(9) Install power steering pump and air conditioning compressor. For belt installation see Accessory
Belt Drive in Cooling System Group 7.
(10) Lower vehicle and connect all vacuum lines.
(11) Connect all electrical connections including ground strap.
(12) Connect fuel lines and accelerator cable.
(13) Install radiator and fan assembly. Reconnect fan motor electrical lead. Reinstall radiator hoses.
Fill cooling system. See Cooling System Group 7 for filling procedure.
(14) Fill engine crankcase with proper oil to correct level.
(15) Install hood.
(16) Connect battery.
(17) Start engine and run until operating temperature is reached.
(18) Adjust transmission or linkage if necessary.
9 - 10 3.3L ENGINE
ROCKER ARMS AND SHAFT ASSEMBLY
REMOVAL
(1) Remove upper intake manifold assembly. Refer to Intake and Exhaust Manifolds, Group 11.
(2) Disconnect spark plug wires by pulling on the boot straight out in line with plug.
(3) Disconnect closed ventilation system and evaporation control system from cylinder head cover.
(4) Remove cylinder head cover and gasket.
(5) Remove four rocker shaft bolts and retainers.
(6) Remove rocker arms and shaft assembly.
(7) If rocker arm assemblies are disassembled for cleaning or replacement. Assemble rocker arms in their original position. Refer to (Fig. 4) for rocker arm for positioning on the shaft.
CYLINDER HEADS
The alloy aluminum cylinder heads shown in (Fig. 5) are held in place by 9 bolts. The spark plugs are located in peak of the wedge between the valves.
Fig. 4 Rocker Arm Location Left Blank
INSTALLATION
(1) Install rocker arm and shaft assemblies with the stamped steel retainers in the four positions, tighten to 28 N I m (250 in. lbs.) (Fig. 4).
WARNING: THE ROCKER ARM SHAFT
SHOULD BE TORQUED DOWN SLOWLY,
STARTING WITH THE CENTERMOST BOLTS.
ALLOW 20 MINUTES TAPPET BLEED DOWN
TIME AFTER INSTALLATION OF THE
ROCKER SHAFTS BEFORE ENGINE OPERA-
TION.
(2) Clean cylinder head cover gasket surface. Inspect cover for distortion and straighten if necessary.
(3) Clean head rail if necessary. Install a new gasket and tighten cylinder head cover fasteners to 12
N I m (105 in. lbs.).
(4) Install closed crankcase ventilation system and evaporation control system.
(5) Install spark plug wires.
(6) Install upper intake manifold assembly. Refer to Exhaust Systems and Intake Manifolds Group 11.
Fig. 5 Cylinder Head Assembly
REMOVAL
(1) Drain cooling system refer to Cooling System
Group 7 for procedure and disconnect negative battery cable.
Remove intake manifold, and throttle body. Refer to
Group 11 Exhaust System and Intake Manifold.
(2) Disconnect coil wires, sending unit wire, heater hoses and by-pass hose.
(3) Remove closed ventilation system, evaporation control system and cylinder head covers.
(4) Remove exhaust manifolds.
(5) Remove rocker arm and shaft assemblies. Remove push rods and identify to insure installation in original locations.
(6) Remove the 9 head bolts from each cylinder head and remove cylinder heads (Fig. 6).
Fig. 6 Cylinder Head Bolts Location
3.3L ENGINE 9 - 11
INSPECTION
(1) Before cleaning, check for leaks, damage and cracks.
(2) Clean cylinder head and oil passages.
(3) Check cylinder head for flatness (Fig. 7).
(4) Inspect all surfaces with a straightedge if there is any reason to suspect leakage. If out of flatness exceeds
.019mm (.00075 inch). times the span length in inches in any direction, either replace head or lightly machine the head surface. As an example, if a 12 inch span is
1mm (.004 inch) out of flat, allowable is 12 x .019mm
(.00075 inch) equals .22mm (.009 in.) This amount of out of flat is acceptable.
*Maximum of 0.2 mm (.008 inch) for grinding is permitted.
CAUTION: This is a combined total dimension of stock removal from cylinder head and block top surface.
Fig. 8 Head Gasket Installation
Fig. 9 Checking Bolts for Stretching (Necking)
(4) Bolt torque after 1/4 turn should be over 122
N I m(90 ft. lbs.). If not, replace the bolt.
Fig. 7 Check Cylinder Head
INSTALLATION
(1) Clean all surfaces of cylinder block and cylinder heads.
(2) Install new gaskets on cylinder block (Fig. 8).
The Cylinder head bolts are torqued using the torque yield method, they should be examined
BEFORE reuse. If the threads are necked down,
the bolts should be replaced (Fig. 9).
Necking can be checked by holding a scale or straight edge against the threads. If all the threads do not contact the scale the bolt should be replaced.
(3) Tighten the cylinder head bolts 1 thru 8 in the sequence shown in (Fig. 10). Using the 4 step torque turn method, tighten according to the following values:
•
First-All to 61 N
I m (45 ft. lbs.)
• Second-All to 88 N I m (65 ft. lbs.)
• Third-All (again) to 88 N I m (65 ft. lbs.)
• Fourth + 1/4 Turn Do not use a torque wrench for this step
Fig. 10 Cylinder Head Tightening Sequence
(5) Tighten head bolt number 9 (Fig. 10) to 33 N I m
(25 ft. lbs.) after head bolts 1 thru 8 have been tighten to specifications.
(6) Inspect push rods and replace worn or bent rods.
9 - 12 3.3L ENGINE
(7) Install push rods, rocker arm and shaft assemblies with the stamped steel retainers in the four positions, tighten to 28 N I m (250 in. lbs.) (Fig. 11).
(8) Place new cylinder head cover gaskets in position and install cylinder head covers. Tighten to 12 N I m
(105 in. lbs.).
manifold is in place, inspect to make sure seals are
in place. Refer to Group 11 Exhaust System and
Intake Manifold to complete Intake Manifold Assembly.
(5) Install exhaust manifolds and tighten bolts to 27
N I m (20 ft. lb.) and nuts to 20 N I m (15 ft. lbs.).
(6) Adjust spark plugs to specification in Electrical
Section, Group 8, and install the plugs.
Fig. 11 Rocker Arm Shaft Retainers
INTAKE MANIFOLD SEALING
The intake manifold gasket is a one-piece stamped steel gasket with a sealer applied from the manufacturer. This gasket has end seals incorporated with it.
WARNING: INTAKE MANIFOLD GASKET IS
MADE OF VERY THIN METAL AND MAY CAUSE
PERSONAL INJURY, HANDLE WITH CARE.
(1) Clean all surfaces of cylinder block and cylinder heads.
(2) Place a drop ( about 1/4 in. diameter) of Mopar
Silicone Rubber Adhesive Sealant or equivalent, onto each of the four manifold to cylinder head gasket corners (Fig. 12).
Fig. 13 Intake Manifold Gasket Retainers
Fig. 12 Intake Manifold Gasket Sealing
(3) Carefully install the intake manifold gasket (Fig.
13). Torque end seal retainer screws to 12 N I m (105 in.
lbs.).
(4) Install intake manifold and (8) bolts and torque to 1 N I m (10 in. lbs.). Then torque bolts to 22 N I m (200 in. lbs.) in sequence shown in (Fig. 14). Then torque again to 22 N
I m (200 in.
lbs.). After intake
Fig. 14 Intake Manifold Removal and Installation
VALVE SERVICE
VALVES AND VALVE SPRINGS
The valves are arranged in line in the cylinder heads and inclined 18 degrees. The rocker shaft support are cast integral with the heads.
REMOVAL
(1) With cylinder head removed, compress valve springs using Valve Spring Compressor Tool C-3422-B with adapter 6412 as shown in (Fig. 15).
(2) Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs.
3.3L ENGINE 9 - 13
(3) Before removing valves,remove any burrs from valve stem lock grooves to prevent damage
to the valve guides. Identify valves to insure installation in original location.
Fig. 16 Measuring Valve Guide Wear
Fig. 15 Compress Valve Springs with Special Tool
C-3422B with adapter 6412
VALVE INSPECTION
(1) Clean valves thoroughly and discard burned, warped and cracked valves.
(2) Measure valve stems for wear. Refer to specifications (Fig. 18).
Valve stems are chrome plated and should not be polished.
(3) Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner.
(4) Measure valve stem guide clearance as follows:
(a) Install valve into cylinder head so it is 14mm
(.551 inch) off the valve seat. A small piece of hose may be used to hold valve in place.
(b) Attach dial indicator Tool C-3339 to cylinder head and set it at right angle of valve stem being measured (Fig. 16).
(c) Move valve to and from the indicator. Refer to specifications (Fig. 18).
Ream the guides for valves with oversized stems if dial indicator reading is excessive or if the stems are scuffed or scored.
(5) Service valves with oversize stems and over size seals are available in 0.15mm (.005 inch), 0.40mm,
(.015 inch) and 0.80mm (.030 inch) oversize.
Oversize seals must be used with oversize valves.
Reamers to accommodate the oversize valve stem are as follows:
(6) Slowly turn reamer by hand and clean guide thoroughly before installing new valve. Do not at- tempt to ream the valve guides from standard directly to 0.80mm (.030 inch) Use step procedure of 0.15mm (.005 inch), 0.40mm (.015 inch) and
0.80mm (.030 inch) so the valve guides may be reamed true in relation to the valve seat. Af-
Fig. 17 Intake and Exhaust Valves
Fig. 18 Valve Guide Specifications ter reaming guides, the seat runout should be measured and resurfaced if necessary. See Refacing Valves and Valve Seats.
VALVE GUIDES
Replace cylinder head if guide does not clean up with 0.80mm (.030 inch) oversize reamer, or if guide is loose in cylinder head.
9 - 14 3.3L ENGINE
Fig. 19 Valve Dimensions
REFACING VALVES AND VALVE SEATS
The intake and exhaust valves have a 44-1/2 to 45 degree face angle. The valve seats have a 45 to 45-
1/2 degree face angle. The valve face and valve seat angles are shown in (Fig. 20).
VALVES
(1) Inspect the remaining margin after the valves are refaced Refer to specifications (Fig. 19).
VALVE SEATS
CAUTION: Do not un-shroud cylinder head from around the valve during valve seat refacing (Fig.
21).
(1) When refacing valve seats, it is important that the correct size valve guide pilot be used for reseating stones. A true and complete surface must be obtained.
(2) Measure the concentricity of valve seat using dial indicator.
Total runout should not exceed
.051mm (.002 inch) total indicator reading.
Fig. 21 Refacing Valve Seats this, coat valve seat LIGHTLY with Prussian blue then set valve in place. Rotate the valve with light pressure. If the blue is transferred to the center of valve face, contact is satisfactory. If the blue is transferred to top edge of valve face,lower valve seat with a
15 degree stone. If the blue is transferred to the bottom edge of valve face raise valve seat with a 65 degrees stone.
Valve seats which are worn or burned can be reworked, provided that correct angle and seat width are maintained. Otherwise cylinder head must be replaced.
(4) When seat is properly positioned the width of intake seats should be 1.75 to 2.25mm (0.69 to .088
inch) The width of the exhaust seats should be 1.50 to
2.00mm (.059 to .078 inch) (Fig. 20)
(5) Check the valve spring installed height after refacing the valve and seat (Fig. 23).
TESTING VALVE SPRINGS
Whenever valves have been removed for inspection, reconditioning or replacement, valve springs should be tested (Fig. 22). As an example; the compression length of the spring to be tested is 33.34mm (1-5/16 inches). Turn table of Tool C-647 until surface is in line with the 33.34mm (1-5/16 inch) mark on the threaded stud and the zero mark on the front. Place spring over stud on the table and lift compressing lever to set tone device. Pull on torque wrench until ping is heard. Take reading on torque wrench at this instant. Multiply this reading by two. This will give the spring load at test length. Fractional measurements are indicated on the table for finer adjustments. Refer to specifications to obtain specified height and allowable tensions. Discard the springs that do not meet specifications.
Fig. 20 Valve Seats
(3) Inspect the valve seat with Prussian blue to determine where the valve contacts the seat. To do
3.3L ENGINE 9 - 15
Fig. 22 Testing Valve Spring with Tool C-647
Fig. 23 Checking Valve Installed Height
VALVE INSTALLATION
(1) Coat valve stems with clean engine oil and insert them in cylinder head.
(2) If valves or seats are reground, check installed valve spring height (Fig. 23).
(3) Install new cup seals on all valve stems and over valve guides (Fig. 23). Install valve springs and valve retainers.
(4) Compress valve springs with Valve Spring Compressor Tool C-3422-B, with adapter 6412 install locks and release tool. If valves and/or seats are re- ground, measure the installed height of springs, make sure measurements is taken from top of spring seat to the bottom surface of spring retainer. If height is greater than 1-19/32 inches,
(40.6mm), install a 1/32 inch (.794mm) spacer in head counterbore to bring spring height back to
normal 1-17/32 to 1-19/32 inch (39.1 to 40.6mm).
REPLACE VALVE STEM SEALS OR VALVE
SPRINGS, CYLINDER HEAD NOT REMOVED
(1) Perform fuel system pressure release procedure before attempting any repairs
(2) Disconnect negative battery cable.
(3) Remove Air Cleaner Cover and hose assembly.
Fig. 24 Installing Valve, Cup Seal, Spring and
Retainer
(4) Remove Intake Manifold; Refer to
Intake/Exhaust Manifold 3.3L Engine Group 11 Exhaust System and Intake Manifolds of this manual for removal procedure.
(5) Remove cylinder head covers and spark plugs.
(6) Remove connector wire from ignition coils.
(7) Using suitable socket and flex handle at crankshaft pulley retaining screw, turn engine so the number 1 piston is at Top Dead Center on the compression stroke.
(8) Remove rocker arms with rocker shaft and install a dummy shaft. The rocker arms should not be disturbed and left on shaft.
(9) With air hose attached to spark plug adapter installed in number 1 spark plug hole, apply 90 to 100 psi air pressure (620.5 to 689 kPa). This is to hold valves into place while servicing components.
(10) Using Tool C-4682 or Equivalent compress valve spring and remove retainer valve locks and valve spring.
(11) The intake valve stem seals should be pushed firmly and squarely over the valve guide using the valve stem as guide. Do Not Force seal against top of guide. When installing the valve retainer locks, compress the spring only enough to install the locks.
CAUTION:Do not pinch seal between retainer and top
of valve guide.
(12) Follow the same procedure on the remaining 5 cylinders using the firing sequence 1-2-3-4-5-6. Make sure piston in cylinder is at TDC on the valve spring that is being covered.
(13) Remove spark plug adapter tool .
(14) Remove dummy shaft and install rocker shaft assembly and tighten screws to 28 N I m (250 in. lbs.).
(15) Install rocker arm covers tighten screws to 14
N I m (120 in. lbs.) and connector to ignition coils.
9 - 16 3.3L ENGINE
(16) Install Intake Manifold; Refer to Intake Manifold Installation 3.3L Engine, Group 11 Exhaust System and Intake Manifold.
HYDRAULIC TAPPETS
The valve train includes roller tappet assemblies, aligning yokes and yoke retainer.
Roller tappet alignment is maintained by machined flats on tappet body being fitted in pairs into six aligning yokes. The yokes are secured by an alignment yoke retainer (Fig. 25).
Fig. 25 Roller Tappets Aligning Yoke and Retainer
PRELIMINARY STEP TO CHECKING THE HY-
DRAULIC TAPPETS
Before disassembling any part of the engine to correct tappet noise, read the oil pressure at the gauge.
Install a reliable gauge at pressure sending unit if vehicle has no oil pressure gauge and check the oil level in the oil pan. The pressure should be between 205.8 to
550.6 kPa (30 and 80 psi) at 2000 rpm.
The oil level in the pan should never be above the
MAX mark on dipstick, or below the MIN mark. Either of these two conditions could be responsible for noisy tappets. Oil Level Check: stop engine after reach-
ing normal operating temperature. Allow 5 minutes to stabilize oil level, check dipstick.
OIL LEVEL TOO HIGH
If oil level is above the MAX mark on dip stick, it is possible for the connecting rods to dip into the oil while engine is running and create foam. Foam in oil pan would be fed to the hydraulic tappets by the oil pump causing them to become soft and allow valves to seat noisily.
OIL LEVEL TOO LOW
Low oil level may allow the oil pump to take in air which when fed to the tappets, causes them to become soft and allows valves to seat noisily. Any leaks on intake side of pump through which air can be drawn will create the same tappet action. Check the lubrication system from the intake strainer to the pump cover, including the relief valve retainer cap.
When tappet noise is due to aeration, it may be intermittent or constant, and usually more than one tappet will be noisy. When oil level and leaks have been corrected, engine should be operated at fast idle to allow all of the air inside of the tappets to be bled out.
VALVE TRAIN NOISE DIAGNOSIS
To determine source of valve train noise, operate engine at idle with cylinder head covers removed and listen for source of the noise.
Worn valve guides or cocked springs are sometimes mistaken for noisy tappets. If such is the case, noise may be dampened by applying side thrust on the valve spring. If noise is not appreciably reduced, it can be assumed the noise is in the tappet. Inspect the rocker arm push rod sockets and push rod ends for wear.
Valve tappet noise ranges from light noise to a heavy click. A light noise is usually caused by excessive leakdown around the unit plunger which will necessitate replacing the tappet, or by the plunger partially sticking in the tappet body cylinder. A heavy click is caused either by a tappet check valve not seating, or by foreign particles becoming wedged between the plunger and the tappet body causing the plunger to stick in the down position. This heavy click will be accompanied by excessive clearance between the valve stem and rocker arm as valve closes. In either case, tappet assembly should be removed for inspection and cleaning.
TAPPET REMOVAL
(1) Refer to Cylinder Head Removal of this section to remove intake manifold and cylinder heads for access to tappets for service.
(2) Remove yoke retainer and aligning yokes.
(3) Use Tool C-4129 to remove tappets from their bores. If all tappets are to be removed, identify tappets to insure installation in original location.
If the tappet or bore in cylinder block is scored, scuffed, or shows signs of sticking, ream the bore to next oversize and replace with oversize tappet.
CAUTION: The plunger and tappet bodies are not interchangeable. The plunger and valve must always be fitted to the original body. It is advisable to work on one tappet at a time to avoid mixing of parts. Mixed parts are not compatible. Do not disassemble a tappet on a dirty work bench.
DISASSEMBLY (FIG. 26)
(1) Pry out plunger retainer spring clip.
(2) Clean varnish deposits from inside of tappet body above plunger cap.
(3) Invert tappet body and remove plunger cap, plunger, flat or ball check valve, check valve spring, check valve retainer and plunger spring. Check valve could be flat or ball.
Fig. 26 Hydraulic Roller Tappet Assembly
CLEANING AND ASSEMBLY
(1) Clean all tappet parts in a solvent that will remove all varnish and carbon.
(2) Replace tappets that are unfit for further service with new assemblies.
(3) If plunger shows signs of scoring or wear, valve is pitted, or valve seat on end of plunger indicates any condition that would prevent valve from seating, install a new tappet assembly.
(4) Assemble tappets (Fig. 26).
INSTALLATION
(1) Lubricate tappets.
(2) Install tappets in their original positions.
(3) With roller tappets, install aligning yokes with
(Fig. 26).
(4) Install yoke retainer and torque screws to 12
N I m (105 in. lbs.) (Fig. 25).
(5) Install cylinder heads. Refer to cylinder head installation of this section for procedure.
(6) Start and operate engine. Warm up to normal operating temperature.
CAUTION: To prevent damage to valve mechanism, engine must not be run above fast idle until all hydraulic tappets have filled with oil and have become quiet.
3.3L ENGINE 9 - 17
1993 Concorde/Intrepid/Vision
Publication No. 81-370-3140
TSB 26-08-95 October, 1995
(7) Place a 5.08mm (.200 inch) spacer between the valve stem tip of #2 intake valve and rocker arm pad.
Allow tappet to bleed down to give a solid tappet effect.
(8) Install a dial indicator so plunger contacts the #2 intake valve spring retainer as nearly perpendicular as possible. Zero the indicator.
(9) Rotate the engine clockwise until the in take valve has lifted .254mm (0.010 inch).
CAUTION: Do not turn crankshaft any further clockwise as intake valve might bottom and result in serious damage.
(10) Degree wheel should read 3 degrees BTDC to 4 degrees ATDC.
TIMING CHAIN COVER, OIL SEAL AND CHAIN
COVER
REMOVAL
(1) Disconnect battery. Remove fan module.
(2) Drain cooling system. Refer to Cooling System
Group 7 for procedure.
(3) Raise vehicle on hoist. Drain engine oil.
(4) Disconnect the sway bar and place it to the rear of the vehicle to gain access to the oil pan.
(5) Remove the transmission supports brackets and inspection cover.
(6) Remove oil pan and oil pump pick-up.
(7) Remove drive belt. Refer to Cooling System
Group 7 for procedure.
(8) Remove power steering pump and set aside.
(9) Remove crankshaft damper (Fig. 1).
(10) Remove tensioner pulley bracket.
(11) Remove cam sensor from chain case cover (Fig. 2).
(12) Remove chain case cover (Fig. 2).
VALVE TIMING
(1) Remove front valve cover and all 6 spark plugs.
(2) Rotate engine until the #2 piston is at TDC of the compression stroke.
(3) Install a degree wheel on the crankshaft pulley.
(4) With proper adaptor, install a dial into #2 spark plug hole. Using the indicator find TDC on the compression stroke.
(5) Position the degree wheel to zero.
(6) Remove dial indicator from spark plug hole.
Fig. 1 Removing Crankshaft Damper
MEASURING TIMING CHAIN FOR STRETCH
(1) Place a scale next to timing chain so that any movement of chain may be measured.
9 - 18 3.3L ENGINE
(2) Place a torque wrench and socket on camshaft sprocket attaching bolt and apply torque in direction of crankshaft rotation to take up slack; 41 N I m (30 ft. lb.) with cylinder head installed or 20 N I m (15 ft. lb.) with cylinder heads removed. With a torque applied to the camshaft sprocket bolt, crankshaft should not be permitted to move. It may be necessary to block crankshaft to prevent rotation.
(3) Holding a scale even, with dimension reading as shown (Fig. 3 ), along edge of chain links. Apply torque in the reverse direction to 41 N I m (30 ft. lbs.) with cylinder heads installed, or 20 N I m (15 ft. lbs.) with cylinder heads removed. Check amount of chain movement (Fig. 3).
(4) Install a new timing chain, if its movement exceeds 3.175mm (1/8 inch) (Fig. 3).
(5) If chain is not satisfactory, remove camshaft sprocket attaching bolt, and remove timing chain with camshaft sprocket.
(6) Using a suitable puller remove the crankshaft sprocket. Be careful not to damage the crankshaft surface.
(7) Position a new crankshaft sprocket on the shaft, install sprocket with suitable tool and mallet.
Be sure sprocket is seated into position.
(8) Rotate crankshaft so the timing arrow is to the
12 O’clock position.
(9) Place timing chain around camshaft sprocket and place the timing arrow to the 6 O’clock position.
(10) Align the dark colored links with the dot on the camshaft sprocket, place timing chain around crankshaft sprocket with the dark colored link lined up with the dot on sprocket and install camshaft sprocket into position.
(11) Using straight edge to check alignment of timing arrows (Fig. 4).
(12) Install camshaft bolt and washer. Tighten to
54 N I m (40 ft. lbs.).
(13) Rotate crankshaft 2 revolutions. Timing arrows should line up. If timing arrows do not line up remove cam sprocket and realign.
(14) Check camshaft endplay. With new thrust plate specification is .0127 to .304 mm (.005 to .012
inches.). Old thrust plate specification is .31 mm
(.012 inch.) maximum. If not within these limits install new thrust plate.
(15) Install timing chain snubber. Tighten retaining screws to 12 N I m (105 in. lbs.).
Fig. 2 Timing Chain Case Cover
Fig. 3 Measuring Timing Chain Wear and Stretch
Fig. 4 Alignment of Timing Marks
INSTALLATION
(1) Be sure mating surfaces of chain case cover and cylinder block are clean and free from burrs. Crankshaft oil seal must be removed to insure correct oil pump engagement.
(2) Use a new cover gasket, O-rings. (Fig. 5).
(3) Rotate crankshaft so that the oil pump drive flats are vertical.
(4) Position oil pump inner rotor so the mating flats are in the same position as the crankshaft drive flats (Fig. 5).
(5) Install cover onto crankshaft. Make sure the oil pump is engaged on the crankshaft correctly or severe damage may result.
(6) Install chain case cover screws (Fig. 3). Snug the two bottom screws and the top center screw. Ensure the cover is seated to the block then torque all other screws to 27 N I m (20 ft. lbs.).
(7) Install crankshaft oil seal (Fig. 6).
(8) Install crankshaft pulley (Fig. 7).
1993 Concorde/Intrepid/Vision
Publication No. 81-370-3140
TSB 26-08-95 October, 1995
3.3L ENGINE 9 - 19
Fig. 5 Timing Chain Case Cover Gaskets and
O-Rings
Fig. 7 Installing Crankshaft Pulley
(15) Install oil pump pick-up and oil pan and transmission inspection cover if removed.
(16) Install engine mount.
(17) Fill crankcase with oil to proper level.
(18) Fill cooling system Refer to Cooling System
Group 7 for procedure.
(19) Connect battery.
TIMING CHAIN COVER EXTERNAL OIL SEAL
REMOVAL
(1) Remove drive belt. (Refer to Cooling System
Group 7) for procedure. Remove fan module.
(2) Remove crankshaft pulley (Fig. 1).
(3) Using Tool C-4991 to remove oil seal (Fig. 8). Be careful not to damage that crankshaft seal surface of cover.
Fig. 6 Install Crankshaft Oil Seal
(10) Install tensioner pulley bracket.
(11) Install cam sensor. Refer to Ignition System
Group 8D for installation procedure.
(12) Install A/C compressor mounting bracket.
(13) Install A/C compressor.
(14) Install accessory drive belt. Refer to Cooling
System Group 7 for installation procedure.
Fig. 8 Removing Crankshaft Oil Seal
9 - 20 3.3L ENGINE
INSTALLATION
(1) Install new seal by using Tool C-4992 (Fig. 6).
(2) Place seal into opening with seal spring towards the inside of engine. Install seal until flush with cover.
(3) Install crankshaft pulley using plate L-4524.
Thrust Bearing/washer and 5.9 inch screw (Fig. 7).
(4) Install accessory drive belt. Refer to Cooling
System Group 7 for installation procedure.
CAMSHAFT
REMOVAL—ENGINE REMOVED FROM
VEHICLE
Remove intake manifold, cylinder head covers, cylinder heads, timing chain case cover and timing chain. Refer to procedures outlined in this section.
(1) Remove rocker arm and shaft assemblies.
(2) Remove push rods and tappets; identify so each part will be replaced in its original location.
(3) Remove camshaft thrust plate (Fig. 9).
(4) Install a long bolt into front of camshaft to facilitate removal of the camshaft; remove camshaft, being careful not to damage cam bearing with the cam lobes.
INSTALLATION
(1) Lubricate camshaft lobes and camshaft bearing journals and insert the camshaft to within 2 inches of its final position in cylinder block.
Whenever an engine has been rebuilt or a new camshaft or tappets have been installed, add one pint of Chrysler Crankcase Conditioner or equivalent to engine oil to aid in break in. The oil mixture should be left in engine for a minimum of 805km (500 miles) and drained at the next normal oil change.
(2) Install camshaft thrust plate with two screws as shown in (Fig. 10). Tighten to 12 N I m (105 in. lbs.) torque.
(3) Rotate crankshaft so the timing arrow is to the
12 O’clock position.
(4) Place timing chain around camshaft sprocket and place the timing arrow to the 6 O’clock position.
(5) Align the dark colored links with the dot on the camshaft sprocket, place timing chain around crankshaft sprocket with the dark colored link lined up with the dot on sprocket and install camshaft sprocket into position.
(6) Using straight edge to check alignment of timing arrows (Fig. 12).
(7) Install the camshaft bolt. Tighten bolt to 54 N I m
(40 ft. lbs.).
(8) Rotate crankshaft 2 revolutions. Timing marks should line up. If timing marks do not line up, remove cam sprocket and realign.
(9) Measure camshaft end play. End Play should measure .0127 to .304 mm (.005 to .012 inches.) .310
mm (.012 inch. Max.). If not within limits install a new thrust plate.
(10) Each tappet reused must be installed in the same position from which it was removed. When camshaft is replaced, all of the tappets must be
replaced.
Fig. 9 Camshaft Thrust Plate
Fig. 10 Camshaft and Sprocket Assembly
Fig. 11 Alignment of Timing Marks
3.3L ENGINE 9 - 21
CAMSHAFT BEARINGS—ENGINE REMOVED FROM
VEHICLE
REMOVAL
(1) With engine completely disassembled, drive out rear cam bearing core hole plug.
(2) Install proper size adapters and horseshoe washers (part of Tool C-3132-A) at back of each bearing shell to be removed and drive out bearing shells (Fig. 12).
INSTALLATION
(1) Install new camshaft bearings with Tool
C-3132-A by sliding the new camshaft bearing shell over proper adapter.
(2) Position rear bearing in the tool. Install horseshoe lock and by reversing removal procedure, carefully drive bearing shell into place.
(3) Install remaining bearings in the same manner.
Bearings must be carefully aligned to bring oil holes into full register with oil passages from the main bearing. Number two bearing must index with the oil passage to the left cylinder head and Number three bearing must index with the oil passage to the right cylinder head. If the camshaft bearing shell oil holes are not in exact alignment, remove and reinstall them correctly. Install a new core hole plug at the rear of camshaft. Be sure this plug does not leak.
Fig. 13 Core Hole Plug Removal
ENGINE CORE, OIL AND CAM PLUGS
REMOVAL
Using a blunt tool such as a drift and a hammer, strike the bottom edge of the cup plug. With the cup plug rotated, grasp firmly with pliers or other suitable tool and remove plug (Fig. 13).
CAUTION: Do not drive cup plug into the casting as restricted cooling can result and cause serious engine problems.
Fig. 12 Removed Installation of Camshaft Bearings with Tool C-3132A—Typical
INSTALLATION
Thoroughly clean inside of cup plug hole in cylinder block or head. Be sure to remove old sealer.
Lightly coat inside of cup plug hole with Loctite Stud
N’ Bearing Mount or equivalent. Make certain the new plug is cleaned of all oil or grease. Using proper drive plug, drive plug into hole so that the sharp edge of the plug is at least 0.5mm (.020 inch) inside the lead-in chamfer.
It is not necessary to wait for curing of the sealant.
The cooling system can be refilled and the vehicle placed in service immediately.
9 - 22 3.3L ENGINE
Fig. 1 Cylinder Block, Piston and Connecting Rod Assembly
CYLINDER BLOCK, PISTON AND CONNECTING
ROD ASSEMBLY SERVICE
CYLINDER BLOCK
PISTON—REMOVAL
(1) Remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cylinder block. Be sure to keep tops of pistons covered during this operation. Pistons and connecting rods must be removed from top of cylinder block
(Fig. 1). When removing piston and connecting rod assemblies from the engine, rotate crankshaft so that each connecting rod is centered in cylinder bore.
(2) Inspect connecting rods and connecting rod caps for cylinder identification. Identify them if necessary.
(Fig. 2)
(3) Remove connecting rod cap. Install connecting rod bolt protectors on connecting rod bolts (Fig. 3).
Push each piston and rod assembly out of cylinder bore.
Be careful not to nick crankshaft journals.
(4) After removal, install bearing cap on the mating rod.
CLEANING AND INSPECTION
(1) Clean cylinder block thoroughly and check all core hole plugs for evidence of leaking.
(2) If new core plugs are installed, see Engine Core
Oil and Cam Plugs.
(3) Examine block for cracks or fractures.
CYLINDER BORE INSPECTION
The cylinder walls should be checked for out- ofround and taper with Tool C-119 (Fig. 4). If the cyl-
Fig. 2 Identify Connecting Rod to Cylinder
Fig. 3 Connecting Rod Protectors inder walls are badly scuffed or scored, the cylinder block should be rebored and honed, and new pistons and rings fitted. Whatever type of boring equipment is used, boring and honing operation should be
3.3L ENGINE 9 - 23
Fig. 5 Cylinder Bore and Piston Specifications
Fig. 4 Checking Cylinder Bore Size closely coordinated with the fitting of pistons and rings in order that specified clearances may be maintained.
Refer to Honing Cylinder Bores outlined in the
Standard Service Procedures for specification and procedures.
Measure the cylinder bore at three levels in directions A and B (Fig. 4). Top measurement should be
12mm (.50 inch) down and bottom measurement should be 12mm (.50 inch.) up from bottom of bore.
Refer to (Fig. 5) for specifications.
FINISHED PISTONS
All pistons are machined to the same weight in grams, to maintain piston balance. For cylinder bores which have been honed, new pistons and connecting rod assemblies are available for service.
FITTING PISTONS
Piston and cylinder wall must be clean and dry.
Piston diameter should be measured 90 degrees to piston pin at size location shown in (Fig. 6). Cylinder bores should be measured halfway down the cylinder bore and transverse to the engine crankshaft center line shown in (Fig. 4). Refer to (Fig. 5) for specifications.
Pistons and cylinder bores should be measured at normal room temperature, 70°F. (21°C).
PISTON PINS
The piston pin rotates in the piston only, and is retained by the press interference fit of the piston pin in the connecting rod. The piston pin is not to be removed damage to the piston may result.
Fig. 6 Piston Measurements
FITTING RINGS
(1) Wipe cylinder bore clean. Insert ring and push down with piston to ensure it is square in bore. The ring gap measurement must be made with the ring positioning at least 12mm (.50 inch) from bottom of cylinder bore. Check gap with feeler gauge (Fig. 7).
Refer to specifications (Fig. 8).
(2) Check piston ring to groove clearance: (Fig. 9).
Refer to specification (Fig. 8).
Fig. 7 Check Gap on Piston Rings
PISTON RINGS—INSTALLATION
(1) The No. 1 and No. 2 piston rings have a different cross section. Install rings with manufacturers
I.D. mark facing up, to the top of the piston (Fig. 10).
9 - 24 3.3L ENGINE
Fig. 10 Piston Ring Installation
Fig. 8 Piston Ring Specifications
Fig. 11 Installing Side Rail
Fig. 9 Measuring Piston Ring Side Clearance
CAUTION: Install piston rings in the following order:
(a) Oil ring expander.
(b) Upper oil ring side rail.
(c) Lower oil ring side rail.
(d) No. 2 Intermediate piston ring.
(e) No. 1 Upper piston ring.
(2) Install the side rail by placing one end between the piston ring groove and the expander. Hold end firmly and press down the portion to be installed until side rail is in position. Do not use a piston ring
expander. (Fig. 11).
(3) Install upper side rail first and then the lower side rail.
(4) Install No. 2 piston ring and then No. 1 piston ring (Fig. 12).
Fig. 12 Installing Upper and Intermediate Rings
(5) Position piston ring end gaps as shown in (Fig.
13).
(6) Position oil ring expander gap at least 45° from the side rail gaps but not on the piston pin center or on the thrust direction. Staggering ring gap is important for oil control.
3.3L ENGINE 9 - 25
Fig. 13 Piston Ring End Gap Position
INSTALLING PISTON AND CONNECTING ROD
ASSEMBLY
(1) Before installing pistons and connecting rod assemblies into the bore, besure that compression ring gaps are staggered so that neither is in line with oil ring rail gap.
(2) Before installing the ring compressor, make sure the oil ring expander ends are butted and the rail gaps located as shown in (Fig. 14).
Fig. 15 Piston I.D. Notches
(7) The notch or groove on top of piston must be pointing toward front of engine (Fig. 15).
(8) Install rod caps. Install nuts on cleaned and oiled rod bolts and tighten nuts to 54 N I m (40 ft. lb.) Plus 1/4 turn.
Fig. 14 Installing Piston
(3) Immerse the piston head and rings in clean engine oil, slide the ring compressor, over the piston and tighten with the special wrench. Be sure posi- tion of rings does not change during this operation.
(4) Install connecting rod bolt protectors on rod bolts. (Fig. 3)
(5) Rotate crankshaft so that the connecting rod journal is on the center of the cylinder bore. Insert rod and piston into cylinder bore and guide rod over the crankshaft journal.
(6) Tap the piston down in cylinder bore, using a hammer handle. At the same time, guide connecting rod into position on connecting rod journal.
Fig. 16 Checking Connecting Rod Bearing Clearance
CONNECTING RODS
INSTALLATION OF CONNECTING ROD
BEARINGS
Fit all rods on one bank until complete.
The bearing caps are not interchangeable and should be marked at removal to insure correct assembly.
9 - 26 3.3L ENGINE
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 09-17-92 November 2, 1992
The bearing shells must be installed with the tangs inserted into the machined grooves in the rods and caps. Install cap with the tangs on the same side as the rod.
Limits of taper or out-of-round on any crankshaft journals should be held to .025mm (.001 inch). Bearings are available in .025mm (.001 inch), .051mm (.002
inch),.076mm (.003 inch), .254mm (.010 inch) and
.305mm (.012 inch) undersize. Install the bearings in pairs. Do not use a new bearing half with an old bearing half. Do not file the rods or bearing caps.
(1) Follow procedure specified in the Standard Service Procedure Section for Measuring Main Bearing
Clearance and Connecting Rod Bearing Clearance
(Fig. 16).
The rod bearing bolts should be examined before reuse. If the threads are necked down the bolts should be replaced (Fig. 19).
Necking can be checked by holding a scale or straight edge against the threads. If all the threads do not contact the scale the bolt should be replaced.
(2) Before installing the nuts the threads should be oiled with engine oil.
(3) Install nuts on each bolt finger tight then alternately torque each nut to assemble the cap properly.
(4) Tighten the nuts to 54 N I m PLUS 1/4 turn (40 ft.
lbs. PLUS 1/4 turn).
(5) Using a feeler gauge, check connecting rod side clearance (Fig. 17). Refer to (Fig. 18) for specifications.
Fig. 18 Connecting Rod Specifications
Fig. 19 Check for Stretched Bolts
CRANKSHAFT MAIN JOURNALS
The crankshaft journals should be checked for excessive wear, taper and scoring. (Fig. 6) Limits of taper or out-of-round on any crankshaft journals should be held to
.025mm (.001 inch). Journal grinding should not exceed
.305mm (.012 inch) under the standard journal diameter.
Do NOT grind thrust faces of Number 2 main bearing. Do
NOT nick crank pin or bearing fillets. After grinding, remove rough edges from crankshaft oil holes and clean out all passages.
CAUTION: With the nodular cast iron crankshafts used it is important that the final paper or cloth polish after any journal regrind be in the same direction as normal rotation in the engine.
Fig. 17 Checking Connecting Rod Side Clearance
CRANKSHAFT SERVICE
CRANKSHAFT MAIN BEARINGS
Bearing caps are not interchangeable and should be marked at removal to insure correct assembly. (Fig. 1)
Upper and lower bearing halves are NOT interchangeable. Lower main bearing halves of 1, 3 and 4 are interchangeable. Upper main bearing halves of 1, 3 and 4 are interchangeable.
Fig. 1 Main Bearing Cap Identification
The upper Number 2 bearing is a three piece clinched design with a flanged upper half ONLY to carry the crankshaft thrust loads. It is NOT interchangeable with any other bearing halves in the engine (Fig. 2). All bearing cap bolts removed during service procedures are to be cleaned and oiled before installation. Bearing shells are available in standard and the following undersizes: 0.025mm (.001 inch), .051mm (.002 inch),
.076mm (.003 inch), .254mm (.010 inch), and .305mm
(.012 inch). Never install an undersize bearing that will reduce clearance below specifications.
Fig. 2 Main Bearing Identification
REMOVAL
(1) Remove oil pan and identify bearing caps before removal.
(2) Remove bearing caps one at a time. Remove upper half of bearing by inserting Special Main Bearing Tool
C-3059. (Fig. 3) into the oil hole of crankshaft.
(3) Slowly rotate crankshaft clockwise, forcing out upper half of bearing shell.
3.3L ENGINE 9 - 27
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 09-17-92 November 2, 1992
INSTALLATION
Only one main bearing should be selectively fitted while all other main bearing caps are properly tightened.
When installing a new upper bearing shell, slightly chamfer the sharp edges from the plain side.
(1) Start bearing in place, and insert Main Bearing
Tool C-3059 into oil hole of crankshaft (Fig. 3).
(2) Slowly rotate crankshaft counter-clockwise sliding the bearing into position. Remove Special Main
Bearing Tool C-3059.
(3) Install each main cap and tighten bolts finger tight.
(4) Tighten number 1, 3 and 4 main cap bolts to 41
N I m + 1/4 Turn (30 ft. lbs.+ 1/4 Turn).
(5) Rotate the crankshaft until number 6 piston is at
TDC.
(6) To ensure correct thrust bearing alignment the following procedure must be done:
(a) Move crankshaft all the way to the rear of its travel.
(b) Then, move crankshaft all the way to the front of its travel.
(c) Wedge a appropriate tool between the rear of the cylinder block and rear crankshaft counterweight. This will hold the crankshaft in its most forward position.
(d) Tighten the #2 Thrust Bearing cap bolts to 41
N I m + 1/4 Turn (30 ft. lbs.+ 1/4 Turn). Remove the holding tool.
CHECKING CRANKSHAFT END PLAY
(1) Mount a dial indicator to front of engine, locating probe on nose of crankshaft (Fig. 4).
Fig. 3 Removing and Installing Upper Main Bearing
With Special Tool C-3059
Fig. 4 Checking Crankshaft End Play
(2) Move crankshaft all the way to the rear of its travel.
(3) Zero the dial indicator.
9 - 28 3.3L ENGINE
(4) Move crankshaft all the way to the front and read the dial indicator. Refer to (Fig. 5) for specification.
(3) Cut plastigage to same length as width of the bearing and place it in parallel with the journal axis
(Fig. 7).
Fig. 5 Crankshaft specification
CRANKSHAFT END PLAY CHECK—OPTIONAL
(1) Move crankshaft all the way to the rear of its travel using a lever inserted between a main bearing cap and a crankshaft cheek using care not to damage any bearing surface.Do notloosen main bearing cap.
(2) Use a feeler gauge between number 2 thrust bearing and machined crankshaft surface to determine end play. Refer to (Fig. 5) for specification.
CRANKSHAFT OIL CLEARANCE
(1) Measure the journal outside diameter as shown in (Fig. 6). Refer to specification (Fig. 5).
Fig. 7 Measuring Bearing Clearance with Plastigage
(4) Install the main bearing cap carefully and tighten the bolts to specified torque.
CAUTION: Do not rotate crankshaft or the plastigage will be smeared.
(5) Carefully remove the bearing cap and measure the width of the plastigage at the widest part using the scale on the plastigage package (Fig. 7). Refer to specification (Fig. 5) for proper clearances. If the clearance exceeds the specified limits. Replace the main bearing(s) and if necessary have the crankshaft machined to next undersize. Also see Measuring Main and Connecting
Rod Bearing Clearance in Standard Service Procedures.
CAUTION: Do not rotate crankshaft or the Plastigage may be smeared.
Fig. 6 Measure Crankshaft Journal O.D.
PLASTIGAGE (OIL CLEARANCE) MEASUREMENT
(1) Remove oil from journal and bearing shell.
(2) Install crankshaft.
CRANKSHAFT OIL SEALS SERVICE
REMOVAL
Pry out rear seal with screwdriver. Be careful not to nick or damage crankshaft flange seal surface or retainer bore (Fig. 8).
INSTALLATION
(1) Place Special Seal Pilot Tool C-4681 on crankshaft (Fig. 9).
(2) Lightly coat seal O.D. with Loctite Stud N’
Bearing Mount or equivalent.
(3) Place seal over Special Seal Pilot Tool C-4681 and tap in place with a plastic hammer.
REAR CRANKSHAFT SEAL RETAINER
When retainer removal is required, remove retainer clean engine block and retainer of old gasket.
Fig. 8 Removing Rear Crankshaft Oil Seal
Fig. 9 Installing Rear Crankshaft Oil Seal
3.3L ENGINE 9 - 29
Make sure surfaces are clean and free of oil. Install new gasket and tighten screws to 12 N I m (105 in.
lbs.).
ENGINE LUBRICATION SYSTEM
The lubrication system is a full flow filtration pressure feed type. Oil from the oil pan is pumped by a internal gear type oil pump directly coupled to the crankshaft. Its pressure is regulated by a relief valve located in the Chain Case Cover. The oil is pumped through an oil filter and feeds a main oil galley.This
oil gallery feeds oil under pressure to the main and rod bearings, camshaft bearings. Passages in the cylinder block feed oil to the hydraulic lifters and rocker shaft brackets which feeds the rocker arm pivots (Fig. 1).
OIL PAN SERVICE
REMOVAL
(1) Disconnect negative battery cable, remove engine oil dipstick.
(2) Raise vehicle. Drain engine oil.
(3) Remove oil pan screws and remove oil pan.
CLEANING AND INSPECTION
(1) Clean oil pan in solvent and wipe dry with a clean cloth. Clean all gasket material from mounting surfaces of pan and block.
(2) Inspect oil drain plug and plug hole for stripped or damaged threads and repair as necessary. Install a new drain plug gasket. Tighten to 27 N I m (20 ft.
lb.).
(3) Inspect oil pan mounting flange for bends or distortion. Straighten flange if necessary.
Fig. 1 Engine Oiling System
9 - 30 3.3L ENGINE
(4) Clean oil screen and pipe in clean solvent. Inspect condition of screen.
INSTALLATION
(1) Put a new o-ring on the oil pick-up tube and install into Chain Case Cover tighten screw to 28 N I m
(250 in. lbs.) (Fig. 2).
Fig. 2 Oil Pump Pick-up Tube Service
(2) Apply a 1/8 inch bead of Mopar Silicone Rubber
Adhesive Sealant or equivalent, at the parting line of the chain case cover and the rear seal retainer (Fig.
3).
Fig. 4 Oil Pan Gasket Installation
Refer to Timing Chain Cover Removal and Installation of this section for procedures.
DISASSEMBLY
(1) To remove the relief valve, proceed as follows:
(a) Drill a 3.175mm (1/8 inch) hole into the relief valve retainer cap and insert a self-threading sheet metal screw into cap.
(b) Clamp screw into a vise and while supporting chain case cover (CCC), remove cap by tapping
CCC using a soft hammer. Discard retainer cap and remove spring and relief valve (Fig. 5).
Fig. 3 Oil Pan Sealing
(3) Use a new pan gasket (Fig. 4).
(4) Install pan and tighten screws to 23 N
I m (200 in. lb.).
(5) Lower vehicle and install oil dipstick.
(6) Connect negative battery cable.
(7) Fill crankcase with oil to proper level.
OIL PUMP SERVICE
It is necessary to remove the oil pan, oil pickup and chain case cover (CCC) to service the oil pump rotors. The oil pump pressure relief valve can be serviced by removing the oil pan and oil pickup tube.
Fig. 5 Oil Pressure Relief Valve
(2) Remove oil pump cover screws, and lift off cover.
(3) Remove pump rotors.
(4) Wash all parts in a suitable solvent and inspect carefully for damage or wear (Fig. 6).
INSPECTION AND REPAIR
(1) Clean all parts thoroughly. Mating surface of the chain case cover (CCC) should be smooth. Replace pump cover if scratched or grooved.
3.3L ENGINE 9 - 31
Fig. 6 Oil Pump
(2) Lay a straightedge across the pump cover surface (Fig. 7). If a .076mm (.003 inch) feeler gauge can be inserted between cover and straight edge, cover should be replaced.
Fig. 8 Measuring Outer Rotor Thickness
Fig. 9 Measuring Inner Rotor Thickness
Fig. 7 Checking Oil Pump Cover Flatness
(3) Measure thickness and diameter of outer rotor.
If outer rotor thickness measures 7.64mm (0.0301
inch.) or less (Fig. 8), or if the diameter is 79.95mm
(3.148 inches.) or less, replace outer rotor.
(4) If inner rotor measures 7.64mm (.301 inch) or less replace inner rotor (Fig. 9).
(5) Slide outer rotor into CCC, press to one side with fingers and measure clearance between rotor and CCC (Fig. 10). If measurement is .39mm (.015
inch) or more, replace CCC only if outer rotor is in specification.
(6) Install inner rotor into CCC. If clearance between inner and outer rotors (Fig. 11) is .203mm
(.008 inch) or more, replace both rotors.
(7) Place a straightedge across the face of the CCC, between bolt holes. If a feeler gauge of .102mm (.004
inch) or more can be inserted between rotors and the straightedge, replace pump assembly (Fig.
12).
ONLY if rotors are in specs.
Fig. 10 Measuring Outer Rotor Clearance in
Housing
(8) Inspect oil pressure relief valve plunger for scoring and free operation in its bore. Small marks may be removed with 400-grit wet or dry sandpaper.
9 - 32 3.3L ENGINE
CHECKING ENGINE OIL PRESSURE
Check oil pressure using gauge at oil pressure switch location. Oil pressure should be 34 kPa ( 5 psi.) at idle or 205 to 550 kPa (30 to 80 psi.) at 3000 RPM.
(1) Remove pressure sending unit and install oil pressure gauge (Fig. 13).
CAUTION: If oil pressure is 0 at idle, Do Not Run
engine at 3000 RPM.
(2) Warm engine at high idle until thermostat opens.
Fig. 11 Measuring Clearance Between Rotors
(9) The relief valve spring has a free length of approximately 49.5mm (1.95 inches) it should test between 19.5 and 20.5 pounds when compressed to
34mm (1-11/32 inches). Replace spring that fails to meet specifications (Fig. 5).
(10) If oil pressure is low and pump is within specifications, inspect for worn engine bearings or other reasons for oil pressure loss.
OIL PUMP ASSEMBLY AND INSTALLATION
(1) Assemble pump, using new parts as required.
Install the inner rotor with chamfer facing the cast iron oil pump cover.
(2) Tighten cover screws to 12 N
I m (105 in. lbs.).
(3) Prime oil pump before installation by filling rotor cavity with engine oil.
(4) Install chain case cover slowly refer to Timing
Chain Cover Installation of this section.
Fig. 13 Checking Oil Pump Pressure
OIL FILTER
When servicing oil filter avoid deforming the filter can by installing the remove/install tool band strap against the can to base lockseam. The lockseam joining the can to the base is reinforced by the base plate.
(1) Using Tool C-4065, unscrew filter from base and discard (Fig. 14).
(2) Wipe base clean, then inspect gasket contact surface.
(3) Lubricate gasket of new filter with clean engine oil.
(4) Install and tighten filter to 20 N
I m (15 ft. lbs.) torque after gasket contacts base. Use filter wrench if necessary.
(5) Start engine and check for leaks.
Fig. 12 Measuring Clearance Over Rotors
Fig. 14 Oil Filter
ENGINE SPECIFICATIONS
3.3L ENGINE 9 - 33
9 - 34 3.3L ENGINE
ENGINE SPECIFICATIONS (CONT.)
ENGINE SPECIFICATIONS (CONT.)
3.3L ENGINE 9 - 35
9 - 36 3.3L ENGINE
ENGINE SPECIFICATIONS (CONT.)
TORQUE
3.3L ENGINE 9 - 37
9 - 38 3.5L ENGINE
3.5L ENGINE
INDEX page
Camshaft Service
. . . . . . . . . . . . . . . . . . . . . . . . 48
Checking Engine Oil Pressure
. . . . . . . . . . . . . . . 65
Connecting Rods
. . . . . . . . . . . . . . . . . . . . . . . . . 58
Crankshaft Oil Seals Service
. . . . . . . . . . . . . . . . 60
Crankshaft Service
. . . . . . . . . . . . . . . . . . . . . . . 58
Cylinder Block, Crankshaft, Piston and Connecting
Rod Assembly Service
. . . . . . . . . . . . . . . . . . . 54
Cylinder Head
. . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Cylinder Head and Camshaft Service
Engine Assembly
. . . . . . . . . . . . . . . . . . . . . . . . . 40
Engine Core Plugs
. . . . . . . . . . . . . . . . . . . . . . . 61
Engine Lubrication System
. . . . . . . . . . . . . . . . . 62
Engine Mounts
. . . . . . . . . . . . . . . . . . . . . . . . . . 40
page
Engine Specifications
. . . . . . . . . . . . . . . . . . . . . 67
General Information
. . . . . . . . . . . . . . . . . . . . . . . 38
Hydralic Lash Adjuster
. . . . . . . . . . . . . . . . . . . . . 47
Installing Piston and Connecting Rod Assembly
Oil Filter
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Oil Pan Service
. . . . . . . . . . . . . . . . . . . . . . . . . . 62
Oil Pump Service
. . . . . . . . . . . . . . . . . . . . . . . . 63
Spark Plug Tube Service
. . . . . . . . . . . . . . . . . . . 46
Timing Belt Inspection—In Vehicle . . . . . . . . . . . .
Timing Belt Service
. . . . . . . . . . . . . . . . . . . . . . . 42
Timing System and Seals Service
Valve Service
. . . . . . . . . . . . . . . . . . . . . . . . . . . 50
GENERAL INFORMATION
ENGINE IDENTIFICATION NUMBER OR CODE
The engine identification number is located on the rear of the cylinder block just below the cylinder head (Fig. 1).
BLOCK: The cylinder block is a light weight design created by reducing thickness in many parts and a short 10 mm (3/8 inch) block skirt. High rigidity is provided with ribs cast in the outer wall, a full length water jacket, and a cross bolt type main bearing caps.
CRANKSHAFT: A six throw, five weight crankshaft is supported by four main bearings with number two being the thrust bearing. The six separate connecting rod throws pins reduce torque fluctuations while a torsional vibration damper is used to control torsion caused vibration of the crankshaft.
3.5L ENGINE
3.5L ENGINE 9 - 39
SPECIFICATIONS
Fig. 1 Engine Identification
Rubber lipped seals are used at front and rear. The front seal is retained in the oil pump case and the rear is retained in a block-mounted housing.
PISTONS: Are aluminum alloy with a steel strut, short height, and thin wall to be light weight. The piston head with valve recesses, in combination with the cylinder head, forms a compact spherical head with clearance for total valve lift with pistons at top dead center. The piston skirt, top and second ring lands are finished to a tapered roughness for oil retention and high resistance to scuffing. Piston pins are full-floating, join the pistons to the connecting rods.
CYLINDER HEAD: The aluminum alloy cylinder heads feature cross-flow type intake and exhaust ports. Valve guides and inserts are powdered metal.
Valves of heat resistance steel are arranged in a V with each camshaft on center. To improve combustion speed the chambers are a compact spherical design with a squish area of approximately 30 percent of the piston top area. The cylinder heads are common to either cylinder bank by reversing the direction of installation.
CAMSHAFTS: Two overhead camshafts provide valve actuation, The left camshaft is provided with a
DIS pick-up wheel and is longer. Both camshafts are supported by four bearing journals, thrust for the camshafts is taken at the thrust plate attached to the rear of the cylinder head. Right and left camshaft driving sprockets are not interchangeable.
The sprockets and the engine water pump are driven by a single notched timing belt.
ROCKER ARM SHAFTS: The shafts are retained by the aluminum alloy pedestals. Four shafts are used, one for each intake and exhaust rocker arm assembly on each cylinder head. The hollow shafts provide a duct for lubricating oil flow from the cylinder head to the valve mechanisms.
ROCKER ARMS: Are of light weight permanent mold aluminum alloy with roller type follower operating against the cam shaft. The valve actuating end of the rocker arms are machined to retain hydraulic lash adjusters, eliminating valve lash adjustment.
VALVES: Are made of heat resistant steel and are further treated to resist heat.
VALVE SPRINGS: Are especially designed right and left wound valve spring wire. Valve spring retainers, locks and valve spring seat are intergal with the valve seal which includes a garter spring on it.
INTAKE MANIFOLD: The aluminum alloy manifold is a cross type with long runners to improve inertia. The air plenum chamber absorbs air pulsations created during the suction phase of each cylinder.
EXHAUST MANIFOLDS: Both manifolds are a log style made of ductile cast iron.
ENGINE LUBRICATION: System is a full flow filtration, pressure feed type. The oil pump body is mounted to the engine block. The pump inner rotor is driven by the crankshaft. A windage tray, intregal with the oil pan gasket, increases power by minimizing oil windage at high engine rpm.
9 - 40 3.5L ENGINE
ENGINE MOUNTS
Fig. 2 Engine Mounting — Typical
REMOVAL
(1) Remove the isolator attaching nuts from top of the mounting bracket.
(2) Raise vehicle on hoist.
(3) Support the engine with a jack and a block of wood across the full width of the oil pan.
(4) Remove the lower attaching nuts from the bottom of the isolator to the frame (Fig. 2).
(5) Raise engine carefully with jack enough to remove the isolator from its mount.
INSTALLATION
(1) Install mount onto the frame.
(2) Lower the engine onto the isolator mount (Fig.
2). Remove jack from vehicle.
(3) Tighten the isolator to frame nuts to 61 N
I m
(45 ft. lbs.).
(4) Lower vehicle. Install the upper attaching nuts to mount and tighten to 61 N I m (45 ft. lbs.).
REAR MOUNT
(1) Raise vehicle on hoist.
(2) Support the transmission with a transmission jack.
(3) Remove the insolator thru bolt from the mount.
(4) Remove the transmission mount fasteners and remove mount.
(5) Reverse removal procedure for installation.
ENGINE HYDRO-MOUNT INSULATORS
Engine hydro-mounts may show cracks this will not effect its performance and should not be replaced.
Only replace the engine hydro-mounts when it’s leaking fluid.
• Drive shaft distress: Refer to Driveshafts in Suspension, Group 2.
• Any front end structural damage (after repair).
• Insulator replacement.
ENGINE ASSEMBLY
REMOVAL
(1) Disconnect battery.
(2) Mark hood position at hinges and remove hood.
(3) Drain cooling system. Refer to Cooling System
Group 7 for draining procedure.
(4) Disconnect all electrical connections.
(5) Remove coolant hoses from radiator and engine.
(6) Remove radiator and fan assembly. Refer to
Cooling System Group 7 for procedure.
(7) See Fuel System Group 14, For procedures to release fuel pressure, disconnect fuel lines and accelerator cable.
(8) Remove air cleaner assembly.
(9) Hoist vehicle and drain engine oil.
(10) Remove air conditioning compressor mounting bolts and set compressor aside.
(11) Disconnect exhaust pipes at manifolds.
(12) Remove transmission inspection cover and mark flex plate to torque converter position.
(13) Remove screws holding torque converter to flex plate and attach C-clamp on bottom of converter housing to prevent torque converter from coming out.
(14) Remove power steering pump mounting bolts and set pump aside.
(15) Remove two lower transmission to block screws.
(16) Remove starter.
(17) Lower vehicle and disconnect vacuum lines and ground strap.
(18) Install transmission holding fixture.
(19) Attach engine lifting hoist and support engine
(Fig. 3).
(20) Remove upper transmission case to block bolts.
(21) Remove engine.
INSTALLATION
(1) Attach hoist and lower engine into engine compartment.
(2) Align engine mounts and install but do not
tighten until all mounting bolts have been installed.
Tighten bolts to torque specified in (Fig. 2).
(3) Install transmission case to cylinder block, tighten bolts to 102 N I m (75 ft. lbs.) torque.
Fig. 3 Engine Lifting Points
(4) Remove engine hoist and transmission holding fixture.
(5) Remove C clamp from torque converter housing.
Align flex plate to torque converter and install mounting screws. Tighten to 75 N I m (55 ft. lbs.)
(6) Install transmission inspection cover.
(7) Connect exhaust system at manifold.
(8) Install starter.
(9) Install power steering pump and air conditioning compressor. For belt installation Refer to Accessory
Belt Drive in Cooling System Group 7.
(10) Lower vehicle and connect all vacuum lines.
(11) Connect all electrical connections including ground strap.
(12) Connect fuel lines and accelerator cable.
(13) Install radiator and fan assembly. Connect fan motor electrical lead. Install radiator hoses. Fill cooling system. Refer to Cooling System Group 7 for filling procedure.
(14) Fill engine crankcase with proper oil to correct level.
(15) Install hood.
(16) Connect battery.
(17) Start engine and run until operating temperature is reached.
(18) Adjust transmission or linkage if necessary.
3.5L ENGINE 9 - 41
1993 Concorde/Intrepid/Vision
Publication No. 81-370-3140
TSB 26-08-95 October, 1995
TIMING SYSTEM AND SEALS SERVICE
TIMING BELT COVERS SERVICE
REMOVAL
(1) Drain cooling system and remove upper radiator hose for access to timing belt covers. Refer to Cooling
System Group 7 for draining procedure. Remove fan module.
(2) Remove the accessory drive belts. Refer to Accessory Drive System in Group 7 for service procedure.
Remove crankshaft pulley (Fig. 2).
(3) Remove the stamped steel cover (Fig. 1). Do not
remove the sealer on the cover, it is reusable. If some sealer is missing use Mopar Silicone Rubber
Adhesive Sealant or equivalent to replace the missing sealer.
(4) Remove the cast cover (Fig. 1).
(5) Remove the lower belt cover located behind the crankshaft pulley.
(6) To install reverse previous procedures.
Fig. 1 Timing Belt Covers
Fig. 2 Crankshaft Pulley — Removal
9 - 42 3.5L ENGINE
TIMING BELT INSPECTION—IN VEHICLE
(1) Drain cooling system and remove upper radiator hose for access to timing belt covers. Refer to
Cooling Systems Group 7 for procedure.
(2) Remove the accessory drive belts. Refer to Accessory Drive System in Group 7 for service procedure.
(3) Remove timing belt covers. Refer to procedure outline in this section.
(4) Inspect both sides of the timing belt. Replace belt if any of the following conditions exist.
• Hardening of back rubber back side is glossy without resilience and leaves no indent when pressed with fingernail.
• Cracks on rubber back.
• Cracks or peeling of canvas.
•
Cracks on rib root.
• Cracks on belt sides.
• Missing teeth.
• Abnormal wear of belt sides. The sides are normal if they are sharp as if cut by a knife (Fig. 3).
(5) If none of the above conditions are seen on the belt, the belt cover can be installed.
Fig. 4 Timing Belt System
TIMING BELT TENSIONER
(1) When tensioner is removed from the engine it is necessary to compress the plunger into the tensioner body.
(2) Place the tensioner into a vise and slowly compress the plunger (Fig. 5).
CAUTION: Index the tensioner in the vise the same way it is installed on the engine. This is to ensure proper pin orientation when tensioner is installed on the engine.
(3) When plunger is compressed into the tensioner body install a pin through the body and plunger to retain plunger in place until tensioner is installed.
Fig. 3 Timing Belt Inspection
TIMING BELT SERVICE
REMOVAL
(1) Mark belt running direction for installation.
(2) Align the camshaft sprockets with marks on rear covers before timing belt is removed (Fig. 6).
(3) Remove the timing belt tensioner (Fig. 4) and remove timing belt.
Fig. 5 Compressing Timing Belt Tensioner
INSTALLATION
CAUTION: This procedure can only be used when the camshaft sprockets have not been loosened or
removed from the camshafts.
(1) Align the crankshaft sprocket with the TDC mark on oil pump cover (Fig. 6).
3.5L ENGINE 9 - 43
(2) Align the camshaft sprockets between the marks on the covers (Fig. 6).
(3) Install the timing belt starting at the crankshaft sprocket going in a counterclockwise direction
(Fig. 6). After the belt is installed on the right sprocket keep tension on the belt until it is past the tensioner pulley.
(4) Holding the tensioner pulley against the belt,
Install the tensioner into the housing and tighten to
28 N
I m ( 250 in. lbs.).
(5) When tensioner is in place pull retaining pin to allow the tensioner to extend to the pulley bracket.
(6) Rotate crankshaft sprocket 2 revolutions and check the timing marks on the camshafts and crankshaft. The marks should line up within their respective locations (Fig. 6). If marks do not line up repeat procedure.
Fig. 7 Crankshaft Sprocket — Removal
Fig. 6 Timing Belt Installation
SERVICING FRONT CRANKSHAFT OIL SEALS
(1) With timing belt removed. Refer to procedure outlined in this section.
(2) Remove crankshaft sprocket using Special Tool
L-4407-A, (Fig. 7).
8).
(3) Tap the dowel pin out of the crankshaft (Fig.
(4) Remove crankshaft seal using Special Tool
6341 (Fig. 9).
CAUTION: Do not nick shaft seal surface or seal bore.
(5) Shaft seal lip surface must be free of varnish, dirt or nicks. Polish with 400 grit paper if necessary.
(6) Install crankshaft seals using Special Tool 6342
(Fig. 10).
(7) Install the dowel pin into the crankshaft to 1.2
mm (0.047 inch.) (Fig. 8).
(8) Install crankshaft sprocket using special tool shown in (Fig. 11).
Fig. 8 Removing/Installing Crankshaft Sprocket
Dowel Pin
Fig. 9 Removing Crankshaft Oil Seal with Special
Tool 6341A
9 - 44 3.5L ENGINE
1993 Concorde/Intrepid/Vision
Publication No. 81-270-3140
TSB 09-16-93 October 22, 1993
Fig. 10 Installing Crankshaft Oil Seal with Special
Tool 6342
Fig. 12 Camshaft Sprocket Identification
CAMSHAFT AND TIMING BELT—INSTALLATION
AND TIMING PROCEDURE
CAUTION: The camshaft sprockets are not interchangeable from side to side (Fig. 12).
(1) Place crankshaft sprocket to the TDC mark on the oil pump housing (Fig. 6).
(2) Set the left camshaft pilot hole and the right camshaft pilot hole as shown in (Fig. 13). Install the camshaft alignment Special Tools 6642-A to the rear of the cylinder heads.
(3) Preload the tensioner with a vise and install locking pin (Fig. 5).
Fig. 11 Crankshaft Sprocket — Installation
CAMSHAFT SPROCKETS
REMOVAL
CAUTION: When cam sprockets are loosened or removed, the camshafts must be timed to the engine.
Refer to camshaft timing and timing belt installation procedure outlined in this section. THE CAMSHAFT
SPROCKETS ARE NOT INTERCHANGABLE
(1) Hold camshaft sprocket with 36 mm (1 7/16 in.) box wrench loosen and remove bolt and washer. To remove the bolt with engine in the vehicle it may be necessary to lift that side of the engine because the right bolt is 213 mm (8 3/8 in.) long and the left bolt is
255 mm (10.0 in.) long.
(2) Remove camshaft sprocket from camshaft. Each sprocket has a D shaped hole that allows it to rotate several degrees in each direction on its shaft. This design must be timed with the engine to ensure proper performance of the engine. Refer to camshaft and timing belt installation outlined in this section for procedure.
Fig. 13 Camshaft Alignment Special Tools 6642-A
(4) Install camshaft sprockets onto the camshafts.
Apply sealer loctite 277 or equivelent to the ends of the bolts. The 255 mm (10 in.) bolt is to be installed in the left camshaft and the 213 mm (8 3/8 in.) bolt is to be installed into the right camshaft.
Do not
3.5L ENGINE 9 - 45
tighten the bolts. Camshaft sprocket mark should be between the marks on the cover (Fig. 6).
(5) Install the timing belt starting at the crankshaft sprocket going in a counterclockwise direction
(Fig. 6). After the belt is installed around the last sprocket keep tension on the belt until it is past the tensioner pulley.
(6) Holding the tensioner pulley against the belt,
Install the tensioner into the housing and tighten to
28 N
I m ( 250 in. lbs.).
(7) When tensioner is in place pull retaining pin to allow the tensioner to extend to the pulley bracket.
(8) Install a dial indicator in number 1 cylinder to check TDC of the piston (Fig. 14). Rotate the crankshaft until the piston is at exactly TDC. This is important for engine performance.
(9) With number 1 piston at TDC, hold the camshaft sprocket hex with a 36 mm (1 7/16 in.) wrench and tighten the camshaft bolt to 127 N I m (95 ft. lbs.).
Repeat step on other camshaft.
(10) Remove dial indicator and install spark plug and tighten to 28 N I m (20 ft. lbs.).
(11) Remove camshaft alignment special tools
6642-A and install cam covers and O-rings. Tighten fasteners to 28 N I m (250 in. lbs.).
(12) Install timing belt covers. Refer to Timing
Belt Cover Service outlined in this section.
Fig. 1 Cylinder Head-Camshaft-Valves
Fig. 14 Dial Indicator Locating TDC of Piston
CYLINDER HEAD AND CAMSHAFT SERVICE
CYLINDER HEAD COVER
WARNING: DO NOT START OR RUN ENGINE WITH
CYLINDER HEAD COVER REMOVED FROM THE
ENGINE. DAMAGE OR PERSONAL INJURY MAY
OCCUR.
Fig. 2 Cover Lower Intake Manifold With Suitable
Cover
REMOVAL
(1) Remove air cleaner assembly and intake manifold plenum. Refer to Group 11 Exhaust System and
Intake Manifold for procedure.
(2) Cover lower intake manifold with a suitable cover during service (Fig. 2).
(3) Disconnect and relocate spark plug wires.
(4) Loosen the A/C compressor mounting bracket and pull away from cylinder head.
(5) Remove spark plug tube nut and o-ring (Fig. 3).
(6) Remove rocker cover screws and remove cover
(Fig. 4).
INSTALLATION
(1) Clean cylinder head and cover mating surfaces.
Install new gasket.
9 - 46 3.5L ENGINE
(2) Install cover and tighten cover bolt washer and gasket assembly to 12 N I m (105 in. lbs.) (Fig. 4).
(3) Install spark plug tube nut and o-ring (Fig. 3).
Tighten nut to 7 N I m (60 in. lbs.).
Fig. 3 Spark Plug Tube Nut and O-Ring
Fig. 5 Servicing Spark Plug Tubes on the right side of the engine has an oil passage hole from the cylinder head located at the third rocker shaft support (Fig. 10). The rocker arm shaft assembly on the left side of the engine has an oil passage hole from the cylinder head located at the second rocker shaft support (Fig. 11).
REMOVAL
(1) Remove valve covers. Refer to procedure outlined in this section.
(2) Identify the rocker arm assembly and rocker arms before disassembly (Fig. 6).
(3) Remove rocker arm assembly bolts.
Fig. 4 Rocker Cover Assemblies
SPARK PLUG TUBE SERVICE
(1) Remove valve cover. Refer to procedure outlined in this section for procedure.
(2) Using locking pliers remove the tube from the cylinder head (Fig. 5). Discard old tube.
(3) Clean area around spark plug with MOPAR parts cleaner or equivelant.
(4) New tubes have sealer applied to them Do Not
Use Additional Sealer On Tube.
(5) Install New Tube with using the spark plug tube nut and a 32 mm socket Immediately tighten to 41 N I m (30 ft. lbs.).
(6) Install valve cover. Refer to procedure outlined in this section for procedure.
ROCKER ARM ASSEMBLY SERVICE
The rocker arm shafts are hollow and are used as a lubrication oil duct. The rocker arm shaft assembly
Fig. 6 Rocker Arms and Shaft Identification
ROCKER ARMS
The intake and exhaust rocker arms are different.
They should be identified before disassembling the assembly (Fig. 6).
(1) Check rocker arms for wear or damage (Fig. 7):
• Roller scuffing or wear
•
Bore scuffing or wear
• Swivel pad on lash adjuster missing or broken
• Rocker arm showing signs of fatigue or cracking
3.5L ENGINE 9 - 47
• Roller axle protruding from arm
(2) Replace assembly as necessary if any rocker arms shows signs of wear.
CAUTION: Do Not remove lash adjuster from rocker arm assembly
Fig. 7 Inspect Rocker Arms
Fig. 9 Assemble Rocker Arm and Shafts—
Assembly
ROCKER ARM SHAFT ASSEMBLY
—INSTALLATION
(1) Rotate camshafts to the position shown in (Fig.
___). With the camshafts in these positions the lobes are in a neutral position (no load to the valve). This will allow the rocker arm shaft assembly to be tighten into position without any or no load on it.
(2) Install the rocker arm shaft assembly making sure that the identification marks face toward the front of engine .
(3) Install oil feed bolt in the into correct location on the rocker shaft retainer (Figs. 9 and 10). Tighten bolts in sequence to 31 N
31m (23 ft. lbs.).
Fig. 8 Rocker Arms and Shaft — Disassembly
ROCKER ARM AND SHAFT ASSEMBLY
—DISASSEMBLY
(1) Remove dowel pin using a 4 mm screw, nut, spacer, and washer installed into the pin (Fig. 8).
Tighten the screw into the pin, then loosen the nut on the screw. This will pull the dowel out of the shaft support. Remove the rocker arms and pedestals in order.
(2) Check the rocker arm mounting portion of the shafts for wear or damage. Replace if heavily damaged or worn.
(3) Check oil holes for clogging with small wire, clean as required.
ROCKER ARM ASSEMBLY
(1) Install the rocker arms, and pedestals onto the shaft.
(2) Install dowel pins in their proper locations (Fig.
9). Dowel pins pass through the pedestal into the rocker shafts. Dowel pins should be press in until they bottom out in the pedestal.
Fig. 10 Rocker Arm Shaft Assembly Torque
Sequence —Right Side
HYDRALIC LASH ADJUSTER
The hydralic lash adjusters are precision units installed in machined openings in the valve actuating ends of the rocker arms. Do not disassemble the
9 - 48 3.5L ENGINE
Fig. 11 Rocker Arm Shaft Assembly Torque Sequence —Left Side hydralic lash adjuster from the rocker arm as-
sembly (Fig. 7). Damage to the adjuster or rocker arm will occur.
CAMSHAFT SERVICE
CAMSHAFT— REMOVAL
Camshafts are serviced from the rear of the cylinder head. The cylinder head must be removed. Refer to cylinder head removal for procedure.
(1) Mark the rocker arm assembly before disassembly. Remove the rocker arm and shaft assembly from the head.
(2) Remove the rear camshaft cover and o-ring from head.
CAUTION: Be careful not to Nick or Scratch the
journals when removing the camshaft.
(3) Carefully remove the camshaft from the rear of the cylinder head.
CAMSHAFT INSPECTION
(1) Inspect camshaft bearing journals for damage and binding (Fig. 12). If journals are binding, also check the cylinder head for damage. Also check cylinder head oil holes for clogging.
(2) Check the cam surface for abnormal wear and damage and replace if defective. Also measure the cam height (Fig. 12) and replace if out of limit, standard value is 0.0254 mm (.001 inch.), wear limit is 0.254
mm (0.010 inch.).
CAMSHAFT— INSTALLATION
Lubricate camshaft journals and cam with clean engine oil and install camshaft into cylinder head.
(2) Install the camshaft cover and o-ring to the head and tighten to 28 N I m (250 in. lbs.).
(3) Install the rocker arm assembly. Refer to procedure outlined in this section.
Fig. 12 Check Camshafts
CAMSHAFT OIL SEAL SERVICE
REMOVAL
(1) With camshaft sprockets removed. Refer to procedure outlined in this section.
(2) Use Special Tool C-3981B to remove camshaft oil seal (Fig. 13).
Fig. 13 Remove Camshaft Oil Seal
INSTALLATION
(1) Apply light coat of engine oil to the camshaft oil seal lip.
(2) Install the oil seal using Special Tool 6052 (Fig.
14).
CYLINDER HEAD
REMOVAL
(1) Refer to Timing System Service in this group for disassembly and remove camshaft sprockets.
(2) Remove intake manifold assembly. Refer to Intake and Exhaust Manifolds, Group 11 for procedure.
(3) Remove timing belt cover to cylinder head fasteners (Fig. 15).
(4) If the right side timing belt cover is removed
3.5L ENGINE 9 - 49
Fig. 14 Install Camshaft Oil Seal there are o-rings located behind it for water pump passages (Fig. 16).
Fig. 16 Right Side Timing Belt Cover Water Pump
O-Rings
INSPECTION
(1) Before cleaning, check for leaks, damage and cracks.
(2) Clean cylinder head and oil passages.
(3) Check cylinder head for flatness (Fig. 17).
Fig. 15 Rear Timing Belt Cover Attaching Bolts
(5) Remove cylinder head bolts and remove cylinder head.
CLEANING
(1) Use a gasket removal compound to soften the old gasket material.
CAUTION: When cleaning the cylinder head and block mating surfaces, do not use a metal scraper because the surfaces could be cut or ground. Instead, use a wooden or plastic scraper.
(2) Make sure the gasket and/or foreign material does not enter the oil feed hole or the oil return hole.
Fig. 17 Checking Cylinder Head Flatness
(4) Cylinder head must be flat within:
• Standard dimension = less than 0.05mm (.002 inch)
• Service Limit = 0.2mm (.008 inch)
• Grinding Limit = Maximum of 0.2 mm (.008 inch) is permitted.
CAUTION: This is a combined total dimension of stock removal from cylinder head if any and block top surface.
INSTALLATION
The cylinder head bolts are tighten using a torque to yield procedure. They should be examined BEFORE reuse. If the threads are necked
down the bolts should be replaced (Fig. 19).
9 - 50 3.5L ENGINE
Fig. 18 Cylinder Head Gasket Identification
Necking can be checked by holding a scale or straight edge against the threads. If all the threads do not contact the scale the bolt should be replaced.
(4) Tighten the cylinder head bolts in the sequence shown in (Fig. 20). Using the 4 step torque turn method, tighten according to the following values:
• First All to 61 N I m (45 ft. lbs.)
• Second All to 88 N I m (65 ft. lbs.)
• Third All (again) to 88 N I m (65 ft. lbs.)
•
Fourth + 1/4 Turn Do not use a torque wrench for this step.
Bolt torque after 1/4 turn should be over 90 ft. lbs. If not, replace the bolt.
VALVE SERVICE
VALVE AND VALVE SPRINGS
REMOVAL
(1) With cylinder head removed, compress valve springs using the Valve Spring Compressors shown in
(Fig. 21).
(2) Remove valve retaining locks, valve spring retainers, valve springs and valve spring seat/stem seal assembly.
(3) Before removing valves, remove any burrs from valve stem lock grooves to prevent damage
to the valve guides. Identify valves to insure installation in original location.
Fig. 19 Checking Bolts for Stretching (Necking)
Fig. 20 Cylinder Head Bolt Tightening Sequence
(1) Before installing the bolts the threads should be oiled with engine oil.
(2) Install head gasket over locating dowels besure the gasket is installed on the correct side (Fig. 18).
(3) Install cylinder head over dowels.
Fig. 21 Valve Spring Compressors
VALVE INSPECTION
(1) Clean valves thoroughly and discard burned, warped and cracked valves.
(2) Measure valve stems for wear. Refer to specifications (Fig. 24).
Valve stems are chrome plated and should not be polished.
(3) Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner.
(4) Measure valve stem guide clearance as follows:
(a) Install valve into cylinder head so it is 15mm
(.590 inch) off the valve seat. A small piece of hose may be used to hold valve in place.
3.5L ENGINE 9 - 51
(b) Attach dial indicator Tool C-3339 to cylinder head and set it at right angle of valve stem being measured (Fig. 22).
(c) Move valve to and from the indicator. Refer to specifications (Fig. 24).
Ream the guides for valves with oversized stems if dial indicator reading is excessive or if the stems are scuffed or scored.
(5) Service valves with oversize stems and over size seals are available in 0.15mm (.0059 inch.), 0.40mm,
(.0157 inch.) and 0.80mm (.0315 inch.) oversize.
Oversize seals must be used with oversize valves.
Reamers to accommodate the oversize valve stem are as follows:
Fig. 24 Valve Guide Specifications measured and resurfaced if necessary. See Refacing Valves and Valve Seats.
VALVE GUIDES
Replace cylinder head if guide does not clean up with 0.80mm (.0315 inch) oversize reamer, or if guide is loose in cylinder head.
Fig. 22 Measuring Valve Guide Wear
Fig. 23 Intake and Exhaust Valves
(6) Slowly turn reamer by hand and clean guide thoroughly before installing new valve. Do not at- tempt to ream the valve guides from standard directly to 0.80mm (.0315 inch.) Use step procedure of 0.15mm (.0059 inch.), 0.40mm (.0157 inch.) and 0.80mm (.030 inch) so the valve guides may be reamed true in relation to the valve seat. After reaming guides, the seat runout should be
Fig. 25 Valve Specifications
REFACING VALVES AND VALVE SEATS
The intake and exhaust valves have a 44.5 to 45 degree face angle. The valve seats have a 45 to 45.5
degree face angle. The valve face and valve seat angles are shown in (Fig. 25).
VALVES
(1) Inspect the remaining margin after the valves are refaced Refer to specifications (Fig. 25).
VALVE SEATS
(1) When refacing valve seats, it is important that the correct size valve guide pilot be used for reseating stones. A true and complete surface must be obtained.
(2) Measure the concentricity of valve seat using dial indicator. Total runout should not exceed .051mm (.002
inch) total indicator reading.
9 - 52 3.5L ENGINE
Fig. 26 Valve Seats
(3) Inspect the valve seat with Prussian blue to determine where the valve contacts the seat. To do this, coat valve seat LIGHTLY with Prussian blue then set valve in place. Rotate the valve with light pressure. If the blue is transferred to the center of valve face, contact is satisfactory. If the blue is transferred to top edge of valve face,lower valve seat with a 15 degree stone. If the blue is transferred to the bottom edge of valve face raise valve seat with a 65 degrees stone.
Valve seats which are worn or burned can be reworked, provided that correct angle and seat width are maintained. Otherwise cylinder head must be replaced.
(4) When seat is properly positioned the width of the intake and exhaust seats should be 1.25 to 1.75mm
(0.492 to .0689 inch.)(Fig. 26).
(5) Check the valve spring installed height after refacing the valve and seat (Fig. 29).
VALVE SPRING IDENTIFICATION
The valve springs are two different lengths and are wound in different directions. The valve springs are color coded, intake spring is right hand coil direction with white dye on the top coils and the exhaust spring is left hand coil direction with a pink dye on the top coils (Fig. 27).
TESTING VALVE SPRINGS
Whenever valves have been removed for inspection, reconditioning or replacement, valve springs should be tested (Fig. 28). As an example; the compression length of the spring to be tested is 38.00 mm (1.496
inches.). Turn table of Tool C-647 until surface is in line with the 38.00 mm (1.496 inches.) mark on the threaded stud and the zero mark on the front. Place spring over stud on the table and lift compressing lever to set tone device. Pull on torque wrench until ping is heard. Take reading on torque wrench at this instant. Multiply this reading by two. This will give the spring load at test length. Fractional measurements are indicated on the table for finer adjustments. Refer to specifications to obtain specified height and allowable tensions. Discard the springs that do not meet specifications.
Fig. 28 Testing Valve Spring with Tool C-647
Fig. 27 Valve Spring Identification
Fig. 29 Checking Valve Tip Height and Valve
Installed Height
VALVE INSTALLATION
(1) Coat valve stems with clean engine oil and insert them in cylinder head.
(2) If valves or seats have been reground, check valve tip height (A) (Fig. 29). If valve tip height is greater than 43.65 mm (1.7185 in.) intake or 45.98
mm (1.8102 in.) exhaust, grind valve tip until within specifications. Make sure measurements is taken from cylinder head surface to the top of valve stem.
3.5L ENGINE 9 - 53
(3) Install valve seal/spring seat assembly over valve guides on all valve stems (Fig. 30). Ensure that the garter spring is intact around the top of the rubber seal. Install valve springs, valve retainers.
(4) Compress valve springs with a valve spring compressor install locks and release tool. If valves and/or seats are reground, measure the installed height of springs (B) (Fig. 29), make sure measurements are taken from top of spring seat to the bottom
surface of spring retainer. If height is greater than
38.75 mm (1.5256 inches.), install a .762 mm (0.030
inch) spacer in head counterbore under the valve spring seat to bring spring height back within specification.
Fig. 30 Installing Valve, Seal/Spring Seat Assembly,
Spring, Retainer and Locks
REPLACE VALVE STEM SEALS OR VALVE
SPRINGS, CYLINDER HEAD NOT REMOVED
(1) Perform fuel system pressure release procedure
before attempting any repairs. Refer to Group 14
Fuel System for procedure.
(2) Disconnect negative battery cable.
(3) Remove Air Cleaner Cover and hose assembly.
(4) Remove Intake Manifold; Refer to
Intake/Exhaust Manifold 3.5L Engine Group 11 Exhaust System and Intake Manifold of this manual for removal procedure.
(5) Remove cylinder head covers and spark plugs.
Refer to this section for procedure.
(6) Remove ignition coils and intake manifold support bracket.
(7) Remove rocker arms assembly. Refer to this section for procedure.
(8) Rotate the crankshaft by the pulley retaining screw, till the number 1 piston is at Top Dead Center on the compression stroke.
(9) With air hose attached to spark plug adapter installed in number 1 spark plug hole, apply 90 to 100 psi air pressure (620.5 to 689 kPa). This is to hold valves into place while servicing components.
(10) Using Tool MD 998772A with adapter 6527 or
Equivalent compress valve spring and remove retainer valve locks and valve spring.
(11) The valve stem seal/valve spring seat should be pushed firmly and squarely over the valve guide using the valve stem as guide. Do Not Force seal against top of guide. When installing the valve retainer locks, compress the spring only enough to install the locks.
CAUTION:Do not remove garter spring around the seal at the top of the valve stem seal (Fig. 29).
(12) Follow the same procedure on the remaining 5 cylinders using the firing sequence 1-2-3-4-5-6. Make sure piston in cylinder is at TDC on the valve spring that is being covered.
(13) Remove spark plug adapter tool .
(14) Remove Special Tool MD 998772A and install rocker arm assembly. Refer to procedure outlined in this section.
(15) Install rocker arm covers. Refer to procedure outline in this section.
(16) Install intake manifold support bracket and ignition coil.
(17) Install Intake Manifold; Refer to Intake Manifold Installation 3.5L Engine, Group 11 Exhaust System and Intake Manifold.
9 - 54 3.5L ENGINE
CYLINDER BLOCK, CRANKSHAFT, PISTON AND
CONNECTING ROD ASSEMBLY SERVICE
CYLINDER BLOCK
Fig. 1 Cylinder Block, Piston and Connecting Rod Assembly
Be careful not to nick crankshaft journals.
(4) After removal, install bearing cap on the mating rod.
PISTON—REMOVAL
(1) Remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cylinder block. Be sure to keep tops of pistons covered during this operation. Pistons and connecting rods must be removed from top of cylinder block.
When removing piston and connecting rod assemblies from the engine, rotate crankshaft so that each connecting rod is centered in cylinder bore.
(2) Inspect connecting rods and connecting rod caps for cylinder identification. Identify them if necessary.
(Fig. 2)
Fig. 2 Identify Connecting Rod to Cylinder
(3) Remove connecting rod cap. Install connecting rod bolt protectors on connecting rod bolts (Fig. 3). Push each piston and rod assembly out of cylinder bore.
Fig. 3 Connecting Rod Protectors
CLEANING AND INSPECTION
(1) Clean cylinder block thoroughly and check all core hole plugs for evidence of leaking.
(2) If new core plugs are installed, Refer to Engine
Core Plugs.
(3) Examine block for cracks or fractures.
CYLINDER BORE INSPECTION
The cylinder walls should be checked for out-ofround and taper with Tool C-119 (Fig. 4). If the cyl-
3.5L ENGINE 9 - 55
Fig. 5 Cylinder Bore and Piston Specifications
Fig. 4 Checking Cylinder Bore Size inder walls are badly scuffed or scored, the cylinder block should be rebored and honed, and new pistons and rings fitted. Whatever type of boring equipment is used, boring and honing operation should be closely coordinated with the fitting of pistons and rings in order that specified clearances may be maintained.
Refer to Honing Cylinder Bores outlined in the
Standard Service Procedures for specification and procedures.
Measure the cylinder bore at three levels in directions A and B (Fig. 4). Top measurement should be
12mm (.50 inch) down and bottom measurement should be 12mm (.50 inch.) up from bottom of bore.
Refer to (Fig. 5) for specifications.
FINISHED PISTONS
Pistons are machined to two different weight specifications and matched to rods based on weight. All piston and rod assemblies weigh the same, to maintain engine balance. For cylinder bores which have been honed, new piston and connecting rod assemblies are available for service.
FITTING PISTONS
Piston and cylinder wall must be clean and dry.
Piston diameter should be measured 90 degrees to piston pin at size location shown in (Fig. 6). Cylinder bores should be measured halfway down the cylinder bore and transverse to the engine crankshaft center line shown in (Fig. 4). Refer to (Fig. 5) for specifications.
Pistons and cylinder bores should be measured at normal room temperature, 70°F(21°C).
PISTON PINS
The piston pin is full floating and is held in place by lock rings. Pistons and rods are weight matched for balance. Do Not switch pistons with other rods .
Piston and Rods are serviced as an assembly for balance.
Fig. 6 Piston Measurements
FITTING RINGS
(1) Wipe cylinder bore clean. Insert ring and push down with piston to ensure it is square in bore. The ring gap measurement must be made with the ring positioning at least 12mm (.50 inch) from bottom of cylinder bore. Check gap with feeler gauge (Fig. 7).
Refer to specifications (Fig. 8).
(2) Check piston ring to groove clearance: (Fig. 9).
Refer to specification (Fig. 8).
Fig. 7 Check Gap on Piston Rings
9 - 56 3.5L ENGINE
Fig. 8 Piston Ring Specifications
Fig. 10 Piston Ring Installation
(3) Install upper side rail first and then the lower side rail.
(4) Install No. 2 piston ring and then No. 1 piston ring (Fig. 12).
Fig. 11 Installing Side Rail
Fig. 9 Measuring Piston Ring Side Clearance
PISTON RINGS—INSTALLATION
(1) The No. 1 and No. 2 piston rings have a different cross section. Install rings with manufacturers I.D.
mark facing up, to the top of the piston (Fig. 10).
CAUTION: Install piston rings in the following order:
(a) Oil ring expander.
(b) Upper oil ring side rail.
(c) Lower oil ring side rail.
(d) No. 2 Intermediate piston ring.
(e) No. 1 Upper piston ring.
(2) Install the side rail by placing one end between the piston ring groove and the expander. Hold end firmly and press down the portion to be installed until side rail is in position. Do not use a piston ring
expander. (Fig. 11).
Fig. 12 Installing Upper and Intermediate Rings
3.5L ENGINE 9 - 57
(5) Position piston ring end gaps as shown in (Fig.
13).
(6) Position oil ring expander gap at least 45° from the side rail gaps but not on the piston pin center or on the thrust direction. Staggering ring gap is important for oil control.
Fig. 13 Piston Ring End Gap Position
INSTALLING PISTON AND CONNECTING ROD AS-
SEMBLY
(1) Before installing pistons and connecting rod assemblies into the bore, ensure that compression ring gaps are staggered so that neither is in line with oil ring rail gap.
(2) Before installing the ring compressor, make sure the oil ring expander ends are butted and the rail gaps located as shown in (Fig. 14).
Fig. 15 Piston I.D. Marks
(5) Rotate crankshaft so that the connecting rod journal is on the center of the cylinder bore. Insert rod and piston into cylinder bore and guide rod over the crankshaft journal.
CAUTION: Piston Assemblies are not to be inter-
changed from bank to bank.
(6) The arrow on top of piston must be pointing toward front of engine (Fig. 15).
(7) Tap the piston down in cylinder bore, using a hammer handle. At the same time, guide connecting rod into position on connecting rod journal.
(8) Install rod caps. Install nuts on cleaned and oiled rod bolts and tighten nuts to 54 N I m (40 ft. lb.) Plus 1/4 turn.
Fig. 14 Installing Piston
(3) Immerse the piston head and rings in clean engine oil, slide the ring compressor over the piston and tighten with the special wrench. Be sure position of rings does not change during this operation.
(4) Install connecting rod bolt protectors on rod bolts. (Fig. 3)
Fig. 16 Checking Connecting Rod Bearing
Clearance—Typical
9 - 58 3.5L ENGINE
CONNECTING RODS
INSTALLATION OF CONNECTING ROD BEAR-
INGS
Fit all rods on one bank until complete.
The bearing caps are not interchangeable and should be marked at removal to insure correct assembly.
The bearing shells must be installed with the tangs inserted into the machined grooves in the rods and caps. Install cap with the tangs on the same side as the rod.
Limits of taper or out-of-round on any crankshaft journals should be held to .025mm (.001 inch). Bearings are available in .025mm (.001 inch), .051mm (.002
inch),.076mm (.003 inch), .254mm (.010 inch) and
.305mm (.012 inch) undersize. Install the bearings in pairs. Do not use a new bearing half with an old bearing half. Do not file the rods or bearing caps.
(1) Follow procedure specified in the Standard Service Procedure Section for Measuring Main Bearing
Clearance and Connecting Rod Bearing Clearance
(Fig. 16).
The rod bearing bolts should be examined before reuse. If the threads are necked down the bolts should be replaced (Fig. 17).
Necking can be checked by holding a scale or straight edge against the threads. If all the threads do not contact the scale the bolt should be replaced.
(2) Before installing the nuts the threads should be oiled with engine oil.
(3) Install nuts on each bolt finger tight then alternately torque each nut to assemble the cap properly.
(4) Tighten the nuts to 54 N I m PLUS 1/4 turn (40 ft.
lbs. PLUS 1/4 turn).
(5) Using a feeler gauge, check connecting rod side clearance (Fig. 18). Refer to (Fig. 19) for specifications.
Fig. 18 Checking Connecting Rod Side Clearance
Fig. 19 Connecting Rod Specifications terchangeable. Lower main bearing halves of 1, 3 and 4 are interchangeable. Upper main bearing halves of 1, 3 and 4 are interchangeable.
Fig. 17 Check for Stretched Bolts
CRANKSHAFT SERVICE
CRANKSHAFT MAIN BEARINGS
Bearing caps are not interchangeable and should be marked at removal to insure correct assembly. (Fig. 1)
Upper and lower bearing halves are NOT in-
Fig. 1 Main Bearing Cap Identification
CRANKSHAFT MAIN JOURNALS
The crankshaft journals should be checked for excessive wear, taper and scoring. (Fig. 6) Limits of taper or out-of-round on any crankshaft journals should be held to .025mm (.001 inch). Journal grinding should not exceed .305mm (.012 inch) under the standard journal diameter. Do NOT grind thrust faces of Number 2 main bearing. Do NOT nick crank
3.5L ENGINE 9 - 59 pin or bearing fillets. After grinding, remove rough edges from crankshaft oil holes and clean out all passages.
CAUTION: With a forged steel crankshaft it is important that the final paper or cloth polish after any journal regrind be in the same direction as normal rotation in the engine.
Upper and lower Number 2 bearing is a three piece clinched design with flanged halves to carry the crankshaft thrust loads and are NOT interchangeable with any other bearing halves in the engine (Fig. 2). All bearing cap bolts removed during service procedures are to be cleaned and oiled before installation. Bearing shells are available in standard and the following undersizes: 0.025mm (.001 inch), .051mm (.002 inch),
.076mm (.003 inch), .254mm (.010 inch), and .305mm
(.012 inch). Never install an undersize bearing that will reduce clearance below specifications.
Fig. 2 Main Bearing Identification
REMOVAL
(1) Remove oil pan and windage tray. Refer to procedure outlined in this section. Identify bearing caps before removal.
(2) Remove bearing caps one at a time. Remove upper half of bearing by inserting Special Main Bearing Tool C-3059. (Fig. 3) into the oil hole of crankshaft.
(3) Slowly rotate crankshaft clockwise, forcing out upper half of bearing shell.
INSTALLATION
Only one main bearing should be selectively fitted while all other main bearing caps are properly tightened.
When installing a new upper bearing shell, slightly chamfer the sharp edges from the plain side.
(1) Start bearing in place, and insert Main Bearing
Tool C-3059 into oil hole of crankshaft (Fig. 3).
Fig. 3 Removing and Installing Upper Main Bearing
With Special Tool C-3059
(2) Slowly rotate crankshaft counter-clockwise sliding the bearing into position. Remove Special Main
Bearing Tool C-3059.
(3) Install each main cap and tighten bolts finger tight.
(4) Tighten number 1, 3 and 4 main cap bolts to 41
N
I m + 1/4 Turn (30 ft. lbs.+ 1/4 Turn) (Fig. 1).
Then tighten the #3 tie bolts to 54 N I m (40 ft. lbs.)
(Fig. 4).
(5) Rotate the crankshaft until number 6 piston is at TDC.
(6) To ensure correct thrust bearing alignment the following procedure must be done:
(a) Move crankshaft all the way to the rear of its travel.
(b) Then, move crankshaft all the way to the front of its travel.
(c) Wedge a appropriate tool between the rear of the cylinder block and rear crankshaft counterweight. This will hold the crankshaft in it’s most forward position.
(d) Tighten the #2 Thrust Bearing cap bolts to
41 N I m + 1/4 Turn (30 ft. lbs.+ 1/4 Turn). Then tighten the #2 tie bolts to 54 N
I m (40 ft. lbs.) (Fig.
4). Remove the holding tool.
Fig. 4 Crankshaft Main Cap Tie Bolts
9 - 60 3.5L ENGINE
CHECKING CRANKSHAFT END PLAY
(1) Mount a dial indicator to front of engine, locating probe on nose of crankshaft (Fig. 5).
(2) Move crankshaft all the way to the rear of its travel.
(3) Zero the dial indicator.
(4) Move crankshaft all the way to the front and read the dial indicator. Refer to (Fig. 6) for specification.
Fig. 6 Crankshaft specification
Fig. 5 Checking Crankshaft End Play
CRANKSHAFT END PLAY CHECK—OPTIONAL
(1) Move crankshaft all the way to the rear of its travel using a lever inserted between a main bearing cap and a crankshaft cheek using care not to damage any bearing surface.Do notloosen main bearing cap.
(2) Use a feeler gauge between number 2 thrust bearing and machined crankshaft surface to determine end play. Refer to (Fig. 6) for specification.
CRANKSHAFT OIL CLEARANCE
(1) Measure the journal outside diameter as shown in (Fig. 7). Refer to specification (Fig. 6).
PLASTIGAGE (OIL CLEARANCE)
MEASUREMENT
(1) Remove oil from journal and bearing shell.
(2) Install crankshaft.
(3) Cut plastigage to same length as width of the bearing and place it in parallel with the journal axis
(Fig. 8).
(4) Install the main bearing cap carefully and tighten the bolts to specified torque.
CAUTION: Do not rotate crankshaft or the plastigage will be smeared.
(5) Carefully remove the bearing cap and measure the width of the plastigage at the widest part using the scale on the plastigage package (Fig. 8). Refer to specification (Fig. 6) for proper clearances. If the clearance exceeds the specified limits. Replace the
Fig. 7 Measure Crankshaft Journal O.D.
main bearing(s) and if necessary have the crankshaft machined to next undersize. Also see Measuring
Main and Connecting Rod Bearing Clearance in
Standard Service Procedures.
CAUTION: Do not rotate crankshaft or the Plastigage may be smeared.
CRANKSHAFT OIL SEALS SERVICE
REMOVAL
Pry out rear seal with screwdriver. Be careful not to nick or damage crankshaft flange seal surface or retainer bore (Fig. 9).
3.5L ENGINE 9 - 61
Fig. 8 Measuring Bearing Clearance with
Plastigage—Typical
Fig. 10 Installing Rear Crankshaft Oil Seal plug (Fig. 11). With the cup plug rotated, grasp firmly with pliers or other suitable tool and remove plug (Fig. 11).
CAUTION: Do not drive cup plug into the casting as restricted cooling can result and cause serious engine problems.
Fig. 9 Removing Rear Crankshaft Oil Seal
INSTALLATION
(1) Place Special Seal Pilot Tool C-4681 on crankshaft (Fig. 10).
(2) Lightly coat seal O.D.
with Loctite Stud
N’Bearing Mount or equivalent.
(3) Place seal over Special Seal Pilot Tool C-4681 and tap in place with a plastic hammer.
REAR CRANKSHAFT SEAL RETAINER
When retainer removal is required, remove retainer clean engine block and retainer of old gasket.
Make sure surfaces are clean and free of oil. Install new gasket and tighten screws to 12 N I m (105 in.
lbs.).
ENGINE CORE PLUGS
REMOVAL
Using a blunt tool such as a drift or a screwdriver and a hammer, strike the bottom edge of the cup
Fig. 11 Core Hole Plug Removal
INSTALLATION
Thoroughly clean inside of cup plug hole in cylinder block or head. Be sure to remove old sealer.
Lightly coat inside of cup plug hole with sealer.
Make certain the new plug is cleaned of all oil or grease. Using proper drive plug, drive plug into hole so that the sharp edge of the plug is at least 0.5mm
(.020 inch) inside the lead-in chamfer (Fig. 11).
It is in not necessary to wait for curing of the sealant. The cooling system can be refilled and the vehicle placed in service immediately.
9 - 62 3.5L ENGINE
ENGINE LUBRICATION SYSTEM
The lubrication system is a full flow filtration pressure feed type. Oil, stored in the oil pan, is taken in and discharged by a gerotor type oil pump directly coupled to the crankshaft and its pressure is regulated by a relief valve. The oil is fed through an oil filter and to the crankshaft journals from the oil gallery in the cylinder block. This gallery also feeds oil under pressure to the cylinder heads. It then flows to each cylinder head through passages to camshaft journals, the rocker shafts to the rocker arms, hydralic lash adjusters (Fig. 1).
OIL PAN SERVICE
REMOVAL
(1) Disconnect negative battery cable, remove engine oil dipstick.
(2) Raise vehicle. Drain engine oil.
(3) Remove oil pan screws and remove oil pan.
(4) Remove oil pick-up tube from oil pump body
(Fig. 2).
4).
(5) Remove the windage tray/oil pan gasket (Fig.
CLEANING AND INSPECTION
(1) Clean oil pan in solvent and wipe dry with a clean cloth. Clean all gasket material from mounting surfaces of pan and block.
Fig. 2 Oil Pump Pick-up Tube Service
(2) Inspect oil drain plug and plug hole for stripped or damaged threads and repair as necessary. Install a new drain plug gasket. Tighten to 27 N I m (20 ft.
lb.).
(3) Inspect oil pan mounting flange for bends or distortion. Straighten flange if necessary.
(4) Clean oil screen and pipe in clean solvent. Inspect condition of screen.
Fig. 1 Engine Oiling
3.5L ENGINE 9 - 63
WINDAGE TRAY/OIL PAN GASKET
The windage tray and oil pan gaskets are intregal
(Fig. 4). The silicone rubber gaskets are bonded to both sides of the windage tray. This assembly is reusable provided it is not damaged upon removal.
INSTALLATION
(1) Apply a 1/8 inch bead of Mopar Silicone Rubber
Adhesive Sealant or equivalent, at the parting line of the oil pump body and the rear seal retainer (Fig. 3).
(2) Install the windage tray/oil pan gasket (Fig. 4).
(3) Install oil pick-up tube into oil pump body and tighten screw to 12 N I m (105 in. lbs.) (Fig. 2).
(4) Install pan and tighten fasteners to 23 N I m
(200 in. lb.).
oil pump pressure relief valve can be serviced by removing the oil pan and oil pickup tube.
REMOVAL
(1) Drain cooling system and remove upper radiator hose for access to timing belt covers. Refer to
Cooling Systems Group 7 for procedure.
(2) Remove the accessory drive belts. Refer to Accessory Drive System in Group 7 for service procedure.
(3 Remove the vibration damper. Remove timing belt covers. Refer to procedure outline in this section.
(4) Remove timing belt. Refer to procedure outlined in this section.
(5) Remove crankshaft sprocket. Refer to front oil seal service procedure outlined in this section.
DISASSEMBLY
(1) To remove the relief valve, proceed as follows:
(a) Remove cotter pin. Drill a 3.175mm (1/8 inch) hole into the relief valve retainer cap and insert a self-threading sheet metal screw into cap.
(b) Clamp screw into a vise and while supporting oil pump body, remove cap by tapping oil pump body using a soft hammer. Discard retainer cap and remove spring and relief valve (Fig. 5).
Fig. 3 Oil Pan Sealing
Fig. 4 Windage Tray/Oil Pan Gasket
(5) Lower vehicle and install oil dipstick.
(6) Connect negative battery cable.
(7) Fill crankcase with oil to proper level.
OIL PUMP SERVICE
It is necessary to remove the oil pan, oil pickup and oil pump body to service the oil pump rotors. The
Fig. 5 Oil Pressure Relief Valve
(2) Remove oil pump cover screws, and lift off cover.
(3) Remove pump rotors.
(4) Wash all parts in a suitable solvent and inspect carefully for damage or wear (Fig. 6).
INSPECTION AND REPAIR
(1) Clean all parts thoroughly. Mating surface of the oil pump housing should be smooth. Replace pump cover if scratched or grooved.
(2) Lay a straightedge across the pump cover surface (Fig. 7). If a .076mm (.003 inch) feeler gauge can be inserted between cover and straight edge, cover should be replaced.
9 - 64 3.5L ENGINE
(4) If inner rotor measures 9.39mm (.3695 inch.) or less replace inner rotor (Fig. 9).
Fig. 6 Oil Pump
Fig. 9 Measuring Inner Rotor Thickness
(5) Slide outer rotor into body, press to one side with fingers and measure clearance between rotor and body (Fig. 10). If measurement is .39 mm (.015
inch.) or more, replace body only if outer rotor is in specifications.
Fig. 7 Checking Oil Pump Cover Flatness
(3) Measure thickness and diameter of outer rotor.
If outer rotor thickness measures 9.39mm (.3695
inch.) or less (Fig. 8), or if the diameter is 79.78mm
(3.141 inches.) or less, replace outer rotor.
Fig. 8 Measuring Outer Rotor Thickness
Fig. 10 Measuring Outer Rotor Clearance in
Housing
(6) Install inner rotor into body. If clearance between inner and outer rotors (Fig. 11) is .20 mm
(.008 inch) or more, replace both rotors.
(7) Place a straightedge across the face of the body, between bolt holes. If a feeler gauge of .102mm (.004
inch) or more can be inserted between rotors and the straightedge, replace pump assembly (Fig.
12).
ONLY if rotors are in specs.
(8) Inspect oil pressure relief valve plunger for scoring and free operation in its bore. Small marks may be removed with 400-grit wet or dry sandpaper.
(9) The relief valve spring has a free length of approximately 49.5mm (1.95 inches) it should test be-
3.5L ENGINE 9 - 65
Fig. 11 Measuring Clearance Between Rotors tween 19.5 and 20.5 pounds when compressed to
34mm (1-11/32 inches). Replace spring that fails to meet specifications.
(10) If oil pressure is low and pump is within specifications, inspect for worn engine bearings or other reasons for oil pressure loss.
OIL PUMP ASSEMBLY
(1) Assemble pump, using new parts as required.
(2) Tighten cover screws to 12 N I m (105 in. lbs.).
(3) Prime oil pump before installation by filling rotor cavity with engine oil.
(3) Install timing belt. Refer to procedure outlined in this section.
(4) Install the timing belt covers and vibration damper. Refer to procedure outline in this section.
(5) Install the accessory drive belts. Refer to Accessory Drive System in Group 7 for procedure.
(6) Install upper radiator hose and fill cooling system. Refer to Cooling Systems Group 7 for procedure.
CHECKING ENGINE OIL PRESSURE
Check oil pressure using gauge at oil pressure switch location. Oil pressure should be 34 kPa ( 5 psi.) at idle or 205 to 550 kPa (30 to 80 psi.) at 3000
RPM.
(1) Remove pressure sending unit and install oil pressure gauge (Fig. 13).
CAUTION: If oil pressure is 0 at idle, Do Not Run
engine at 3000 RPM.
(2) Warm engine at high idle until thermostat opens.
Fig. 13 Checking Oil Pump Pressure
Fig. 12 Measuring Clearance Over Rotors
INSTALLATION
(1) Install oil pump carefully over the crankshaft and into position. Install and tighten screws to:
• M8 Screws to 28 N I m (250 in. lbs.)
•
M10 Screw to 55 N
I m (40 ft. lbs.)
(2) Install crankshaft sprocket. Refer to front oil seal service procedure outlined in this section.
9 - 66 3.5L ENGINE
OIL FILTER
When servicing oil filter avoid deforming the filter can by installing the remove/install tool band strap against the can to base lockseam. The lockseam joining the can to the base is reinforced by the base plate.
(1) Using Tool C-4065, unscrew filter from base and discard (Fig. 14).
(2) Wipe base clean, then inspect gasket contact surface.
(3) Lubricate gasket of new filter with clean engine oil.
(4) Install and tighten filter to 20 N I m (15 ft. lbs.) torque after gasket contacts base. Use filter wrench if necessary.
(5) Start engine and check for leaks.
Fig. 14 Oil Filter
ENGINE SPECIFICATIONS
3.5L ENGINE 9 - 67
9 - 68 3.5L ENGINE
ENGINE SPECIFICATIONS (CONT.)
ENGINE SPECIFICATIONS (CONT.)
3.5L ENGINE 9 - 69
TORQUE
EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 1
EXHAUST SYSTEM AND INTAKE MANIFOLD
CONTENTS
page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
SERVICE PROCEDURES
. . . . . . . . . . . . . . . . . . . 4
page
TORQUE SPECIFICATION
. . . . . . . . . . . . . . . . . 13
EXHAUST SYSTEMS
GENERAL INFORMATION
The exhaust systems consist of two front exhaust pipes equipped with close coupled metallic catalytic converts and the exhaust module. The exhaust module is a one piece welded module consist of underfloor ceramic catalytic converter, muffler and a resonator for the 3.5L vehicle only (Fig. 1).
The exhaust system must be properly aligned to prevent undue stress, leakage and body contact. If the system contacts any other vehicle component, it may amplify objectionable noises originating from the engine or other components. These contacts could also be detrimental to the performance of the affected component.
When inspecting an exhaust system, inspect for cracked or loose joints, stripped threads, corrosion damage, and worn, cracked or broken hangers. Replace all components that are badly corroded or damaged. Do not attempt to repair.
CATALYTIC CONVERTERS
There is no regularly scheduled maintenance on any
Chrysler catalytic converter. Excessive heat may cause bulging or other distortion, but excessive heat will not be the fault of the converter. A fuel system or ignition system malfunction that permits unburned fuel to enter the converter will usually cause overheating. If a converter is heat damaged, correct the cause of the damage at the same time the converter is replaced. The entire
converter must be replaced. Ceramic pieces may cause restriction to exhaust flow or possible rattle in the system.
Inspect all other components of the exhaust system for heat damage. Unleaded gasoline must be used to avoid damage to the catalyst core.
Fig. 1 Exhaust System
11 - 2 EXHAUST SYSTEM AND INTAKE MANIFOLD
CAUTION: Due to exterior physical similarities of some catalytic converters with pipe assemblies, extreme care should be taken with replacement parts.
There is internal converter differences required in some parts of the country (particularly California vehicles).
EXHAUST GAS RECIRCULATION (EGR)
SYSTEM
To assist in the control of oxides of nitrogen (NOx) in engine exhaust, all engines are equipped with an exhaust gas recirculation (EGR) system. The use of inert exhaust gas to dilute incoming air/fuel mixtures lowers peak flame temperature during combustion, thus limiting the formation of NOx.
Exhaust gases are routed through a tube from the exhaust manifold to the intake manifold adaptor.
Where they are metered by the EGR valve into the intake system. REFER TO SECTION 25, EMISSION
CONTROL SYSTEMS FOR A COMPLETE DE-
SCRIPTION, DIAGNOSIS AND THE PROPER SER-
VICE PROCEDURES.
HEAT SHIELDS
Heat shields (Fig. 2) are needed to protect both the car and the environment from the high temperatures developed in the vicinity of the catalytic converters and muffler. Each catalytic converter has a intergal heat shield attached to it and are not to be removed.
Refer to Body and Sheet Metal, Group 23 for service procedures.
CAUTION: Avoid application of rust prevention compounds or undercoating materials to exhaust system floor pan heat shields on cars if equipped.
Light overspray near the edges is permitted. Application of coating will greatly reduce the efficiency of the heat shields resulting in excessive floor pan temperatures and objectionable fumes.
The combustion reaction caused by the catalyst releases additional heat in the exhaust system. Causing temperature increases in the area of the reactor under severe operating conditions. Such conditions can exist when the engine misfires or otherwise does not operate at peak efficiency. Do not remove spark plug wires from plugs or by any other means short out cylinders if exhaust system is equipped with catalytic converter. Failure of the catalytic converter can occur due to temperature increases caused by unburned fuel passing through the converter.
The use of the catalysts also involves some non-automotive problems. Unleaded gasoline must be used to avoid poisoning the catalyst core. Do not allow engine to operate above 1200 RPM in neutral for extended periods over 5 minutes. This condition may result in excessive exhaust system/floor pan temperatures because of no air movement under the vehicle.
Fig. 2 Muffler Heat Shield Installation
EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 3
EXHAUST SYSTEM DIAGNOSIS
11 - 4 EXHAUST SYSTEM AND INTAKE MANIFOLD
SERVICE PROCEDURES
page
Exhaust Module
. . . . . . . . . . . . . . . . . . . . . . . . . . 5
Exhaust System
. . . . . . . . . . . . . . . . . . . . . . . . . . 4
Front Exhaust Down Pipes
. . . . . . . . . . . . . . . . . . 5
INDEX page
Intake/Exhaust Manifold Service—3.3L Engines
Intake/Exhaust Manifold Service—3.5L Engine
EXHAUST SYSTEM
REMOVAL
It is easier to service any portion of the exhaust system if the entire exhaust system (except the exhaust manifolds) is removed from the vehicle.
(1) Raise vehicle on swing arm hoist.
(2) Apply penetrating oil and remove to the front down pipes to exhaust manifolds nuts (Fig. 4).
(3) Apply penetrating oil and remove to the front down pipes intermediate transmission support bracket bolts.
(4) Remove the rubber isolators from the welded exhaust system rod wire hangers (Fig. 3).
CAUTION: At this time,the exhaust system is held by only isolators. Support the exhaust system underneath the underfloor convertor and the muffler while the isolators are being removed. Do not use any tools to remove the isolators, remove by hand only. Soapy water or silicone-based spray may be used to assist removal. DO NOT USE A PETRO-
LEUM-BASED LUBRICANT ON THE ISOLATORS,
This will damage the rubber material.
(5) Carefully maneuver the front down pipes past the engine, engine support cradle, and transmission.
Lay the exhaust system on the ground.
When replacement is required on any component of the exhaust system, it is most important that original equipment parts be used;
•
To insure proper alignment with other parts in the system.
• Provide acceptable exhaust noise levels and does not change exhaust system back pressure that could affect emissions and performance.
Fig. 3 Rubber Insulator Hanger (Typical)
Fig. 4 Front Exhaust Down Pipes Connection
INSTALLATION
(1) Install and loose assemble the front pipes to the exhaust manifolds and the transmission support bracket.
(2) Place the exhaust module onto two supports (one under the underfloor catalytic convertor, one under the muffler). Slide the module forward onto the front pipes until the front of the underfloor convertor inlet bushings are touching the dimples on the front pipes.
(3) Install the module’s rubber isolators onto the body brackets.
(4) Visually inspect the isolators. They should be straight when viewing from front to back of the vehicle.
Working from the front of system, align each component to maintain position and proper clearance with underbody parts.
(5) Orientate and tighten all clamps and supports to the proper torques and clearances (Fig. 5).
(6) Lower the vehicle.
EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 5
FRONT EXHAUST DOWN PIPES
REMOVAL
(1) Remove the exhaust system. Refer to procedure outlined in this section.
(2) Apply penetrating oil and loosen the U-bolt clamps that fasten the front pipes to the inlet bushings of the underfloor convertor (Fig. 5).
(3) Remove front pipes from the slip joints. Heat may be required to allow removal from the front bushing.
INSTALLATION
(1) Install and loose assemble the front pipes to the exhaust manifolds and the transmission support bracket.
(2) Install exhaust system. Refer to procedure outlined in this section.
EXHAUST MODULE
There are three service components available for each vehicle when servicing the module:
• Underfloor catalytic convertor
• Muffler assembly
• Tailpipe assembly (3.3L engine) or Resonator assembly (3.5L engine)
There are different muffler assemblies and resonator assemblies, dependent on the type of vehicle being serviced. Be certain to select the proper assembly for the vehicle being serviced.
Fig. 5 Exhaust Down Pipe to Catalytic Converter
Clamp Orientation
REMOVAL
(1) Remove the exhaust system. Refer to procedure outlined in this section.
(2) Remove front down pipes. Refer to procedure outlined in this section.
UNDERFLOOR CONVERTOR SERVICE
(1) With the exhaust module removed, cut the convertor to muffler intermediate pipe just in front of the muffler (Fig. 6).
(2) Install the new convertor onto the remainder of the intermediate pipe and loose assembly the accompanying clamp.
(3) Install front down pipes. Refer to procedure outlined in this section.
(4) Install exhaust system. Refer to procedure outlined in this section.
MUFFLER ASSEMBLY SERVICE
(1) With the exhaust system removed, cut the convertor to muffler intermediate pipe just in behind the convertor (Fig. 6).
(2) Install the new muffler assembly onto the remainder of the intermediate pipe and loose assembly the accompanying clamp.
(3) Remove the exhaust support brackets from the vehicle (Fig. 7).
(4) Install new exhaust support brackets found on the replacement muffler assembly onto vehicle in the same location the old ones were removed (Fig. 7).
(5) Install exhaust system. Refer to procedure outlined in this section.
TAILPIPE/RESONATOR ASSEMBLY SERVICE
(1) With the exhaust system removed, cut the tailpipe/or resonator assembly intermediate pipe next to the rear suspension crossmember (Fig. 8).
(2) Install the correct tailpipe/resonator assembly onto the remainder of the intermediate pipe/tailpipe and loose assembly the accompanying clamp.
(3) Remove the exhaust support bracket(s) from the vehicle (Fig. 8).
(4) Install new exhaust support bracket(s) found on the replacement tailpipe/resonator assembly onto vehicle in the same location the old ones were removed
(Fig. 8).
11 - 6 EXHAUST SYSTEM AND INTAKE MANIFOLD
Fig. 6 Underfloor Catalytic Converter and Muffler Assembly Service Locations
Fig. 7 Muffler Assembly Support Bracket Locations
Fig. 8 Tailpipe/Resonator Support Brackets
INTAKE/EXHAUST MANIFOLD SERVICE—3.3L
ENGINES
INTAKE MANIFOLD
REMOVAL
(1) Release fuel system pressure. Refer to Fuel
System Pressure Release Procedure in this section.
(2) Drain cooling system. Refer to Cooling System,
Group 7. Disconnect negative cable from battery.
FUEL SYSTEM PRESSURE RELEASE
PROCEDURE
(a) Disconnect negative cable from battery.
(b) Remove fuel filler cap.
(c) Remove the protective cap from the fuel pressure test port on the fuel rail (Fig. 1 or Fig. 2).
EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 7
Fuel pressure will bleed off through the hose into the gasoline container. Fuel gauge C-4799-A contains hose C-4799-1.
Fig. 3 Releasing Fuel Pressure—Typical
(3) Disconnect air tube from air cleaner and throttle body.
(4) Hold throttle lever in wide-open position. Remove throttle cable and speed control cable from lever.
(5) Compress locking tabs on throttle cable and speed control cable and remove them from bracket
(Fig. 4).
Fig. 1 Fuel Pressure Test Port—3.3L Engine
Fig. 2 Fuel Pressure Test Port—3.5L Engine
(d) Place the open end of fuel pressure release hose, tool number C-4799-1, into an approved gasoline container. Connect the other end of hose
C-4799-1 to the fuel pressure test port (Fig. 3).
Fig. 4 Removing Throttle Cable and Speed Control
Cable
(6) Disconnect electrical connector from solenoid on
EGR valve transducer (Fig. 5).
(7) Disconnect electrical connector from MAP sensor (Fig. 5).
(8) Disconnect hose from PCV valve at rear of intake manifold plenum. Disconnect brake booster hose from nipple at rear of intake manifold plenum. Disconnect vacuum line from fuel pressure regulator.
11 - 8 EXHAUST SYSTEM AND INTAKE MANIFOLD
Fig. 5 EGR Transducer
’(9) Disconnect purge hose from throttle body. Disconnect electrical connector from throttle position sensor and idle air control motor (Fig. 6).
(10) Remove EGR tube mounting screws at intake manifold plenum (Fig. 6).
Fig. 7 Fuel Supply and Return Tubes
Fig. 6 EGR Tube
(11) Remove intake manifold plenum mounting bolts. Lift Plenum up off of engine. Cover intake manifold to prevent foreign material from entering engine.
(12) Disconnect fuel supply and return tube quick connect fittings at the rear of intake manifold (Fig.
7). Refer to Quick Connect Fittings in the Fuel Delivery Section of this Group.
(13) Remove screw from fuel tube clamp (Fig. 7).
Separate fuel tubes from bracket.
(14) Rotate injectors toward center of engine. Tag the injector connectors with their cylinder number.
Disconnect electrical connector from injectors.
(15) Remove fuel rail mounting bolts (Fig. 8).
(16) Lift fuel rail straight up, off of engine. Cover fuel injector openings in intake manifold.
Fig. 8 Fuel Rail
(17) Remove upper radiator hose, bypass hose and rear intake manifold hose (Fig. 9).
(18) Remove intake manifold bolts. Remove intake manifold (Fig. 9).
(19) Remove intake manifold seal retainers screws
(Fig. 10). Remove intake manifold gasket.
INSPECTION
Check for:
• Damage and cracks of each section.
• Clogged water passages in end cross overs and clogged gas passages.
INSTALLATION
(1) Clean all surfaces of cylinder block and cylinder heads.
(2) Place a drop (about 1/4 in. diameter) of Mopar
Silicone Rubber Adhesive Sealant or equivalent, onto each of the four manifold to cylinder head gasket corners (Fig. 11).
EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 9
Fig. 9 Intake Manifold Removal and Installation
Fig. 11 Intake Manifold Gasket Sealing
Fig. 10 Intake Manifold Gasket
WARNING: INTAKE MANIFOLD GASKET IS MADE OF
VERY THIN METAL AND MAY CAUSE PERSONAL
INJURY, HANDLE WITH CARE.
(3) Carefully install the intake manifold gasket (Fig.
10). Tighten end seal retainer screws to 12 N I m (105 in. lbs.) torque.
(4) Install intake manifold and (8) bolts and tighten to 1 N I m (10 in. lbs.) torque. Then tighten bolts to 22
N I m (200 in. lbs.) torque in sequence shown in (Fig. 9).
Then tighten again to 22 N I m (200 in. lbs.) torque.
After intake manifold is in place, inspect to make sure seals are in place.
(5) Apply a light coating of clean engine oil to the
O-ring on the nozzle end of each injector.
(6) Insert fuel injector nozzles into openings in intake manifold. Seat the injectors in place. Tighten fuel rail mounting screws to 22 N I m (200 in. lbs.) torque.
(7) Attach electrical connectors to fuel injectors.
(8) Connect fuel supply and return tubes to fuel rail.
Refer to Quick Connect Fittings in the Fuel De-
Fig. 12 Intake Manifold Plenum Tightening Sequence livery Section of this Group. Place clamp over fuel tubes and install retaining screw.
(9) Remove cover from intake manifold. Place plenum with new gasket on intake manifold. Loosely install mounting bolts.
(10) Place a new gasket on the EGR tube flange.
Loosely install EGR tube mounting screws.
(11) Tighten Intake Manifold Plenum mounting bolts to 28 N I m (250 in. lbs.) in sequence as shown in
(Fig. 12).
(12) Tighten EGR tube mounting screws.
(13) Connect hoses to PCV valve and brake booster nipple.
(14) Attach electrical connectors to the MAP sensor and EGR transducer solenoid.
(15) Attach electrical connectors to throttle position sensor and idle air control motor.
(16) Install throttle cable and speed control cable in bracket.
(17) Hold throttle body lever in wide-open position.
Install throttle and speed control cables.
11 - 10 EXHAUST SYSTEM AND INTAKE MANIFOLD
(18) Connect purge hose to throttle body.
(19) Connect air tube from air cleaner and throttle body.
(20) Fill cooling system. Refer to Cooling System,
Group 7 for procedure.
EXHAUST MANIFOLDS
REMOVAL
(1) Raise vehicle and disconnect exhaust pipe from the exhaust manifold.
(2) Separate EGR tube from the manifold and disconnect Heated Oxygen Sensor lead wire (Fig. 13).
(3) Remove screws attaching heat shield to manifold (Fig. 14).
EXHAUST MANIFOLD
INSTALLATION
(1) Install exhaust manifold and tighten attaching bolts to 23 N
I m (200 in. lbs.) torque.
(2) Attach exhaust pipe to exhaust manifold and tighten nuts to 28 N I m (250 in. lbs.) torque.
(3) Install EGR Tube (Fig. 13).
(4) Install manifold heat shield and tighten attaching screws to 23 N I m (200 in. lbs.) torque (Fig. 14).
INTAKE/EXHAUST MANIFOLD SERVICE—3.5L
ENGINE
INTAKE MANIFOLD
REMOVAL
(1) Release fuel system pressure. Refer to Fuel
System Pressure Release Procedure in this section.
(2) Drain cooling system. Refer to Cooling System
Group 7 for procedure.
(3) Remove engine cover from top of intake manifold plenum.
(4) Remove accelerator cable and speed control cable from throttle arm (Fig. 1).
Fig. 13 EGR Tube to Exhaust Manifold
(4) Remove bolts attaching the manifold to cylinder head and remove manifold.
Fig. 14 Heat Shield
INSPECTION
Inspect exhaust manifolds for damage or cracks and check distortion of the cylinder head mounting surface mounting surface with a straightedge and thickness gauge.
Fig. 1 Throttle Lever—3.5L Engine
(5) Disconnect electrical connector from idle air control motor (Fig. 2).
(6) Disconnect electrical connector from charge air temperature sensor (Fig. 2).
(7) Remove ground screw from intake manifold
(Fig. 2).
(8) Disconnect vacuum hose from manifold tuning valve (Fig. 2).
(9) Disconnect electrical connector from manifold absolute pressure (MAP) sensor (Fig. 3).
(10) Disconnect electrical connector from throttle position sensor (Fig. 4).
(11) Disconnect purge hose from throttle bodies
(Fig. 4).
EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 11
Fig. 4 Throttle Position Sensor
Fig. 2 Idle Air Control Motor
Fig. 5 Air Inlet Plenum
Fig. 3 MAP Sensor
(12) Disconnect PCV make-up air hose and idle air control motor supply hose (part of air inlet plenum).
Remove air inlet plenum from behind manifold (Fig.
5).
(13) Disconnect PCV hose, brake booster hose and vacuum hoses from intake manifold.
(14) Remove EGR tube mounting bolts at intake manifold plenum (Fig. 6). Discard gaskets.
(15) Remove air plenum support bracket bolt on each side of manifold (Fig. 7).
(16) Remove intake manifold plenum mounting bolts. The plenum uses two different length bolts
(Fig. 8).
(17) Remove intake manifold plenum. Discard gaskets. Cover the intake manifold openings with tape.
Fig. 6 EGR Tube Top Mounting Bolts
(18) Remove upper radiator hose from thermostat housing and heater hose from rear of intake manifold.
(19) Remove intake manifold attaching bolts (Fig.
9).
11 - 12 EXHAUST SYSTEM AND INTAKE MANIFOLD
Fig. 7 Intake Manifold Plenum Support (Right Side)
Fig. 8 Intake Manifold Plenum
Fig. 9 Intake Manifold Tightening Sequence
INSTALLATION
(1) Install intake manifold with new gaskets.
Tighten in sequence shown in (Fig. 9) to 28 N I m (250 in. lbs.).
(2) Connect upper radiator hose and heater hose at the rear of intake manifold.
(3) Ensure that ignition cables are routed correctly so they will not be pinched when plenum is installed.
(4) Install intake manifold plenum with new gaskets. Tighten in sequence shown in (Fig. 8) to 28
N
I m (250 in. lbs.).
(5) Install and tighten support bracket bolts.
(6) Attach electrical connectors to MAP Sensor,
TPS, idle air control motor and charge air temperature sensor.
(7) Connect vacuum hose to manifold tuning valve diaphragm.
(8) Install EGR tube. Refer to Group 25 for EGR tube tightening sequence and specifications.
(9) Rotate throttle arm to wide open throttle position and install the speed control cable and throttle cable.
(10) Connect hose to PCV valve.
(11) Install air cleaner plenum.
(12) Install air cleaner to plenum hose.
(13) Attach ground wire to intake manifold plenum.
(14) Connect brake booster hose to fitting on intake manifold plenum.
(15) Connect purge tubes to fittings on throttle bodies.
(16) Install cover on intake manifold plenum.
(17) Connect negative cable to battery.
(18) Fill cooling system. Refer to Cooling System
Group 7 for procedure.
EXHAUST MANIFOLDS
REMOVAL
(1) Raise vehicle and disconnect exhaust pipes from the exhaust manifold.
(2) Disconnect Oxygen Sensor lead wire at the exhaust manifold (Fig. 10).
(3) Lower vehicle and remove screws attaching heat shields from the manifolds (Fig. 10).
(4) Remove bolts attaching the manifold to cylinder head and remove manifold.
INSPECTION
Inspect exhaust manifolds for damage or cracks and check distortion of the cylinder head mounting surface with a straightedge and thickness gauge.
INSTALLATION
(1) Install the gasket and manifold.
(2) Tighten attaching bolts to 20 N I m (175 in. lbs.).
(3) Attach exhaust pipe to exhaust manifold and tighten nuts to 28 N I m (250 in. lbs.)
(4) Connect heated oxygen sensor lead (Fig. 10).
(5) Install manifold heat shield and tighten attaching screws to 15 N I m (130 in. lbs.) (Fig. 10).
EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 13
Fig. 10 Heat Shield and Oxygen Sensor Wire
Connection
TORQUE SPECIFICATION
EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 1
EXHAUST SYSTEM AND INTAKE MANIFOLD
CONTENTS
page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
SERVICE PROCEDURES
. . . . . . . . . . . . . . . . . . . 4
page
TORQUE SPECIFICATION
. . . . . . . . . . . . . . . . . 13
EXHAUST SYSTEMS
GENERAL INFORMATION
The exhaust systems consist of two front exhaust pipes equipped with close coupled metallic catalytic converts and the exhaust module. The exhaust module is a one piece welded module consist of underfloor ceramic catalytic converter, muffler and a resonator for the 3.5L vehicle only (Fig. 1).
The exhaust system must be properly aligned to prevent undue stress, leakage and body contact. If the system contacts any other vehicle component, it may amplify objectionable noises originating from the engine or other components. These contacts could also be detrimental to the performance of the affected component.
When inspecting an exhaust system, inspect for cracked or loose joints, stripped threads, corrosion damage, and worn, cracked or broken hangers. Replace all components that are badly corroded or damaged. Do not attempt to repair.
CATALYTIC CONVERTERS
There is no regularly scheduled maintenance on any
Chrysler catalytic converter. Excessive heat may cause bulging or other distortion, but excessive heat will not be the fault of the converter. A fuel system or ignition system malfunction that permits unburned fuel to enter the converter will usually cause overheating. If a converter is heat damaged, correct the cause of the damage at the same time the converter is replaced. The entire
converter must be replaced. Ceramic pieces may cause restriction to exhaust flow or possible rattle in the system.
Inspect all other components of the exhaust system for heat damage. Unleaded gasoline must be used to avoid damage to the catalyst core.
Fig. 1 Exhaust System
11 - 2 EXHAUST SYSTEM AND INTAKE MANIFOLD
CAUTION: Due to exterior physical similarities of some catalytic converters with pipe assemblies, extreme care should be taken with replacement parts.
There is internal converter differences required in some parts of the country (particularly California vehicles).
EXHAUST GAS RECIRCULATION (EGR)
SYSTEM
To assist in the control of oxides of nitrogen (NOx) in engine exhaust, all engines are equipped with an exhaust gas recirculation (EGR) system. The use of inert exhaust gas to dilute incoming air/fuel mixtures lowers peak flame temperature during combustion, thus limiting the formation of NOx.
Exhaust gases are routed through a tube from the exhaust manifold to the intake manifold adaptor.
Where they are metered by the EGR valve into the intake system. REFER TO SECTION 25, EMISSION
CONTROL SYSTEMS FOR A COMPLETE DE-
SCRIPTION, DIAGNOSIS AND THE PROPER SER-
VICE PROCEDURES.
HEAT SHIELDS
Heat shields (Fig. 2) are needed to protect both the car and the environment from the high temperatures developed in the vicinity of the catalytic converters and muffler. Each catalytic converter has a intergal heat shield attached to it and are not to be removed.
Refer to Body and Sheet Metal, Group 23 for service procedures.
CAUTION: Avoid application of rust prevention compounds or undercoating materials to exhaust system floor pan heat shields on cars if equipped.
Light overspray near the edges is permitted. Application of coating will greatly reduce the efficiency of the heat shields resulting in excessive floor pan temperatures and objectionable fumes.
The combustion reaction caused by the catalyst releases additional heat in the exhaust system. Causing temperature increases in the area of the reactor under severe operating conditions. Such conditions can exist when the engine misfires or otherwise does not operate at peak efficiency. Do not remove spark plug wires from plugs or by any other means short out cylinders if exhaust system is equipped with catalytic converter. Failure of the catalytic converter can occur due to temperature increases caused by unburned fuel passing through the converter.
The use of the catalysts also involves some non-automotive problems. Unleaded gasoline must be used to avoid poisoning the catalyst core. Do not allow engine to operate above 1200 RPM in neutral for extended periods over 5 minutes. This condition may result in excessive exhaust system/floor pan temperatures because of no air movement under the vehicle.
Fig. 2 Muffler Heat Shield Installation
EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 3
EXHAUST SYSTEM DIAGNOSIS
11 - 4 EXHAUST SYSTEM AND INTAKE MANIFOLD
SERVICE PROCEDURES
page
Exhaust Module
. . . . . . . . . . . . . . . . . . . . . . . . . . 5
Exhaust System
. . . . . . . . . . . . . . . . . . . . . . . . . . 4
Front Exhaust Down Pipes
. . . . . . . . . . . . . . . . . . 5
INDEX page
Intake/Exhaust Manifold Service—3.3L Engines
Intake/Exhaust Manifold Service—3.5L Engine
EXHAUST SYSTEM
REMOVAL
It is easier to service any portion of the exhaust system if the entire exhaust system (except the exhaust manifolds) is removed from the vehicle.
(1) Raise vehicle on swing arm hoist.
(2) Apply penetrating oil and remove to the front down pipes to exhaust manifolds nuts (Fig. 4).
(3) Apply penetrating oil and remove to the front down pipes intermediate transmission support bracket bolts.
(4) Remove the rubber isolators from the welded exhaust system rod wire hangers (Fig. 3).
CAUTION: At this time,the exhaust system is held by only isolators. Support the exhaust system underneath the underfloor convertor and the muffler while the isolators are being removed. Do not use any tools to remove the isolators, remove by hand only. Soapy water or silicone-based spray may be used to assist removal. DO NOT USE A PETRO-
LEUM-BASED LUBRICANT ON THE ISOLATORS,
This will damage the rubber material.
(5) Carefully maneuver the front down pipes past the engine, engine support cradle, and transmission.
Lay the exhaust system on the ground.
When replacement is required on any component of the exhaust system, it is most important that original equipment parts be used;
•
To insure proper alignment with other parts in the system.
• Provide acceptable exhaust noise levels and does not change exhaust system back pressure that could affect emissions and performance.
Fig. 3 Rubber Insulator Hanger (Typical)
Fig. 4 Front Exhaust Down Pipes Connection
INSTALLATION
(1) Install and loose assemble the front pipes to the exhaust manifolds and the transmission support bracket.
(2) Place the exhaust module onto two supports (one under the underfloor catalytic convertor, one under the muffler). Slide the module forward onto the front pipes until the front of the underfloor convertor inlet bushings are touching the dimples on the front pipes.
(3) Install the module’s rubber isolators onto the body brackets.
(4) Visually inspect the isolators. They should be straight when viewing from front to back of the vehicle.
Working from the front of system, align each component to maintain position and proper clearance with underbody parts.
(5) Orientate and tighten all clamps and supports to the proper torques and clearances (Fig. 5).
(6) Lower the vehicle.
EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 5
FRONT EXHAUST DOWN PIPES
REMOVAL
(1) Remove the exhaust system. Refer to procedure outlined in this section.
(2) Apply penetrating oil and loosen the U-bolt clamps that fasten the front pipes to the inlet bushings of the underfloor convertor (Fig. 5).
(3) Remove front pipes from the slip joints. Heat may be required to allow removal from the front bushing.
INSTALLATION
(1) Install and loose assemble the front pipes to the exhaust manifolds and the transmission support bracket.
(2) Install exhaust system. Refer to procedure outlined in this section.
EXHAUST MODULE
There are three service components available for each vehicle when servicing the module:
• Underfloor catalytic convertor
• Muffler assembly
• Tailpipe assembly (3.3L engine) or Resonator assembly (3.5L engine)
There are different muffler assemblies and resonator assemblies, dependent on the type of vehicle being serviced. Be certain to select the proper assembly for the vehicle being serviced.
Fig. 5 Exhaust Down Pipe to Catalytic Converter
Clamp Orientation
REMOVAL
(1) Remove the exhaust system. Refer to procedure outlined in this section.
(2) Remove front down pipes. Refer to procedure outlined in this section.
UNDERFLOOR CONVERTOR SERVICE
(1) With the exhaust module removed, cut the convertor to muffler intermediate pipe just in front of the muffler (Fig. 6).
(2) Install the new convertor onto the remainder of the intermediate pipe and loose assembly the accompanying clamp.
(3) Install front down pipes. Refer to procedure outlined in this section.
(4) Install exhaust system. Refer to procedure outlined in this section.
MUFFLER ASSEMBLY SERVICE
(1) With the exhaust system removed, cut the convertor to muffler intermediate pipe just in behind the convertor (Fig. 6).
(2) Install the new muffler assembly onto the remainder of the intermediate pipe and loose assembly the accompanying clamp.
(3) Remove the exhaust support brackets from the vehicle (Fig. 7).
(4) Install new exhaust support brackets found on the replacement muffler assembly onto vehicle in the same location the old ones were removed (Fig. 7).
(5) Install exhaust system. Refer to procedure outlined in this section.
TAILPIPE/RESONATOR ASSEMBLY SERVICE
(1) With the exhaust system removed, cut the tailpipe/or resonator assembly intermediate pipe next to the rear suspension crossmember (Fig. 8).
(2) Install the correct tailpipe/resonator assembly onto the remainder of the intermediate pipe/tailpipe and loose assembly the accompanying clamp.
(3) Remove the exhaust support bracket(s) from the vehicle (Fig. 8).
(4) Install new exhaust support bracket(s) found on the replacement tailpipe/resonator assembly onto vehicle in the same location the old ones were removed
(Fig. 8).
11 - 6 EXHAUST SYSTEM AND INTAKE MANIFOLD
Fig. 6 Underfloor Catalytic Converter and Muffler Assembly Service Locations
Fig. 7 Muffler Assembly Support Bracket Locations
Fig. 8 Tailpipe/Resonator Support Brackets
INTAKE/EXHAUST MANIFOLD SERVICE—3.3L
ENGINES
INTAKE MANIFOLD
REMOVAL
(1) Release fuel system pressure. Refer to Fuel
System Pressure Release Procedure in this section.
(2) Drain cooling system. Refer to Cooling System,
Group 7. Disconnect negative cable from battery.
FUEL SYSTEM PRESSURE RELEASE
PROCEDURE
(a) Disconnect negative cable from battery.
(b) Remove fuel filler cap.
(c) Remove the protective cap from the fuel pressure test port on the fuel rail (Fig. 1 or Fig. 2).
EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 7
Fuel pressure will bleed off through the hose into the gasoline container. Fuel gauge C-4799-A contains hose C-4799-1.
Fig. 3 Releasing Fuel Pressure—Typical
(3) Disconnect air tube from air cleaner and throttle body.
(4) Hold throttle lever in wide-open position. Remove throttle cable and speed control cable from lever.
(5) Compress locking tabs on throttle cable and speed control cable and remove them from bracket
(Fig. 4).
Fig. 1 Fuel Pressure Test Port—3.3L Engine
Fig. 2 Fuel Pressure Test Port—3.5L Engine
(d) Place the open end of fuel pressure release hose, tool number C-4799-1, into an approved gasoline container. Connect the other end of hose
C-4799-1 to the fuel pressure test port (Fig. 3).
Fig. 4 Removing Throttle Cable and Speed Control
Cable
(6) Disconnect electrical connector from solenoid on
EGR valve transducer (Fig. 5).
(7) Disconnect electrical connector from MAP sensor (Fig. 5).
(8) Disconnect hose from PCV valve at rear of intake manifold plenum. Disconnect brake booster hose from nipple at rear of intake manifold plenum. Disconnect vacuum line from fuel pressure regulator.
11 - 8 EXHAUST SYSTEM AND INTAKE MANIFOLD
Fig. 5 EGR Transducer
’(9) Disconnect purge hose from throttle body. Disconnect electrica