SERVICE MANUAL 2006 SPRINTER - …€¦ · removal may cause personal ... A Service Manual Comment...

SERVICE MANUAL

2006SPRINTER

To order the special service tools used andillustrated, please refer to the instructions oninside back cover.

NO PART OF THIS PUBLICATION MAY BEREPRODUCED, STORED IN A RETRIEVALSYSTEM, OR TRANSMITTED, IN ANY FORM ORBY ANY MEANS, ELECTRONIC, MECHANICAL,PHOTOCOPYING, RECORDING, OR OTHERWISE,WITHOUT THE PRIOR WRITTEN PERMISSIONOF DAIMLERCHRYSLER CORPORATION.

DaimlerChrysler Corporation reserves the right to make changes in design orto make additions to or improvements in its products without imposing anyobligations upon itself to install them on its products previously manufac-tured.

Copyright © 2004 DaimlerChrysler Corporation

81-370-06070CD

CAUTIONALL SERVICE AND REBUILDING INSTRUCTIONS CONTAINED HEREINARE APPLICABLE TO, AND FOR THE CONVENIENCE OF, THE AUTOMOTIVETRADE ONLY. All test and repair procedures on components or assembliesin non-automotive applications should be repaired in accordance with instruc-tions supplied by the manufacturer of the total product.

Proper service and repair is important to the safe, reliable, operation of all motor vehicles. Theservice procedures recommended and described in this publication were developed for pro-fessional service personnel and are effective methods for performing vehicle repair. Followingthese procedures will help assure efficient economical vehicle performance and service reli-ability. Some of these service procedures require the use of special tools designed for specificprocedures. These special tools should be used when recommended throughout this publi-cation.

Special attention should be exercised when working with spring or tension loadedfasteners and devices such as E-Clips, Circlips, Snap rings, etc., as carelessremoval may cause personal injury. Always wear safety goggles whenever work-ing on vehicles or vehicle components.

It is important to note that this publication contains various Cautions and Warnings. Theseshould be carefully read in order to minimize the risk of personal injury, or the possibility thatimproper service methods may damage the vehicle or render it unsafe. It is important to notethat these Cautions and Warnings cover only the situations and procedures Daimler-Chrysler Corporation has encountered and recommended. DaimlerChrysler Corporationcould not possibly know, evaluate, and advise the service trade of all conceivable ways thatservice may be performed, or of the possible hazards of each. Consequently, DaimlerChryslerCorporation has not undertaken any such broad service review. Accordingly, anyone who usesa service procedure, or tool, that is not recommended in this publication must assure oneselfthoroughly that neither personal safety, nor vehicle safety, be jeopardized by the servicemethods they select.

For other Service and Owner Manuals for Chrysler,Plymouth, Dodge, Dodge Truck, and JeepT vehicles, Call(800) 890-4038 or FAX (440) 572-0815 to place an order. Or,visit our website at techauthority.daimlerchrysler.com.Tech Authority Online at our website offers you serviceinformation on a subscription basis.

UNITED STATES and CANADA

The special service tools referred to herein are required for certain service opera-tions. These special service tools or their equivalent, if not obtainable through a localsource, are available through the following outlet.

28635 Mound Road, Warren, Michigan 48092, U.S.A.

MILLER SPECIAL TOOLSSPX Corporation

Telephone 1-800-801-5420 FAX 1-800-578-7375

INTERNATIONAL

The special service tools referred to herein are required for certain service opera-tions. These special service tools or their equivalent, if not obtainable through a localsource, are available through the following outlet.

28635 Mound Road, Warren, Michigan 48092, U.S.A.

MILLER SPECIAL TOOLSSPX Corporation

Telephone 1-507-455-7320 FAX 1-800-578-7375

FOREWORD

The information contained in this service manual has been prepared for the professional automotive tech-nician involved in daily repair operations. Information describing the operation and use of standard andoptional equipment is included in the Owner’s Manual provided with the vehicle.

Information in this manual is divided into groups. These groups contain description, operation, diagnosis,testing, adjustments, removal, installation, disassembly, and assembly procedures for the systems and compo-nents. To assist in locating a group title page, use the Group Tab Locator on the following page. The solid barafter the group title is aligned to a solid tab on the first page of each group. The first page of the group hasa contents section that lists major topics within the group. If you are not sure which Group contains the infor-mation you need, look up the Component/System in the alphabetical index located in the rear of this manual.

A Service Manual Comment form is included at the rear of this manual. Use the form to provideDaimlerChrysler Corporation with your comments and suggestions.

Tightening torques are provided as a specific value throughout this manual. This value represents themidpoint of the acceptable engineering torque range for a given fastener application. These torque values areintended for use in service assembly and installation procedures using the correct OEM fasteners. Whenreplacing fasteners, always use the same type (part number) fastener as removed.

DaimlerChrysler Corporation reserves the right to change testing procedures, specifications, diagnosis,repair methods, or vehicle wiring at any time without prior notice or incurring obligation.

GROUP TAB LOCATOR

Introduction

0 Lubrication & Maintenance

2 Suspension

3 Differential & Driveline

5 Brakes

7 Cooling

8A Audio/Video

8B Chime/Buzzer

8E Electronic Control Modules

8F Engine Systems

8G Heated Systems

8H Horn

8I Ignition Control

8J Instrument Cluster

8L Lamps

8N Power Systems

8O Restraints

8P Speed Control

8Q Vehicle Theft Security

8R Wipers/Washers

8W Wiring

9 Engine

11 Exhaust System

13 Frame & Bumpers

14 Fuel System

19 Steering

21 Transmission

22 Tires/Wheels

23 Body

24 Heating & Air Conditioning

25 Emissions Control

Component and System Index

Service Manual Comment Forms (Rear of Manual)

INTRODUCTION

TABLE OF CONTENTS

page page

VEHICLE IDENTIFICATION NUMBERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1

INTERNATIONAL SYMBOLSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2

FASTENER IDENTIFICATIONDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 3

FASTENER USAGEDESCRIPTION - FASTENER USAGE . . . . . . . . . 6

THREADED HOLE REPAIRDESCRIPTION - THREADED HOLE REPAIR . . . . 6

METRIC SYSTEMDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6

TORQUE REFERENCESDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9

VEHICLE IDENTIFICATIONNUMBER

DESCRIPTIONThe Vehicle Identification Number (VIN) plate is

located on the lower windshield fence next to the lefta-pillar. The VIN contains 17 characters that providedata concerning the vehicle. Refer to the VINDECODING INFORMATION table to determine theidentification of a vehicle.

To protect the consumer from theft and possiblefraud the manufacturer is required to include aCheck Digit at the ninth position of the Vehicle Iden-tification Number. The check digit is used by themanufacturer and government agencies to verify theauthenticity of the vehicle and official documenta-tion. The formula to use the check digit is notreleased to the general public.

VIN DECODING INFORMATION

POSITION INTERPRETATION CODE = DESCRIPTION

1, 2 & 3 World Manufacturer Code

WDX = Incomplete vehicle / DodgeWD1 = Incomplete vehicle / DodgeWD0 = Truck / DodgeWD2 = Truck / DodgeWD5 = Multi-purpose passenger vehicle / DodgeWD8 = Multi-purpose passenger vehicle / DodgeWDW = Bus / DodgeWDP = Incomplete vehicle / FreightlinerWDY = Truck / FreightlinerWDR = Multi-purpose passenger vehicle / FreightlinerWD3 = Truck / Mercedes-BenzWD4 = Multi-purpose vehicle / Mercedes-BenzWD9 = Incomplete vehicle / Mercedes-Benz

4 Model

B = All 4x2 vehicle types / CanadaP = All 4x2 vehicle types / USAX = 4x2 Chassis-cabY = 4x2 TruckW = 4x2 Multi-purpose passenger vehicle

VA INTRODUCTION 1

POSITION INTERPRETATION CODE = DESCRIPTION

5 & 6 Model, Cab, Weight

D1 = Sprinter, 3000 mm (118 in.) wheelbase, 8,001 up to 9,000lbs. class GD2 = Sprinter, 3550 mm (140 in.) wheelbase, 8,001 up to 9,000lbs. class GD3 = Sprinter, 4025 mm (158 in.) wheelbase, 8,001 up to 9,000lbs. class GD4 = Sprinter, 3550 mm (140 in.) wheelbase, Van 10,001 up to14,000 lbs. Class HD5 = Sprinter, 4025 mm (158 in.) wheelbase, Van 10,001 up to14,000 lbs. Class HD6 = Sprinter, 3567 mm (140 in.) in connection with 16” wheels,Van 8,001 to 9,000 lbs. class GD7 = Sprinter, 4042 mm (159 in.) in connection with 16” wheels,Van 8,001 to 9,000 lbs. class G

7 & 8 Engine 41 = 2.7L 5 cyl. Diesel 612 (ME9)42 = 2.7L 5 cyl. Diesel 612 (MF1)43 = 2.7L 5 cyl. Diesel 647 (MC0)44 = 2.7L 5 cyl. Diesel 647 (MF2)

9 Check Digit

10 Model Year 6 = 2006

11 Assembly Plant 5 = Düsseldorf Plant, Germany

12 Thru 17 Vehicle Build Sequence

INTERNATIONAL SYMBOLS

DESCRIPTIONThe graphic symbols illustrated in the following

International Control and Display Symbols Chart(Fig. 1) are used to identify various instrument con-trols. The symbols correspond to the controls and dis-plays that are located on the instrument panel.

2 INTRODUCTION VA

FASTENER IDENTIFICATION

DESCRIPTIONThe SAE bolt strength grades range from grade 2

to grade 8. The higher the grade number, the greaterthe bolt strength. Identification is determined by theline marks on the top of each bolt head. The actualbolt strength grade corresponds to the number of linemarks plus 2. The most commonly used metric boltstrength classes are 9.8 and 10.9. The metricstrength class identification number is imprinted onthe head of the bolt. The higher the class number,the greater the bolt strength. Some metric nuts areimprinted with a single-digit strength class on thenut face. Refer to the Fastener Identification andFastener Strength Charts (Fig. 2) and (Fig. 3).

Fig. 1 INTERNATIONAL CONTROL AND DISPLAY SYMBOLS1 High Beam 13 Rear Window Washer2 Fog Lamps 14 Fuel3 Headlamp, Parking Lamps, Panel Lamps 15 Engine Coolant Temperature4 Turn Warning 16 Battery Charging Condition5 Hazard Warning 17 Engine Oil6 Windshield Washer 18 Seat Belt7 Windshield Wiper 19 Brake Failure8 Windshield Wiper and Washer 20 Parking Brake9 Windscreen Demisting and Defrosting 21 Front Hood10 Ventilating Fan 22 Rear hood (Decklid)11 Rear Window Defogger 23 Horn12 Rear Window Wiper 24 Lighter

VA INTRODUCTION 3

Fig. 2 FASTENER IDENTIFICATION

4 INTRODUCTION VA

Bolt Markings and Torque- Metric

Commercial Steel Class 9.8 10.9 12.9

Bolt Head Markings

0 ~ e ~ G ~ Body Size Torque Torque Torque

Diam. Cast Iron Aluminum Cast Iron Aluminum Cast Iron Aluminum

mm N•m ft-lb N•m ft-lb N•m ft-lb N•m ft-lb N•m ft-lb N•m ft-lb

6 9 5 7 4 14 9 11 7 14 9 11 7 7 14 9 11 7 18 14 14 11 23 18 18 14 8 25 18 18 14 32 23 25 18 36 27 28 21

10 40 30 30 25 60 45 45 35 70 50 55 40 12 70 55 55 40 105 75 80 60 125 95 100 75 14 115 85 90 65 160 120 125 95 195 145 150 110 16 180 130 140 100 240 175 190 135 290 210 220 165 18 230 170 180 135 320 240 250 185 400 290 310 230

Bolt Markings and Torque Values- U.S. Customary

SAE Grade Number 5 8

Bolt Head Markings

~ @~ These are all SAE Grade 5 (3) line

@@@ Bolt Torque - Grade 5 Bolt Bolt Torque- Grade 8 Bolt

Body Size Cast Iron Aluminum Cast Iron Aluminum

N•m ft-lb N•m ft-lb N•m ft-lb N•m ft-lb 1/4-20 9 7 8 6 15 11 12 9

-28 12 9 9 7 18 13 14 10 5/16- 18 20 15 16 12 30 22 24 18

-24 23 17 19 14 33 24 25 19 3/8 - 16 40 30 25 20 55 40 40 30

-24 40 30 35 25 60 45 45 35 7/16- 14 60 45 45 35 90 65 65 50

-20 65 50 55 40 95 70 75 55 1/2- 13 95 70 75 55 130 95 100 75

-20 100 75 80 60 150 110 120 90 9/16- 12 135 100 110 80 190 140 150 110

- 18 150 110 115 85 210 155 170 125 5/8 -11 180 135 150 110 255 190 205 150

- 18 210 155 160 120 290 215 230 170 3/4 -10 325 240 255 190 460 340 365 270

- 16 365 270 285 210 515 380 410 300 7/8-9 490 360 380 280 745 550 600 440

-14 530 390 420 310 825 610 660 490 -8 720 530 570 420 1100 820 890 660 -14 800 590 650 480 1200 890 960 710

80bdbd8c

LUBRICATION & MAINTENANCE

TABLE OF CONTENTS

page page

FLUID TYPESDESCRIPTION

PARTS AND LUBRICANTRECOMMENDATIONS . . . . . . . . . . . . . . . . . . . 1

AUTOMATIC TRANSMISSION FLUID - NAG1 . 1AXLE FLUID . . . . . . . . . . . . . . . . . . . . . . . . . . 2BRAKE FLUID . . . . . . . . . . . . . . . . . . . . . . . . . 2HOAT COOLANT . . . . . . . . . . . . . . . . . . . . . . . 2ENGINE OIL - DIESEL ENGINES . . . . . . . . . . . 3FUEL REQUIREMENTS - DIESEL ENGINE . . . 4POWER STEERING FLUID . . . . . . . . . . . . . . . 5

OPERATION - AUTOMATIC TRANSMISSIONFLUID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

FLUID CAPACITIESSPECIFICATIONS - FLUID CAPACITIES . . . . . . . 5

FLUID FILL/CHECK LOCATIONSINSPECTION - FLUID FILL/CHECK

LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 5HOISTING

STANDARD PROCEDURE - HOISTING . . . . . . . . 5JUMP STARTING

STANDARD PROCEDURE - JUMP STARTING . . 6TOWING

STANDARD PROCEDURE - TOWING . . . . . . . . . 7MAINTENANCE SCHEDULES

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8INTERNATIONAL SYMBOLS

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9

FLUID TYPES

DESCRIPTION

PARTS AND LUBRICANT RECOMMENDATIONSLubricating grease is rated for quality and usage

by the NLGI. All approved products have the NLGIsymbol (Fig. 1) on the label. At the bottom NLGIsymbol is the usage and quality identification letters.Wheel bearing lubricant is identified by the letter“G”. Chassis lubricant is identified by the latter “L”.The letter following the usage letter indicates thequality of the lubricant. The following symbols indi-cate the highest quality.

When service is required, DaimlerChrysler Corpo-ration recommends that only MOPARt brand parts,lubricants and chemicals be used. MOPARt providesthe best engineered products for servicingDaimlerChrysler Corporation vehicles.

AUTOMATIC TRANSMISSION FLUID - NAG1

NOTE: Refer to Service Procedures in this group forfluid level checking procedures.

Use ATF approved to MB 236.10, MB 236.12, suchas Shell ATF 3403/M-115, MOPARt part number05127382AA, Fuchs/Shell ATF 3353, or equivalent.

Automatic Transmission Fluid (ATF) is red in colorwhen new. The ATF is dyed red so it can be identifiedfrom other fluids used in the vehicle such as engineoil or antifreeze. The red color is not permanent andis not an indicator of fluid condition. As the vehicle isdriven, the ATF will begin to look darker in color andmay eventually become brown. This is normal.

FLUID ADDITIVESDaimlerChrysler strongly recommends against the

addition of any fluids to the transmission, other thanthose automatic transmission fluids listed above.Exceptions to this policy are the use of special dyesto aid in detecting fluid leaks.

Various “special” additives and supplements existthat claim to improve shift feel and/or quality. Theseadditives and others also claim to improve converterclutch operation and inhibit overheating, oxidation,varnish, and sludge. These claims have not been sup-ported to the satisfaction of DaimlerChrysler andthese additives must not be used. The use of trans-mission “sealers” should also be avoided, since theymay adversely affect the integrity of transmissionseals.

Fig. 1 NLGI Symbol1 - WHEEL BEARINGS2 - CHASSIS LUBRICATION3 - CHASSIS AND WHEEL BEARINGS

VA LUBRICATION & MAINTENANCE 0 - 1

AXLE FLUIDUse oils approved to MB 235.0 or 235.6, such as

Shell Spirax MB90, Caltex Hypoid LD, or MOPARtpart number 4874469, or equivalent. An API GL-5/MIL-2105-E SAE 90 Hypoid Gear Oil may be substi-tuted. Reduced axle durability may result if anunapproved product is used.

BRAKE FLUIDUse brake fluid approved to MB 331.0, such as

Intac B026D, MOPARt Brake & Clutch Fluid, partnumber 04549625AC, or equivalent. If the approvedproduct is not available, use a DOT 4 brake fluid:minimum dry boiling point (ERBP) 500°F, minimumwet boiling point (WERBP) 356°F, maximum viscos-ity 1500 mm2/s, conforming to FMVSS 116 and ISO4925.

HOAT COOLANT

WARNING: ANTIFREEZE IS AN ETHYLENE-GLYCOLBASE COOLANT AND IS HARMFUL IF SWAL-LOWED OR INHALED. IF SWALLOWED, DRINKTWO GLASSES OF WATER AND INDUCE VOMIT-ING. IF INHALED, MOVE TO FRESH AIR AREA.SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOTSTORE IN OPEN OR UNMARKED CONTAINERS.WASH SKIN AND CLOTHING THOROUGHLY AFTERCOMING IN CONTACT WITH ETHYLENE-GLYCOL.KEEP OUT OF REACH OF CHILDREN. DISPOSE OFGLYCOL BASE COOLANT PROPERLY, CONTACTYOUR DEALER OR GOVERNMENT AGENCY FORLOCATION OF COLLECTION CENTER IN YOURAREA. DO NOT OPEN A COOLING SYSTEM WHENTHE ENGINE IS AT OPERATING TEMPERATURE ORHOT UNDER PRESSURE, PERSONAL INJURY CANRESULT. AVOID RADIATOR COOLING FAN WHENENGINE COMPARTMENT RELATED SERVICE ISPERFORMED, PERSONAL INJURY CAN RESULT.

CAUTION: Use of Propylene-Glycol based coolantsis not recommended, as they provide less freezeprotection and less corrosion protection.

The cooling system is designed around the coolant.The coolant must accept heat from engine metal, inthe cylinder head area near the exhaust valves andengine block. Then coolant carries the heat to theradiator where the tube/fin radiator can transfer theheat to the air.

The use of aluminum cylinder blocks, cylinderheads, and water pumps requires special corrosionprotection. Use coolant approved to MB 325.0, suchas EURO Peak Coolant/Anti-freeze (OLD WORLDINDUSTRIES), Zerex G05 or G48 (The ValvolineCompany), Glysantin G05 (BASF AG), MOPARt partnumber 05066386AA, or an equivalent Extended Life

Coolant with the HOAT inhibitor system. This cool-ant offers the best engine cooling without corrosionwhen mixed with 50% anti-freeze and 50% distilledwater to obtain a freeze point of -37°C (-34°F). If itloses color or becomes contaminated, drain, flush,and replace with fresh properly mixed coolant solu-tion.

CAUTION: This coolant may not be mixed with anyother type of antifreeze. Mixing of coolants otherthan specified (non-HOAT), may result in enginedamage that may not be covered under the newvehicle warranty, and decreased corrosion protec-tion.

CAUTION: Do not use coolant additives that areclaimed to improve engine cooling.

COOLANT PERFORMANCEThe required ethylene-glycol (antifreeze) and water

mixture depends upon climate and vehicle operatingconditions. The coolant performance of various mix-tures follows:

Pure Water-Water can absorb more heat than amixture of water and ethylene-glycol. This is for pur-pose of heat transfer only. Water also freezes at ahigher temperature and allows corrosion.

100 percent Ethylene-Glycol-The corrosioninhibiting additives in ethylene-glycol need the pres-ence of water to dissolve. Without water, additivesform deposits in system. These act as insulationcausing temperature to rise. The increased tempera-ture can result in engine detonation. In addition, 100percent ethylene-glycol freezes at -22°C (-8°F).

50/50 Ethylene-Glycol and Water-Is the recom-mended mixture, it provides protection against freez-ing to -37°C (-34°F). The antifreeze concentrationmust always be a minimum of 44 percent, year-round in all climates. If percentage is lower, engineparts may be eroded by cavitation. Maximum protec-tion against freezing is provided with a 68 percentantifreeze concentration, which prevents freezingdown to -67.7°C (-90°F). A higher percentage willfreeze at a warmer temperature. Also, a higher per-centage of antifreeze can cause the engine to over-heat because specific heat of antifreeze is lower thanthat of water.

CAUTION: Richer antifreeze mixtures cannot bemeasured with normal field equipment and cancause problems associated with 100 percent ethyl-ene-glycol.

0 - 2 LUBRICATION & MAINTENANCE VA

ENGINE OIL - DIESEL ENGINES

SAE VISCOSITY GRADE

CAUTION: Low viscosity oils must have the properAPI quality.

Only use engine oils that are labeled on the con-tainer as meeting API (American Petroleum Insti-tute) and/or DaimlerChrysler specifications MB228.3, 228.5, 229.3, and 229.5, such as MOPARt SAE15W-40 HD Diesel Engine Oil (e.g. MOPARt PartNo. 03798231AD), or equivalent.

Do not add any materials (other than leak detec-tion dyes) to the engine oil. Engine oil is an engi-neered product and it’s performance may be impairedby supplemental additives.

When topping off engine oil, only use oil of thesame quality grade and SAE classification.

Always refer to the following viscosity chart for theproper viscosity grade based on ambient tempera-ture. Select oil viscosity according to the lowest airtemperature expected before the next oil change.

The temperature limits given for the different SAEclasses should be regarded as guidelines which maybe exceeded temporarily to avoid excessively frequentengine oil changes.

The following engine oils have been determined tomeet DaimlerChrysler requirements:

DaimlerChryslerApproved En-

gine Oil

SAE Rating MB SheetNumber

76 Pure Syn-thetic Motor Oil

5W-40 229.3

76 Royal TritonQLT

15W-40 228.3

Agip All GuardMotor Oil

15W-40 228.3


gine Oil


Agip Eurosport 5W-40 229.3

Agip SyntheticPC

5W-40 229.3

Akron UltraClear C1-4 (1)

15W-40 228.3

BP Vanellus C6Global Plus

10W-40 228.3

Brad Penn Eu-ro-Diesel LD

15W-40 228.3

Castrol Elixion(1)

5W-40 228.5

Castrol TectionS (1)

15W-40 228.3

Chevron Delo400 Multigrade

15W-40 228.3

Diesel SpecialBenz M&A

15W-40 228.3

Dislub Premium 15W-40 228.3

Exxon XD-3Extra (1)

15W-40 228.3

FormulaShellUltra

5W-40 229.3

FormulaShellUltra AB

5W-30 229.5

Gonher SuperFleet MB-III

15W-40 228.3

HydroclearPower-D En-

gine Oil

15W-40 228.3

IDO Premium15W-40

15W-40 228.3

Kendall GT-1Full Synthetic

Motor Oil

5W-40 229.3

Long Life EFDiesel EngineOil Multigrade

15W-40 228.3

Lubral SuperDiesel MB-III

15W-40 228.3

Max Raloy Die-sel

5W-30 228.5

MB Motorenöl000 989 60 01

13

10W-40 228.5

Mexlub CF-4MB-3P

15W-40 228.3

Mobil 1 0W-40 0W-40 229.5

OIL VISCOSITY CHART



gine Oil


Mobil Delvac 1 5W-40 228.5

Mobil Delvac1300 Super (1)

15W-40 228.3

Mobil SHC For-mula MB

5W-30 229.5

MOPART PartNo.

04798231AD

15W-40 228.3

Motul 8100 E-Tech 0W-40

0W-40 229.3

Motul 8100 X-cess 5W-40

5W-40 229.3

Panolin Indy SV 5W-40 229.3

Pennzoil Euro-pean Formula

Ultra

5W-30 229.5

Pennzoil Syn-thetic European

Formula

5W-40 229.3

Premium Syn-thetik Motorenöl

5W-30 229.5

QS Superfleet 15W-40 228.3

Quaker StateEuropean For-

mula Ultra

5W-30 229.5

Quaker StateFull SyntheticEuropean For-

mula

5W-40 229.3

Quaker StateSuper Series III

(1)

15W-40 228.3

Raloy DieselTurbo MX

15W-40 228.3

Raloy MotorDiesel

15W-40 228.3

Repsol TurboUHPD

10W-40 228.5

Roshfrans Vol-tro Diesel (1)

15W-40 228.3

Shell Helix Ultra 5W-30 229.3

Shell Helix Ultra 5W-40 229.3

Shell Rimula XCH-4

15W-40 228.3

Shell Rimula XCH-4

20W-50 228.3


gine Oil


Shell Rotella TMultigrade (1)

15W-40 228.3

Super DieselOil MB-3

15W-40 228.3

Supreme DutyDiesel Engine

Oil Multi- grade

15W-40 228.3

Unoil GX-7 5W-40 229.3

Ursa PremiumTDX

10W-30 228.3

Ursa PremiumTDX

15W-40 228.3

Valvoline Syn-Power MXL

0W-30 229.3

(1) Engine oil also meets API classification CI-4.Other oils may meet requirements - see oil label to

determine

Use of the approved fluid is required if theASSYST Oil Service Reminder is followed. Use of alower quality oil on this service schedule may causesevere engine damage.

FUEL REQUIREMENTS - DIESEL ENGINE

WARNING: Do not use alcohol or gasoline as a fuelblending agent. They can be unstable under certainconditions and hazardous or explosive when mixedwith diesel fuel.

Use only commercially available vehicular dieselfuels No. 2 or No. 1 (ASTM D 975 No. 2-D or No.1-D).

NOTE: Because of its better quality, the manufac-turer recommends the use of commercially avail-able vehicular diesel fuel No. 2.

DIESEL FUELS FOR USE AT VERY LOW TEMPERA-TURE

At very low temperatures, the fluidity of No. 2 die-sel fuel may become insufficient due to paraffin sep-eration. For this reason, the vehicle comes equippedwith a fuel preheater. It permits trouble free engineoperation to a temperature of approximately 14°F(-10°C) when using No. 2 diesel fuel.

To avoid malfunctions, No. 2 diesel fuel of a low-ered cloud point is marketed during the cold season.

At temperatures below 14 °F (-10 °C) use winter-ized or No. 1 diesel fuel only.


Do not blend other specific fuel additives with die-sel fuel. They only result in unnecessary cost, andmay be harmful to the engine operation.

POWER STEERING FLUIDNo fluid service required. Filled with Power Steer-

ing Fluid approved to MB 236.3, such as MobilATF-D (Exxon Mobil Corporation) or equivalent.

OPERATION - AUTOMATIC TRANSMISSIONFLUID

The automatic transmission fluid is selected basedupon several qualities. The fluid must provide a highlevel of protection for the internal components byproviding a lubricating film between adjacent metalcomponents. The fluid must also be thermally stableso that it can maintain a consistent viscosity througha large temperature range. If the viscosity stays con-stant through the temperature range of operation,transmission operation and shift feel will remain con-sistent. Transmission fluid must also be a good con-ductor of heat. The fluid must absorb heat from theinternal transmission components and transfer thatheat to the transmission case.

FLUID CAPACITIES

SPECIFICATIONS - FLUID CAPACITIES

DESCRIPTION SPECIFICATION

ENGINE COOLANT

10 Liters 10.5 Quarts

ENGINE OIL

9.0L without Filter Re-placement

9.5 Quarts with FilterReplacement

AUTOMATIC TRANSMISSION

Service Fill - NAG1 5.0 L (10.6 pts.)

O-haul Fill - NAG1 7.7 L (16.3 pts.)

Dry fill capacity Depending on type and size of inter-nal cooler, length and inside diameter of cooler lines,or use of an auxiliary cooler, these figures may vary.(Refer to appropriate 21 - TRANSMISSION/AUTO-

MATIC/FLUID - STANDARD PROCEDURE).

REAR AXLE ±.03L (1 oz.)

8 1/2 1.8 L (4.0 pts.)

FUEL TANK

Primary 100 L (26.4 gal.)*

Reserve 10.5 L (2.8 gal.)*

*Nominal refill capacities are shown. A variation maybe observed from vehicle to vehicle due to manufac-

turing tolerance and refill procedure


POWER STEERING SYSTEM

Power steering fluid capacities are dependent onengine/chassis options as well as steering gear/cool-er options. Depending on type and size of internal

cooler, length and inside diameter of cooler lines, oruse of an auxiliary cooler, these capacities may vary.Refer to 19, Steering for proper fill and bleed proce-

dures.

FLUID FILL / CHECK LOCA-TIONS

INSPECTION - FLUID FILL / CHECK LOCA-TIONS

The fluid fill/check locations and lubrication pointsare located in each applicable group.

HOISTING

STANDARD PROCEDURE - HOISTINGRefer to the Owner’s Manual for emergency vehicle

lifting procedures.

WARNING: THE HOISTING AND JACK LIFTINGPOINTS PROVIDED ARE FOR A COMPLETE VEHI-CLE. WHEN A CHASSIS OR DRIVETRAIN COMPO-NENT IS REMOVED FROM A VEHICLE, THECENTER OF GRAVITY IS ALTERED MAKING SOMEHOISTING CONDITIONS UNSTABLE. PROPERLYSUPPORT OR SECURE VEHICLE TO HOISTINGDEVICE WHEN THESE CONDITIONS EXIST.

FLOOR JACKWhen properly positioned, a floor jack can be used

to lift a vehicle. Support the vehicle in the raisedposition with jack stands at the front and rear endsof the frame rails.

CAUTION: Do not lift vehicle with a floor jack posi-tioned under:

• An axle tube.

• A body side sill.

• A steering linkage component.

• A drive shaft.

• The engine or transmission oil pan.

• The fuel tank.

• A front suspension arm.


HOISTA vehicle can be lifted with:• A single-post, frame-contact hoist.• A twin-post, chassis hoist.• A ramp-type, drive-on hoist.

NOTE: When a frame-contact type hoist is used,verify that the lifting pads are positioned properly.The forward lifting pads should be positionedagainst the forward flange of the transmissioncrossmember brackets at the bottom of the framerail. The real lifting pads should be wedgedbetween the forward flange of the leaf springbracket and the frame rail. Safety stands should beplaced under the frame rails at the front and rearends.

JUMP STARTING

STANDARD PROCEDURE - JUMP STARTING

WARNING: REVIEW ALL SAFETY PRECAUTIONSAND WARNINGS IN THE BATTERY SYSTEM SEC-TION OF THE SERVICE MANUAL. (Refer to 8 -ELECTRICAL/BATTERY SYSTEM/BATTERY - STAN-DARD PROCEDURE)

• DO NOT JUMP START A FROZEN BATTERY,PERSONAL INJURY CAN RESULT.

• IF EQUIPPED, DO NOT JUMP START WHENMAINTENANCE FREE BATTERY INDICATOR DOT ISYELLOW OR BRIGHT COLOR.

• DO NOT JUMP START A VEHICLE WHEN THEBATTERY FLUID IS BELOW THE TOP OF LEADPLATES.

• DO NOT ALLOW JUMPER CABLE CLAMPS TOTOUCH EACH OTHER WHEN CONNECTED TO ABOOSTER SOURCE.

• DO NOT USE OPEN FLAME NEAR BATTERY.

• REMOVE METALLIC JEWELRY WORN ONHANDS OR WRISTS TO AVOID INJURY BY ACCI-DENTAL ARCING OF BATTERY CURRENT.

• WHEN USING A HIGH OUTPUT BOOSTINGDEVICE, DO NOT ALLOW BATTERY VOLTAGE TOEXCEED 16 VOLTS. REFER TO INSTRUCTIONSPROVIDED WITH DEVICE BEING USED.FAILURE TO FOLLOW THESE INSTRUCTIONS MAYRESULT IN PERSONAL INJURY.

CAUTION: When using another vehicle as abooster, do not allow vehicles to touch. Electricalsystems 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 dis-abled vehicle is severe, damage to booster vehiclecharging system can result.

(2) When using another vehicle as a boostersource, park the booster vehicle within cable reach.Turn off all accessories, set the parking brake, placethe automatic transmission in PARK or the manualtransmission in NEUTRAL and turn the ignitionOFF.

(3) On disabled vehicle, place gear selector in parkor neutral and set park brake. Turn off all accesso-ries.

(4) Connect jumper cables to booster battery. REDclamp to positive terminal (+). BLACK clamp to neg-ative terminal (-). DO NOT allow clamps at oppositeend of cables to touch, electrical arc will result.Review all warnings in this procedure.

(5) On disabled vehicle, connect RED jumper cableclamp to positive (+) terminal. Connect BLACKjumper cable clamp to engine ground as close to theground cable attaching point as possible.

Fig. 2 HOIST LOCATIONS1 - TRANSMISSION CROSSMEMBER SUPPORT2 - REAR LEAF SPRING MOUNT - FRONT3 - TRANSMISSION CROSSMEMBER


SUSPENSION

TABLE OF CONTENTS

page page

FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . 17

FRONT

TABLE OF CONTENTS

page page

FRONTSPECIFICATIONS - TORQUE CHART . . . . . . . . . 1SPECIAL TOOLS

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . 2BUSHINGS

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 3

HUB / BEARINGDIAGNOSIS AND TESTING - . . . . . . . . . . . . . . . 4REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 5

KNUCKLEREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6

LOWER BALL JOINTREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6

LOWER CONTROL ARMREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7

SPRINGREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8

SPRING CLAMP PLATESREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9

SPRING STOP PLATESREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9

STABILIZER BARDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9

STABILIZER LINKREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10

STRUTREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10

FRONT

SPECIFICATIONS - TORQUE CHART

TORQUE SPECIFICATIONS

DESCRIPTION N·m Ft. Lbs. In. Lbs.

Lower Ball Joint To Steer-ing Knuckle

280 206 —

Strut To Steering Knuckle 185 136 —

Strut To Body 100 74 —

Bottom Spring ClampPlate To Front Axle

M12 X 1.5 Bolt

130 96 —

VA SUSPENSION 2 - 1


Bottom Spring ClampPlate To Front Axle

M10 Bolt

65 48 —

Sway Bar Clamp To TheFront Axle

30 22 —

Hexagon Socket Bolt ForClamping Nut To Adjust

Wheel Bearing Play

12 9 106

Lower Control Arm ToFront Axle Beam

150 110 —

Stop Plate For LowerControl Arm

60 44 —

Outer Tie Rod End Nut 130 96 —

Outer Tie Rod End NutJam Nut

50 37 —

SPECIAL TOOLS

FRONT SUSPENSION

SPECIAL TOOL CROSS REFERENCE CHART

MBTOOL #

MILLERTOOL #

DESCRIPTION

N/A 9288 LEAF SPRING WEDGEBLOCK

N/A 9294 LOWER BALL JOINT RE-MOVE/INSTALLER

N/A 9302 BUSHING REMOVER /IN-STALLER

N/A C-3894-A PULLER TIE ROD

730 58902 33 00

9282 BALL JOINT SEPARA-TOR

N/A C-4212F BALL JOINT PRESS

Puller Tie Rod C-3894-A

BALL JOINT PRESS - C-4212F

LOWER BALL JOINT REMOVE / INSTALL - 9294

2 - 2 FRONT VA

BUSHINGS

REMOVAL(1) Remove the lower control arm (Refer to 2 -

SUSPENSION/FRONT/LOWER CONTROL ARM -REMOVAL).

(2) Install the lower control arm in a vise.

(3) Install special tool C-4212F (Press) with specialtool 9302-1 (Driver) and 9302–3 (Receiver) (Fig. 1).

(4) Press out the old control arm bushing.

INSTALLATION(1) Install the new control arm bushing into the

control arm.(2) Press the new bushing into the control arm

using special tool C-4212F and 9302-1 (Driver) with9302-2 (Sizer cup) and 9302-4 (Receiver) (Fig. 2).

(3) Press the bushing in all the way until the lip isseated properly into the control arm.

(4) Install the lower control arm to the vehicle(Refer to 2 - SUSPENSION/FRONT/LOWER CON-TROL ARM - INSTALLATION).

BALL JOINT SEPARATOR - 9282

LEAF SPRING WEDGE BLOCK - 9288

BUSHING REMOVER / INSTALLER-9302

Fig. 1 LCA BUSHING REMOVAL1 - SPECIAL TOOL C-4212F (PRESS)2 - SPECIAL TOOL 9302-1 (DRIVER)3 - LOWER CONTROL ARM4 - SPECIAL TOOL 9302-3 (RECEIVER CUP)5 - BUSHING

VA FRONT 2 - 3

HUB / BEARING

DIAGNOSIS AND TESTING -(1) Raise and support the vehicle.(2) Remove the grease cap.(3) Position a dial indicator against the face of the

wheel hub (Fig. 3).(4) Tighten the locking screw on the clamping nut

(Fig. 3).(5) Pull the wheel hub firmly back and forth and

read off the wheel bearing play on the dial gauge.(Wheel bearing play should be 0.02 - 0.04 mm(0.000787 - 0.00158 in.).

(6) If necessary, loosen the locking screw andadjust the wheel bearing play by loosing or tighten-ing the clamping nut.

(7) Retighten the locking screw and recheck thewheel bearing play.

REMOVAL(1) Raise and support the vehicle.(2) Remove the front wheels (Refer to 22 - TIRES/

WHEELS/WHEELS - REMOVAL).(3) Remove the disc brake caliper adapter (Refer to

5 - BRAKES/HYDRAULIC/MECHANICAL/DISCBRAKE CALIPER ADAPTER - REMOVAL).

(4) Remove the wheel flange ring (if equipped withdual rear wheels) (Fig. 5).

(5) Remove the disc brake rotor (Refer to 5 -BRAKES/HYDRAULIC/MECHANICAL/ROTORS -REMOVAL).

(6) Remove the grease cap (Fig. 4).(7) Loosen the bolt on the clamping nut and

remove the clamping nut (Fig. 4).(8) Remove the thrust washer (Fig. 4).(9) Remove the wheel hub and tapered roller bear-

ing from the stub axle assembly (Fig. 4).

Fig. 2 LCA BUSHING INSTALL1 - SPECIAL TOOL C-4212F (PRESS)2 - SPECIAL TOOL 9302-1 (DRIVER)3 - BUSHING4 - SPECIAL TOOL 9302-2 (SIZER CUP)5 - LOWER CONTROL ARM6 - SPECIAL TOOL 9302-4 (RECEIVER CUP)

Fig. 3 MEASURING & ADJUSTING WHEEL BEARING1 - WHEEL HUB2 - LOCKING SCREW3 - DIAL INDICATOR

2 - 4 FRONT VA

INSTALLATION(1) Install the wheel hub with the tapered roller

bearing on the stub axle (Fig. 4).(2) Grease the outer tapered roller bearing thor-

oughly and push onto the steering knuckle (Fig. 4).

NOTE: The smooth side of the thrust washer mustpoint toward the wheel bearing.

(3) Install the thrust washer (Fig. 4).(4) Install the clamping nut (Fig. 4). Tighten to 12

N·m (9 ft. lbs.) and then loosen a half of a turn.(5) Check for wheel bearing end play. End play

should be 0.02- 0.04 mm (0.000787 - 0.00158 in.)(Fig. 3) (Refer to 2 - SUSPENSION/FRONT/HUB /BEARING - DIAGNOSIS AND TESTING).

(6) Pack the grease cap half with grease and coatat the edge with sealant and install the cap (Fig. 4).

(7) Install the disc brake rotor (Refer to 5 -BRAKES/HYDRAULIC/MECHANICAL/ROTORS -INSTALLATION).

(8) Install the disc brake caliper adapter (Refer to5 - BRAKES/HYDRAULIC/MECHANICAL/DISCBRAKE CALIPER ADAPTER - INSTALLATION).

(9) Install the wheel flange ring (if equipped withdual rear wheels) (Fig. 5).

(10) Install the front tire & wheels assembly(Refer to 22 - TIRES/WHEELS/WHEELS - INSTAL-LATION).

(11) Lower the vehicle.

KNUCKLE

REMOVAL(1) Raise and support the vehicle.(2) Remove the front wheels (Refer to 22 - TIRES/


5 - BRAKES/HYDRAULIC/MECHANICAL/DISCBRAKE CALIPER ADAPTER - REMOVAL).

(4) Remove the hub/bearing (Refer to 2 - SUSPEN-SION/FRONT/HUB / BEARING - REMOVAL).

(5) Separate the outer tie rod from the steeringknuckle (Fig. 6) using special tool C-3894–A.

(6) Raise the lower control arm approximately 10mm using a jack. In order to eliminate tensileforce in the damper strut.

(7) Remove the ABS sensor from the knuckle bypulling straight out.

(8) Remove the strut at the knuckle (Fig. 6).(9) Separate the lower ball joint from the steering

knuckle using special tool 9282 (Fig. 6).(10) Remove the steering knuckle from the vehicle

(Fig. 6).

Fig. 4 FRONT WHEEL HUB WITH SINGLE REARWHEELS (SRW)

1 - CALIPER ADAPTER BOLT2 - DISC BRAKE CALIPER3 - INNER BEARING4 - WHEEL HUB5 - DISC BRAKE ROTOR6 - OUTER BEARING7 - THRUST WASHER8 - CLAMPING NUT9 - GREASE CAP10 - LOCKING BOLT11 - GREASE SEAL12 - STEERING KNUCKLE

Fig. 5 FRONT WHEEL HUB WITH DUAL REARWHEELS (DRW)

1 - ADAPTER BOLT2 - DISC BRAKE CALIPER3 - INNER BEARING RACE4 - WHEEL HUB5 - DISC BRAKE ROTOR6 - LOCKING BOLT7 - WHEEL FLANGE RING8 - OUTER BEARING9 - THRUST WASHER10 - CLAMPING NUT11 - GREASE CAP12 - WHEEL FLANGE RING MOUNTING BOLT13 - GREASE SEAL14 - STEERING KNUCKLE

VA FRONT 2 - 5

INSTALLATION(1) Install the steering knuckle on the lower ball

joint stud (Fig. 6).(2) Install the lower ball joint nut (Fig. 6). Tighten

to 280 N·m (206 ft. lbs.)(3) Install the strut to the steering knuckle (Fig.

6). Tighten to 185 N·m (136 ft. lbs.).(4) Install the outer tie rod end to the steering

knuckle (Fig. 6) and tighten the nut to 130 N·m (96ft. lbs.).

(5) Install the ABS sensor by pushing the sensorall the way into the knuckle and the sensor will selfadjust when the wheel is turned.

(6) Install the hub/bearing (Refer to 2 - SUSPEN-SION/FRONT/HUB / BEARING - INSTALLATION).

(7) Install the disc brake caliper adapter with thebrake caliper (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPER ADAPTER -INSTALLATION).

(8) Install the front wheels (Refer to 22 - TIRES/WHEELS/WHEELS - INSTALLATION).

(9) Lower the vehicle.(10) Check and set toe if necessary (Refer to 2 -

SUSPENSION/WHEEL ALIGNMENT - STANDARDPROCEDURE).

LOWER BALL JOINT

REMOVAL(1) Raise and support the vehicle.(2) Remove the front tire and wheel assembly.(3) Remove the front strut (Refer to 2 - SUSPEN-

SION/FRONT/STRUT - REMOVAL).

(4) Remove the steering knuckle (Refer to 2 - SUS-PENSION/FRONT/KNUCKLE - REMOVAL).

(5) Remove the lower ball joint using special tool9294-1 (Driver) with 9294-2 (Reciever) and C-4212–F.(Fig. 7).

INSTALLATION(1) Install the ball joint into the lower control arm

using special tool 9294-3 (Installer ring) inserted in9294-2 (Reciever) and C-4212–F (Fig. 7).

(2) Install the front strut (Refer to 2 - SUSPEN-SION/FRONT/STRUT - INSTALLATION).

(3) Install the steering knuckle (Refer to 2 - SUS-PENSION/FRONT/KNUCKLE - INSTALLATION).

(4) Install the tire and wheel assembly (Refer to 22- TIRES/WHEELS/WHEELS - INSTALLATION).

(5) Lower the vehicle.(6) Check the front wheel alignment (Refer to 2 -

SUSPENSION/WHEEL ALIGNMENT - SPECIFICA-TIONS).

LOWER CONTROL ARM

REMOVAL(1) Insert spring blocks special tool 9288 between

the spring and the spring clamp plates, While thevehicles wheels are on the ground.

(2) Raise and support the vehicle.(3) Remove the front wheels (Refer to 22 - TIRES/


5 - BRAKES/HYDRAULIC/MECHANICAL/DISCBRAKE CALIPER ADAPTER - REMOVAL). Hangthe caliper. Do not allow brake hose to supportthe caliper weight.

(5) Remove the retaining nut holding the tie rod tothe steering knuckle (Fig. 8).

Fig. 6 STEERING KNUCKLE1 - STRUT2 - STRUT BOLT3 - STEERING KNUCKLE4 - LOWER BALL JOINT NUT5 - OUTER TIE ROD END RETAINING NUT6 - INNER TIE ROD END7 - LOWER CONTROL ARM Fig. 7 LOWER BALL JOINT

1 - LOWER CONTROL ARM2 - LOWER BALL JOINT

2 - 6 FRONT VA

DIFFERENTIAL & DRIVELINE

TABLE OF CONTENTS

page page

PROPELLER SHAFT . . . . . . . . . . . . . . . . . . . . . . . 1 REAR AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

PROPELLER SHAFT

TABLE OF CONTENTS

page page

PROPELLER SHAFTDIAGNOSIS AND TESTING

PROPELLER SHAFT . . . . . . . . . . . . . . . . . . . . 1STANDARD PROCEDURE . . . . . . . . . . . . . . . . . 4SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 6SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . 6

PROPELLER SHAFTREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9

CENTER BEARINGREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10

PROPELLER SHAFT

DIAGNOSIS AND TESTING

PROPELLER SHAFT

PROPELLER SHAFT VIBRATIONOut-of-round tires or wheels that are out of bal-

ance, will cause a low frequency vibration.Driveline vibration can be from loose or damaged

engine mounts.Propeller shaft vibration increases with vehicle

speed. A vibration within a specific speed is not usu-ally caused by a out of balanced propeller shaft.Worn universal joints or an incorrect propeller shaftangle, usually cause such a vibration.

VA DIFFERENTIAL & DRIVELINE 3 - 1

DRIVELINE VIBRATION

Drive Condition Possible Cause Correction

Propeller Shaft Noise 1) Undercoating or other foreignmaterial on shaft.

1) Clean exterior of shaft and washwith solvent.

2) Loose U-joint clamp screws. 2) Install new clamps and screwsand tighten to proper torque.

3) Loose or bent U-joint yoke orexcessive runout.

3) Install new yoke.

4) Incorrect driveline angularity. 4) Measure and correct drivelineangles.

5) Rear spring center bolt not inseat.

5) Loosen spring u-bolts and seatcenter bolt.

6) Worn U-joint bearings. 6) Install new U-joint.

7) Propeller shaft damaged or outof balance.

7) Installl new propeller shaft.

8) Broken rear spring. 8) Install new rear spring.

9) Excessive runout or unbalancedcondition.

9) Re-index propeller shaft, test,and evaluate.

10) Excessive drive pinion gearshaft runout.

10) Re-index propeller shaft andevaluate.

11) Excessive axle yoke deflection. 11) Inspect and replace yoke ifnecessary.

12) Excessive transfer caserunout.

12) Inspect and repair as neces-sary.

Universal Joint Noise 1) Loose U-joint clamp screws. 1) Install new clamps and screwsand tighten to proper torque.

2) Lack of lubrication. 2) Replace as U-joints as neces-sary.

PROPELLER SHAFT BALANCE

NOTE: Removing and indexing the propeller shaft180° relative to the yoke may eliminate some vibra-tions.

If propeller shaft is suspected of being out of bal-ance, verify with the following procedure:

(1) Place vehicle in netrual.(2) Raise and support the vehicle by the axles as

level as possible.(3) Clean all foreign material from propeller shaft

and universal joints.(4) Inspect propeller shaft for missing balance

weights, broken welds, and bent areas.

NOTE: If propeller shaft is bent, it must be replaced.

(5) Inspect universal joints for wear, properlyinstalled and correct alignment with the shaft.

(6) Check universal joint clamp screws torque.(7) Remove wheels and tires. Install wheel lug

nuts to retain the brake drums/rotors.

(8) Mark and number propeller shaft six inchesfrom the pinion yoke end at four positions 90° apart.

(9) Run and accelerate the vehicle until vibrationoccurs. Note intensity and speed the vibrationoccurred. Stop the engine.

(10) Install a screw clamp at position 1 (Fig. 1).

3 - 2 PROPELLER SHAFT VA

(11) Start engine and re-check for vibration. If lit-tle or no change in vibration is evident, move clampto the next positions and repeat vibration test.

NOTE: If there is no difference in vibration at theother positions, the vibration may not be propellershaft.

(12) If vibration decreased, install a second clamp(Fig. 2) and repeat vibration test.

(13) If additional clamp causes additional vibra-tion, separate clamps 1/2 inch above and below themark. Repeat the vibration test (Fig. 3).

(14) Increase distance between clamps and repeattest until vibration is at the lowest level. Bend theslack end of the clamps so the screws will not loosen.

(15) If vibration remains unacceptable, preformthe procedure to the front end of the propeller shaft.

(16) Install the wheel and tires. Lower the vehicle.

PROPELLER SHAFT RUNOUT(1) Clean the propeller shaft surface where the

dial indicator will contact the shaft.(2) The dial indicator must be installed perpendic-

ular to the shaft surface.(3) Measure runout at the center and ends of the

shaft away from weld areas, to ensure weld processwill not effect the measurements.

(4) Refer to Runout Specifications chart.(5) If propeller shaft is out of specification, remove

propeller shaft and index the shaft 180°. Install thepropeller shaft and measure shaft runout again.

(6) If propeller shaft is now within specifications,mark shaft and yokes for proper orientation.

(7) If propeller shaft runout is not within specifica-tions, check runout of the transmission and axle.Correct as necessary and repeat propeller shaftrunout measurement.

(8) Replace propeller shaft if the runout stillexceeds the limits.

Fig. 1 Clamp Screw At Position 11 - CLAMP2 - SCREWDRIVER

Fig. 2 Two Clamp Screws At The Same Position

Fig. 3 Clamp Screws Separated1 - 1⁄2 INCH

VA PROPELLER SHAFT 3 - 3

RUNOUT SPECIFICATIONS

Front of Shaft 0.020 in. (0.50 mm)

Center of Shaft 0.025 in. (0.63 mm)

Rear of Shaft 0.020 in. (0.50 mm)

note:Measure front/rear runout approximately 76 mm (3in.) from the weld seam at each end of the shafttube for tube lengths over 30 inches. For tubelengths under 30 inches, the maximum allowedrunout is 0.50 mm (0.020 in.) for the full length ofthe tube.

STANDARD PROCEDURE

PROPELLER SHAFT ANGLEThis procedure applies the front and rear propeller

shafts.(1) Place vehicle in netural.(2) Raise and support vehicle at the axles as level

as possible.(3) Remove universal joint snap rings if equipped,

so Inclinometer 7663 base sits flat.(4) Rotate shaft until transmission case output

yoke bearing is facing downward.

NOTE: Always make measurements from front torear and from the same side of the vehicle.

(5) Place Inclinometer 7663 on yoke bearing (A)parallel to the shaft. Center bubble in sight glass andrecord measurement.

This measurement will give you the transmis-sion yoke Output Angle (A).

(6) Rotate propeller shaft 90 degrees and placeinclinometer on yoke bearing parallel to the shaft.Center bubble in sight glass and record measure-ment. This measurement can also be taken at therear end of the shaft.

This measurement will give you the PropellerShaft Angle (C).

(7) Rotate propeller shaft 90 degrees and placeinclinometer on companion flange yoke bearing par-allel to the shaft. Center bubble in sight glass andrecord measurement.

This measurement will give you the PinionFlange Input Angle (B).

(8) Subtract smaller figure from larger (C minusA) to obtain Transmission Output OperatingAngle.

(9) Subtract smaller figure from larger (C minusB) to obtain axle Input Operating Angle.

Refer to rules and example in (Fig. 4) for addi-tional information.

RULES• Good cancellation of U-joint operating angles

should be within 1degree.• Operating angles should be less than 3 degrees.• At least 1/2 of one degree continuous operating

(propeller shaft) angle.


TWO / THREE - PIECE PROPELLER SHAFTThe procedure to measure the propeller shaft

angles involved with a two/three-piece (Fig. 5) propel-ler shaft is the same as those for a one-piece propel-ler shaft.

Fig. 4 UNIVERSAL JOINT ANGLE EXAMPLE1 - 4.9° Angle (C)2 - 3.2° Angle (B)3 - Input Yoke

4 - 3.0° Angle (A)5 - Output Yoke

VA PROPELLER SHAFT 3 - 5

SPECIFICATIONS



Propeller shaft to trans-mission bolt

70 52 -

Propeller shaft to axlebolt

70 52 -

Retaining bracket toframe floor bolt

100 74 -

Center Bearing support toframe floor bolt

95 70 -

Center Bearing to supportnut

105 77 -

SPECIAL TOOLS

SPECIAL TOOL CROSS-REFERENCE CHART

MB TOOL #MILLER TOOL

#DESCRIPTION

N/A 938 BRIGE

N/A 1130 SPLITTER

387 589 05 1500

9275 INSTALLER

N/A 7663INCLINOME-

TER

Fig. 5 UNIVERSAL JOINT ANGLE1 - YOKES MUST BE IN SAME PLANE

BRIDGE 938


BRAKES

TABLE OF CONTENTS

page page

BRAKES - BASE . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 BRAKES - ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

BRAKES - BASE

TABLE OF CONTENTS

page page

BRAKES - BASEDIAGNOSIS AND TESTING - BASE BRAKE

SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2STANDARD PROCEDURE

STANDARD PROCEDURE - MANUALBLEEDING. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

STANDARD PROCEDURE - PRESSUREBLEEDING. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

HYDRAULIC/MECHANICALSPECIFICATIONS

SPECIFICATIONS - TORQUE CHART . . . . . . . 5BASE BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . 6

SPECIAL TOOLSBRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

BRAKE LINESSTANDARD PROCEDURE

STANDARD PROCEDURE - ISO FLARING . . . 8STANDARD PROCEDURE - DOUBLE

INVERTED FLARING . . . . . . . . . . . . . . . . . . . . 8BRAKE PADS/SHOES

REMOVALREMOVAL - FRONT (SRW) . . . . . . . . . . . . . . . 8REMOVAL - FRONT (DRW) . . . . . . . . . . . . . . . 9REMOVAL - REAR (16” WHEELS) (SRW) . . . . 9REMOVAL - REAR (15” WHEELS) (SRW) . . . 10REMOVAL - REAR (DRW) . . . . . . . . . . . . . . . 10

INSTALLATIONINSTALLATION - FRONT (SRW) . . . . . . . . . . . 11INSTALLATION - FRONT (DRW) . . . . . . . . . . 11INSTALLATION - REAR (16” WHEELS)

(SRW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11INSTALLATION - REAR (16” WHEELS)

(SRW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11INSTALLATION - REAR (DRW) . . . . . . . . . . . 11

DISC BRAKE CALIPERSREMOVAL

REMOVAL - FRONT (SRW) . . . . . . . . . . . . . . 11REMOVAL - FRONT (DRW) . . . . . . . . . . . . . . 12REMOVAL - REAR (SRW) . . . . . . . . . . . . . . . 12REMOVAL - REAR (DRW) . . . . . . . . . . . . . . . 13

INSTALLATIONINSTALLATION - FRONT (SRW) . . . . . . . . . . 13INSTALLATION - FRONT (DRW) . . . . . . . . . . 13INSTALLATION - REAR (SRW) . . . . . . . . . . . 14INSTALLATION - REAR (DRW) . . . . . . . . . . . 14

DISC BRAKE CALIPER ADAPTERREMOVAL

REMOVAL - FRONT . . . . . . . . . . . . . . . . . . . . 14REMOVAL - REAR . . . . . . . . . . . . . . . . . . . . . 14

INSTALLATIONINSTALLATION - FRONT . . . . . . . . . . . . . . . . 14INSTALLATION - REAR . . . . . . . . . . . . . . . . . 14

FLUIDDIAGNOSIS AND TESTING - BRAKE FLUID

CONTAMINATION . . . . . . . . . . . . . . . . . . . . . 15STANDARD PROCEDURE - BRAKE FLUID

LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15SPECIFICATIONS

BRAKE FLUID . . . . . . . . . . . . . . . . . . . . . . . . 15FLUID RESERVOIR

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15

ALB LEVERREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16

ALB CONTROLLERREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16ADJUSTMENTS

ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . 16MASTER CYLINDER

DIAGNOSIS AND TESTING - MASTERCYLINDER/POWER BOOSTER . . . . . . . . . . . 17

STANDARD PROCEDURE - MASTERCYLINDER BLEEDING . . . . . . . . . . . . . . . . . . 18


PEDALREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19

VA BRAKES 5 - 1

POWER BRAKE BOOSTERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20

ROTORSREMOVAL

REMOVAL - FRONT (SRW) . . . . . . . . . . . . . . 20REMOVAL - REAR (SRW) . . . . . . . . . . . . . . . 20REMOVAL - FRONT (DRW) . . . . . . . . . . . . . . 21REMOVAL - REAR (DRW) . . . . . . . . . . . . . . . 21

INSTALLATIONINSTALLATION - FRONT (SRW) . . . . . . . . . . 22INSTALLATION - REAR (SRW) . . . . . . . . . . . 22INSTALLATION - FRONT (DRW) . . . . . . . . . . 22INSTALLATION - REAR (DRW) . . . . . . . . . . . 22

SUPPORT PLATEREMOVAL - REAR . . . . . . . . . . . . . . . . . . . . . . 23INSTALLATION - REAR . . . . . . . . . . . . . . . . . . . 23

PARKING BRAKESPECIFICATIONS

TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 23SPECIAL TOOLS

PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . 24CABLE TENSIONER

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24CABLES

REMOVALREMOVAL - FRONT . . . . . . . . . . . . . . . . . . . . 24REMOVAL - REAR . . . . . . . . . . . . . . . . . . . . . 25

INSTALLATIONINSTALLATION - FRONT . . . . . . . . . . . . . . . . 25INSTALLATION - REAR . . . . . . . . . . . . . . . . . 26

ADJUSTMENTSADJUSTMENT - PARKING BRAKE CABLES . 26

LEVERREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 27

SHOESREMOVAL

REMOVAL - (SRW) . . . . . . . . . . . . . . . . . . . . 27REMOVAL - (DRW) . . . . . . . . . . . . . . . . . . . . 27

CLEANING - REAR DRUM IN HAT BRAKE . . . . 28INSTALLATION

INSTALLATION - (SRW) . . . . . . . . . . . . . . . . . 28INSTALLATION - (DRW) . . . . . . . . . . . . . . . . . 28

ADJUSTMENTSADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . 28

BRAKES - BASE

DIAGNOSIS AND TESTING - BASE BRAKE SYS-TEM

Base brake components consist of the brake pads,calipers, brake drum in hat rotor in the rear, rotors,brake lines, master cylinder, booster, and parkingbrake components.

Brake diagnosis involves determining if the prob-lem is related to a mechanical, hydraulic, or vacuumoperated component.

The first diagnosis step is the preliminary check.

PRELIMINARY BRAKE CHECK(1) Check condition of tires and wheels. Damaged

wheels and worn, damaged, or underinflated tirescan cause pull, shudder, vibration, and a conditionsimilar to grab.

(2) If complaint was based on noise when braking,check suspension components. Jounce front and rearof vehicle and listen for noise that might be causedby loose, worn or damaged suspension or steeringcomponents.

(3) Inspect brake fluid level and condition. Notethat the brake reservoir fluid level will decrease inproportion to normal lining wear. Also note thatbrake fluid tends to darken over time. This isnormal and should not be mistaken for contam-ination.

(a) If fluid level is abnormally low, look for evi-dence of leaks at calipers, wheel cylinders, brakelines, and master cylinder.

(b) If fluid appears contaminated, drain out asample to examine. System will have to be flushedif fluid is separated into layers, or contains a sub-stance other than brake fluid. The system sealsand cups will also have to be replaced after flush-ing. Use clean brake fluid to flush the system.(4) Check parking brake operation. Verify free

movement and full release of cables and pedal. Alsonote if vehicle was being operated with parkingbrake partially applied.

(5) Check brake pedal operation. Verify that pedaldoes not bind and has adequate free play. If pedallacks free play, check pedal and power booster forbeing loose or for bind condition. Do not road testuntil condition is corrected.

(6) Check booster vacuum check valve and hose.(7) If components checked appear OK, road test

the vehicle.

ROAD TESTING(1) If complaint involved low brake pedal, pump

pedal and note if it comes back up to normal height.(2) Check brake pedal response with transmission

in Neutral and engine running. Pedal should remainfirm under constant foot pressure.

5 - 2 BRAKES - BASE VA

(3) During road test, make normal and firm brakestops in 25-40 mph range. Note faulty brake opera-tion such as low pedal, hard pedal, fade, pedal pulsa-tion, pull, grab, drag, noise, etc.

(4) Attempt to stop the vehicle with the parkingbrake only and note grab, drag, noise, etc.

PEDAL FALLS AWAYA brake pedal that falls away under steady foot

pressure is generally the result of a system leak. Theleak point could be at a brake line, fitting, hose, orcaliper/wheel cylinder. If leakage is severe, fluid willbe evident at or around the leaking component.

Internal leakage (seal by-pass) in the master cylin-der caused by worn or damaged piston cups, mayalso be the problem cause.

An internal leak in the ABS or RWAL system mayalso be the problem with no physical evidence.

LOW PEDALIf a low pedal is experienced, pump the pedal sev-

eral times. If the pedal comes back up worn linings,rotors, drums, or rear brakes out of adjustment arethe most likely causes. The proper course of action isto inspect and replace all worn component and makethe proper adjustments.

SPONGY PEDALA spongy pedal is most often caused by air in the

system. However, thin brake drums or substandardbrake lines and hoses can also cause a spongy pedal.The proper course of action is to bleed the system,and replace thin drums and substandard qualitybrake hoses if suspected.

HARD PEDAL OR HIGH PEDAL EFFORTA hard pedal or high pedal effort may be due to

lining that is water soaked, contaminated, glazed, orbadly worn. The power booster or check valve couldalso be faulty.

PEDAL PULSATIONPedal pulsation is caused by components that are

loose, or beyond tolerance limits.The primary cause of pulsation are disc brake

rotors with excessive lateral runout or thickness vari-ation, or out of round brake drums. Other causes areloose wheel bearings or calipers and worn, damagedtires.

NOTE: Some pedal pulsation may be felt duringABS activation.

BRAKE DRAGBrake drag occurs when the lining is in constant

contact with the rotor or drum. Drag can occur at onewheel, all wheels, fronts only, or rears only.

Drag is a product of incomplete brake shoe release.Drag can be minor or severe enough to overheat thelinings, rotors and drums.

Minor drag will usually cause slight surface char-ring of the lining. It can also generate hard spots inrotors and drums from the overheat-cool down pro-cess. In most cases, the rotors, drums, wheels andtires are quite warm to the touch after the vehicle isstopped.

Severe drag can char the brake lining all the waythrough. It can also distort and score rotors anddrums to the point of replacement. The wheels, tiresand brake components will be extremely hot. Insevere cases, the lining may generate smoke as itchars from overheating.

Common causes of brake drag are:• Seized or improperly adjusted parking brake

cables.• Loose/worn wheel bearing.• Seized caliper or wheel cylinder piston.• Caliper binding on corroded bushings or rusted

slide surfaces.• Loose caliper mounting.• Drum brake shoes binding on worn/damaged

support plates.• Mis-assembled components.• Long booster output rod.If brake drag occurs at all wheels, the problem

may be related to a blocked master cylinder returnport, or faulty power booster (binds-does not release).

BRAKE FADEBrake fade is usually a product of overheating

caused by brake drag. However, brake overheatingand resulting fade can also be caused by riding thebrake pedal, making repeated high deceleration stopsin a short time span, or constant braking on steepmountain roads. Refer to the Brake Drag informationin this section for causes.

BRAKE PULLFront brake pull condition could result from:• Contaminated lining in one caliper• Seized caliper piston• Binding caliper• Loose caliper• Rusty caliper slide surfaces• Improper brake pads• Damaged rotorA worn, damaged wheel bearing or suspension

component are further causes of pull. A damagedfront tire (bruised, ply separation) can also causepull.

A common and frequently misdiagnosed pull condi-tion is where direction of pull changes after a fewstops. The cause is a combination of brake drag fol-lowed by fade at one of the brake units.

VA BRAKES - BASE 5 - 3

As the dragging brake overheats, efficiency is soreduced that fade occurs. Since the opposite brakeunit is still functioning normally, its braking effect ismagnified. This causes pull to switch direction infavor of the normally functioning brake unit.

An additional point when diagnosing a change inpull condition concerns brake cool down. Rememberthat pull will return to the original direction, if thedragging brake unit is allowed to cool down (and isnot seriously damaged).

REAR BRAKE GRAB OR PULLRear grab or pull is usually caused by improperly

adjusted or seized parking brake cables, contami-nated lining, bent or binding shoes and supportplates, or improperly assembled components. This isparticularly true when only one rear wheel isinvolved. However, when both rear wheels areaffected, the master cylinder or proportioning valvecould be at fault.

BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEPWATER PUDDLES

This condition is generally caused by water soakedlining. If the lining is only wet, it can be dried bydriving with the brakes very lightly applied for amile or two. However, if the lining is both soaked anddirt contaminated, cleaning and/or replacement willbe necessary.

BRAKE LINING CONTAMINATIONBrake lining contamination is mostly a product of

leaking calipers or worn seals, driving through deepwater puddles, or lining that has become coveredwith grease and grit during repair. Contaminated lin-ing should be replaced to avoid further brake prob-lems.

WHEEL AND TIRE PROBLEMSSome conditions attributed to brake components

may actually be caused by a wheel or tire problem.A damaged wheel can cause shudder, vibration and

pull. A worn or damaged tire can also cause pull.Severely worn tires with very little tread left can

produce a grab-like condition as the tire loses andrecovers traction. Flat-spotted tires can cause vibra-tion and generate shudder during brake operation. Atire with internal damage such as a severe bruise,cut, or ply separation can cause pull and vibration.

BRAKE NOISESSome brake noise is common with rear drum

brakes and on some disc brakes during the first fewstops after a vehicle has been parked overnight orstored. This is primarily due to the formation of tracecorrosion (light rust) on metal surfaces. This lightcorrosion is typically cleared from the metal surfaces

after a few brake applications causing the noise tosubside.

BRAKE SQUEAK / SQUEALBrake squeak or squeal may be due to linings that

are wet or contaminated with brake fluid, grease, oroil. Glazed linings and rotors with hard spots canalso contribute to squeak. Dirt and foreign materialembedded in the brake lining will also cause squeak/squeal.

A very loud squeak or squeal is frequently a sign ofseverely worn brake lining. If the lining has wornthrough to the brake pads in spots, metal-to-metalcontact occurs. If the condition is allowed to continue,rotors can become so scored that replacement is nec-essary.

BRAKE CHATTERBrake chatter is usually caused by loose or worn

components, or glazed/burnt lining. Rotors with hardspots can also contribute to chatter. Additional causesof chatter are out-of-tolerance rotors, brake lining notsecurely attached to the shoes, loose wheel bearingsand contaminated brake lining.

THUMP / CLUNK NOISEThumping or clunk noises during braking are fre-

quently not caused by brake components. In manycases, such noises are caused by loose or damagedsteering, suspension, or engine components. However,calipers that bind on the slide surfaces can generatea thump or clunk noise.

STANDARD PROCEDURE

STANDARD PROCEDURE - MANUAL BLEEDINGUse approved brake fluid (Refer to LUBRICATION

& MAINTENANCE/FLUID TYPES - DESCRIP-TION). Use fresh, clean fluid from a sealed containerat all times.

(1) Remove reservoir filler caps and fill reservoir.(2) If calipers, or wheel cylinders were overhauled,

open all caliper and wheel cylinder bleed screws.Then close each bleed screw as fluid starts to dripfrom it. Top off master cylinder reservoir once morebefore proceeding.

(3) Attach one end of bleed hose to bleed screwand insert opposite end in glass container partiallyfilled with brake fluid (Fig. 1). Be sure end of bleedhose is immersed in fluid.


(4) Open up bleeder, then have a helper pressdown the brake pedal. Once the pedal is down close

the bleeder. Repeat bleeding until fluid stream isclear and free of bubbles. Then move to the nextwheel.

STANDARD PROCEDURE - PRESSURE BLEED-ING

Use approved brake fluid (Refer to LUBRICATION& MAINTENANCE/FLUID TYPES - DESCRIP-TION). Use fresh, clean fluid from a sealed containerat all times.

Follow the manufacturers instructions carefullywhen using pressure equipment. Do not exceed thetank manufacturers pressure recommendations. Gen-erally, a tank pressure of 15-20 psi is sufficient forbleeding.

Fill the bleeder tank with recommended fluid andpurge air from the tank lines before bleeding.

Do not pressure bleed without a proper master cyl-inder adapter. The wrong adapter can lead to leak-age, or drawing air back into the system.

HYDRAULIC / MECHANICAL

SPECIFICATIONS




Brake Lines 14 — 124

Master Cylinder To BrakeBooster Nut

28 — 248

Brake Caliper AdapterRear

M12 X 1.5 Bolt

90 66 —

Brake Caliper AdapterRear

M14 X 1.5 Bolt

170 125 —

Brake Caliper AdapterFront

170 125 —

Disc Brake Rotor LockingBolt

Front or Rear

23 — 204

Wear Indicator To CaliperBolt

Front or Rear

10 — 89

Pedal Bracket to Firewall 23 — 204

Fig. 1 Bleed Hose Setup1 - BLEED HOSE2 - FLUID CONTAINER PARTIALLY FILLED WITH FLUID

VA BRAKES - BASE 5 - 5


Booster To Pedal Bracket 25 — 221

Brake Caliper Guide PinsM8 Bolt

25 — 221

Brake Caliper Guide PinsM10 Bolt

30 — 266

ALB Operating LinkageLever To The Rear Axle

34 25 300

Wheel Flange Ring ToRotorRear

200 148 —

Wheel Flange Ring ToRotorFront

180 133 —

BASE BRAKE

NOTE: Do not resurface the disc brake rotors ifthey are out of specifications. (Sprinter Van Rotorsmust be replaced with new disc brake rotors only).

SPECIFICATIONS


Front Disc Brake CaliperType

Dual Piston Sliding

Rear Disc Brake CaliperType

Single Piston Sliding

Disc Brake Caliper Bosch

Rear Disc Brake RotorNewDRW

22 mm (0.866 in.)

Rear Disc Brake RotorWear LimitDRW

19 mm (0.748 in.)

Rear Disc Brake RotorMax. Lateral RunoutDRW

.1 mm (0.00394 in.)

Rear Disc Brake RotorMax. Axial RunoutDRW

.02 mm (0.0007 in.)

Front Disc Brake RotorNewDRW

22 mm (0.866 in.)

Front Disc Brake RotorWear LimitDRW

19 mm (0.748 in.)

Front Disc Brake RotorMax. Lateral RunoutDRW

0.05 mm (0.0019 in.)


Front Disc Brake RotorMax. Axial RunoutDRW

0.02 mm (0.0007 in.)

Front Disc Brake RotorNewSRW

22 mm (0.866 in.)

Front Disc Brake RotorWear LimitSRW

19 mm (0.748 in.)

Front Disc Brake RotorMax. Lateral RunoutSRW

0.05 mm (0.0019 in.)

Front Disc Brake RotorMax. Axial RunoutSRW

0.02 mm (0.0007 in.)

Rear Disc Brake RotorNewModels 901,902

12 mm (0.47 in.)

Rear Disc Brake RotorWear LimitModels 901,902

10 mm (0.40 in.)

Rear Disc Brake RotorMax. Lateral RunoutModels 901,902

.1 mm (0.0007 in.)

Rear Disc Brake RotorMax. Axial RunoutModels 901,902

0.02 mm (0.0007 in.)

Rear Disc Brake RotorNewModels 690.611/63/64,903

16 mm (0.629 in.)

Rear Disc Brake RotorWear LimitModels 690.611/63/64,903

14 mm (0.55 in.)


COOLING

TABLE OF CONTENTS

page page

COOLINGOPERATION - COOLING SYSTEM . . . . . . . . . . . 1DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - PRELIMINARYCHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . 2ACCESSORY DRIVE . . . . . . . . . . . . . . . . . . . . . . . 5ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

COOLING

OPERATION - COOLING SYSTEMThe cooling system regulates engine operating tem-

perature. It allows the engine to reach normal oper-ating temperature as quickly as possible. It alsomaintains normal operating temperature and pre-vents overheating.

The cooling system also provides a means of heat-ing the passenger compartment and cooling the auto-matic transmission fluid (if equipped). The coolingsystem is pressurized and uses a centrifugal waterpump to circulate coolant throughout the system.


DIAGNOSIS AND TESTING - PRELIMINARYCHECKS

ENGINE COOLING SYSTEM OVERHEATINGEstablish what driving conditions caused the com-

plaint. Abnormal loads on the cooling system such asthe following may be the cause:

• PROLONGED IDLE• VERY HIGH AMBIENT TEMPERATURE• SLIGHT TAIL WIND AT IDLE• SLOW TRAFFIC• TRAFFIC JAMS• HIGH SPEED OR STEEP GRADESDriving techniques that avoid overheating are:• Idle with A/C off when temperature gauge is at

end of normal range.

• Increasing engine speed for more air flow is rec-ommended.

TRAILER TOWING:Consult Trailer Towing section of owners manual.

Do not exceed limits.

AIR CONDITIONING; ADD - ON OR AFTER MARKET:A maximum cooling package should have been

ordered with vehicle if add-on or after market A/C isinstalled. If not, maximum cooling system compo-nents should be installed for model involved permanufacturer’s specifications.

RECENT SERVICE OR ACCIDENT REPAIR:Determine if any recent service has been per-

formed on vehicle that may effect cooling system.This may be:

• Engine adjustments (incorrect timing)• Slipping engine accessory drive belt(s)• Brakes (possibly dragging)• Changed parts. Incorrect water pump or pump

rotating in wrong direction due to belt not correctlyrouted

• Reconditioned radiator or cooling system refill-ing (possibly under filled or air trapped in system).

NOTE: If investigation reveals none of the previousitems as a cause for an engine overheating com-plaint, (Refer t o 7 - COOLING - DIAGNOSIS ANDTESTING)

VA COOLING 7 - 1

COOLING SYSTEM

COOLING SYSTEM DIAGNOSIS - DIESEL ENGINE

CONDITION POSSIBLE CAUSES CORRECTION

TEMPERATUREGAUGE READSLOW

1. Vehicle is equipped with aheavy duty cooling system.

1. None. System operating norma-ly.

2. Temperature gauge not connect-ed

2. Connect gauge.

3. Temperature gauge connectedbut not operating.

3. Check gauge. Refer (Refer to 8- ELECTRICAL/INSTRUMENTCLUSTER - DIAGNOSIS ANDTESTING)

4. Coolant level low. 4. Fill cooling system. (Refer to 7 -COOLING - STANDARD PROCE-DURE)

TEMPERATURE GAUGE READSHIGH. COOLANT MAY OR MAYNOT BE LEAKING FROM SYS-TEM

1. Vehicle overloaded, high ambi-ent (outside) temperatures withA/C turned on, stop and go drivingor prolonged operation at idlespeeds.

1. Temporary condition, repair notrequired. Notify customer of vehicleoperation instructions located inOwners Manual.

2. Temperature gauge not function-ing correctly.

2. Check gauge. (Refer to 8 -ELECTRICAL/INSTRUMENT CLUS-TER - DIAGNOSIS AND TESTING)

3. Air traped in cooling 3. Drain cooling system (Refer to 7- COOLING - STANDARD PROCE-DURE) and refill (Refer to 7 -COOLING - STANDARD PROCE-DURE)

4. Radiator cap faulty. 4. Replace radiator cap.

5. Plugged A/C or radiator coolingfins.

5. Clean all debre away from A/Cand radiator cooling fins.

6. Coolant mixture incorrect. 6. Drain cooling system (Refer to 7- COOLING - STANDARD PROCE-DURE) refill with correct mixture(Refer to 7 - COOLING - STAN-DARD PROCEDURE).

7. Thermostat stuck shut. 7. Replace thermostat.

8. Bug screen or winter front beingused.

8. Remove bug screen or winterfront.

9. Viscous fan drive not operatingproperly.

9. Check viscous fan (Refer to 7 -COOLING/ENGINE/FAN DRIVEVISCOUS CLUTCH - DIAGNOSISAND TESTING)

10. Cylinder head gasket leaking. 10. Check for leaking head gaskets(Refer to 7 - COOLING - DIAGNO-SIS AND TESTING).

11. Heater core leaking. 11. Replace heater core.

12. cooling system hoses leaking. 12. Tighten clamps or Replacehoses.

7 - 2 COOLING VA


13. Brakes dragging. 13. Check brakes. (Refer to 5 -BRAKES/HYDRAULIC/MECHANI-CAL - DIAGNOSIS AND TESTING)

TEMPERATURE GAUGE READ-ING INCONSISTENT ( ERRATIC,CYCLES OR FLUCTUATES)

1. Heavy duty cooling system, ex-tream cold ambient (outside) tem-perature or heater blower motor inhigh position.

1. None. System operating norma-ly.

2. Temperature gauge or gaugesensor defective.

2. Check gauge. (Refer to 8 -ELECTRICAL/INSTRUMENT CLUS-TER - DIAGNOSIS AND TESTING)

3. Temporary heavy usage or load. 3. None. Normal condition.

4. Air traped in cooling system. 4. Fill cooling system (Refer to 7 -COOLING - STANDARD PROCE-DURE).

5. Water pump 5. Replace water pump.

6. Air leak on suction side of waterpump.

6. Check for leak. (Refer to 7 -COOLING - DIAGNOSIS ANDTESTING)

RADIATOR CAP LEAKING STEAMAND /OR COOLANT INTO RES-ERVOIR BOTTLE. (TEMPERA-TURE GAUGE MAY READ HIGH)

1. Radiator cap defective. 1. Replace radiator cap.

2. Radiator neck surface damaged. 2. Replace radiator.

HOSE OR HOSES COLLAPSEWHEN ENGINE IS COOLING.

1. Vacuum created in cooling sys-tem on engine cool-down is notbeing relieved through coolant re-servior/overflow system.

1. Replace radiator cap, check venthose between radiator and reser-voir bottle for blockage also checkreservoir bottle vent for blockage.

NOISY FAN 1. Fan blade(s) loose, damaged. 1. Replace fan blade assembly.

2. Thermal viscous fan drive. 2. None. Normal condition.

3. Fan blades striking surroundingobjects.

3. Locate contact point and repairas necessary.

4. Thermal viscous fan drive bear-ing.

4. Replace viscous fan drive as-sembly.

5. Obstructed air flow through radi-ator.

5. Remove obstruction.

INADEQUATE AIR CONDITIONERPERFORMANCE (COOLING SYS-TEM SUSPECTED)

1. Radiator and/or A/C condenserair flow obstructed.

1. Remove obstruction and/orclean.

2. Thermal viscous fan drive notworking.

2. Check fan drive. (Refer to 7 -COOLING/ENGINE/FAN DRIVEVISCOUS CLUTCH - DIAGNOSISAND TESTING)

3. Air seals around radiator dam-aged or missing.

3. Inspect air seals, repair or re-place as necessary.

VA COOLING 7 - 3


INADEQUATE HEATER PERFOR-MANCE. GUAGE MAY OR MAYNOT READ LOW.

1. Heavy duty cooling system, andcooler ambient temperatures.

1. None. Normal condition.

2. Obstruction in heater hoses. 2. Remove hoses, remove obstruc-tion.

3. Water pump damaged. 3. Replace water pump.

HEAT ODOR 1. Damaged or missing drive lineheat shields.

1. Repair or replace damaged ormissing heat shields.

2. Thermal viscous fan drive dam-aged.

2. Check thermal viscous fan drive.(Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH -DIAGNOSIS AND TESTING)

7 - 4 COOLING VA

ACCESSORY DRIVE

TABLE OF CONTENTS

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BELT TENSIONERSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 5OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

DRIVE BELTSDIAGNOSIS AND TESTING - ACCESSORY

DRIVE BELT . . . . . . . . . . . . . . . . . . . . . . . . . . 5

REMOVALREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

INSTALLATIONINSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 8INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 8

BELT TENSIONERS

DESCRIPTION

CAUTION: Do not attempt to check belt tension witha belt tension gauge on vehicles equipped with anautomatic belt tensioner.

Drive belts on all engines are equipped with aspring loaded automatic belt tensioner. This ten-sioner maintains constant belt tension at all timesand requires no maintenance or adjustment. (Fig. 1)

OPERATION

WARNING: The automatic belt tensioner assemblyis spring loaded. do not attempt to disassemble thetensioner assembly.

The automatic belt tensioner maintains correct belttension using a coiled spring within the tensionerhousing. The spring applies pressure to the tensioner

arm pressing the arm into the belt, tensioning thebelt.

If a new belt is being installed, the arrow must bewithin approximately 3 mm (1/8 in.) of indexingmark. Belt is considered new if it has been used 15minutes or less. If this specification cannot be met,check for:

• The wrong belt being installed (incorrect length/width)

• Worn bearings on an engine accessory (A/C com-pressor, power steering pump, water pump, idler pul-ley or generator)

• A pulley on an engine accessory being loose• Misalignment of an engine accessory• Belt incorrectly routed.

DRIVE BELTS

DIAGNOSIS AND TESTING - ACCESSORYDRIVE BELT

VISUAL DIAGNOSISWhen diagnosing serpentine accessory drive belts,

small cracks that run across the ribbed surface of thebelt from rib to rib (Fig. 2), are considered normal.These are not a reason to replace the belt. However,cracks running along a rib (not across) are not nor-mal. Any belt with cracks running along a rib mustbe replaced (Fig. 2). Also replace the belt if it hasexcessive wear, frayed cords or severe glazing.

Refer to ACCESSORY DRIVE BELT DIAGNOSISCHART for further belt diagnosis.

Fig. 1 Accessory Drive Belt1 - WATER PUMP2 - ACCESSORY DRIVE BELT3 - AUTOMATIC BELT TENSIONER4 - 3/89 SQUARE BOLT5 - MOUNT. BOLT

VA ACCESSORY DRIVE 7 - 5

NOISE DIAGNOSISNoises generated by the accessory drive belt are

most noticeable at idle. Before replacing a belt to

resolve a noise condition, inspect all of the accessorydrive pulleys for contamination, alignment, glazing,or excessive end play.

ACCESSORY DRIVE BELT DIAGNOSIS CHART


RIB CHUNKING (One or more ribshas separated from belt body)

1. Foreign objects imbedded inpulley grooves.

1. Remove foreign objects frompulley grooves. Replace belt.

2. Installation damage 2. Replace belt

RIB OR BELT WEAR 1. Pulley misaligned 1. Align pulley(s)

2. Abrasive environment 2. Clean pulley(s). Replace belt ifnecessary

3. Rusted pulley(s) 3. Clean rust from pulley(s)

4. Sharp or jagged pulley groovetips

4. Replace pulley. Inspect belt.

5. Belt rubber deteriorated 5. Replace belt

BELT SLIPS 1. Belt slipping because of insuffi-cient tension

1. Inspect/Replace tensioner if nec-essary

2. Belt or pulley exposed to sub-stance that has reduced friction(belt dressing, oil, ethylene glycol)

2. Replace belt and clean pulleys

3. Driven component bearing fail-ure (seizure)

3. Replace faulty component orbearing

4. Belt glazed or hardened fromheat and excessive slippage

4. Replace belt.

Fig. 2 Belt Wear Patterns1 - NORMAL CRACKS BELT OK2 - NOT NORMAL CRACKS REPLACE BELT

7 - 6 ACCESSORY DRIVE VA

AUDIO / VIDEO

TABLE OF CONTENTS

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AUDIOSPECIAL TOOLS

AUDIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1ANTENNA BODY & CABLE


INSTRUMENT PANEL ANTENNA CABLEREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2RADIO


SPEAKERREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 3

AUDIO

SPECIAL TOOLS

AUDIO

SPECIAL TOOL CROSS REFERENCE CHART

MBTOOL #

MILLERTOOL #

DESCRIPTION

000 58988 63 00

9241 RADIO EXTRACTIONTOOL

ANTENNA BODY & CABLE

REMOVAL(1) Disconnect and isolate the battery negative

cable.(2) Remove the portion of the headliner over the

front seat passengers (Refer to 23 - BODY/INTERI-OR/HEADLINER - REMOVAL).

(3) Disconnect the antenna and electrical connec-tions near the windshield (Fig. 1).

(4) Remove the mounting nut.(5) Remove the antenna assembly from the roof

and pull wire harness and cable through roof open-ing.

INSTALLATION(1) Feed wire harness and cable through roof open-

ing and position antenna to roof panel.(2) Install and tighten antenna mounting nut.(3) Connect the antenna and electrical connections

near the windshield.(4) Install the headliner (Refer to 23 - BODY/IN-

TERIOR/HEADLINER - INSTALLATION).(5) Connect the battery negative cable.

Fig. 1 ANTENNA CABLE1 - ROOF PANEL2 - MOUNTING NUT3 - ANTENNA CABLE4 - ELECTRICAL CONNECTOR5 - INSTRUMENT PANEL ANTENNA CABLE

VA AUDIO/VIDEO 8A - 1

INSTRUMENT PANELANTENNA CABLE


cable.(2) Remove the A-pillar trim (Refer to 23 - BODY/

INTERIOR/A-PILLAR TRIM - REMOVAL).(3) Remove the portion of the headliner over the

front seat passengers (Refer to 23 - BODY/INTERI-OR/HEADLINER - REMOVAL).

(4) Disconnect the antenna and electrical connec-tions near the windshield.

(5) Remove the glove box (Refer to 23 - BODY/IN-STRUMENT PANEL/GLOVE BOX - REMOVAL).

(6) Remove the radio (Refer to 8 - ELECTRICAL/AUDIO/RADIO - REMOVAL).

(7) Cut both ends of existing cable close to theinstrument panel (Fig. 2).

INSTALLATION(1) Insert new cable through glove box opening to

the radio opening in the instrument panel.(2) Route cable up the A-pillar and connect to the

antenna body and cable.(3) Connect the antenna and electrical connections

near the windshield.(4) Attach antenna cable to instrument panel wire

harness.(5) Install glove box (Refer to 23 - BODY/INSTRU-

MENT PANEL/GLOVE BOX - INSTALLATION).(6) Install the headliner (Refer to 23 - BODY/IN-

TERIOR/HEADLINER - INSTALLATION).(7) Install the A-pillar trim (Refer to 23 - BODY/

INTERIOR/A-PILLAR TRIM - INSTALLATION).(8) Install the radio (Refer to 8 - ELECTRICAL/

AUDIO/RADIO - INSTALLATION).(9) Connect the battery negative cable.

RADIO


cable.(2) Using special tool 9241 or equivalent, insert

one into each slot on the face of the radio (Fig. 3).

(3) Disconnect wire harness connector and antennafrom radio.

INSTALLATION(1) Connect wire harness connector and antenna to

radio.(2) Position radio to instrument panel and push

into place.(3) Connect battery negative cable.

SPEAKER

REMOVAL(1) Disconnect and isolate the battery cable.(2) Remove the A-pillar trim (Refer to 23 - BODY/

INTERIOR/A-PILLAR TRIM - REMOVAL).(3) Remove speaker grill (Fig. 4).

Fig. 2 INSTRUMENT PANEL ANTENNA CABLE

Fig. 3 RADIO1 - SPECIAL TOOL 92412 - RADIO3 - RETAINING TAB

8A - 2 AUDIO/VIDEO VA

(4) Using a trim stick (C-4755 or equivalent), pryup on the speaker.

(5) Disconnect electrical harness connector andremove speaker.

INSTALLATION(1) Install wire harness connector.(2) Place speaker into instrument panel.(3) Install speaker grille.(4) Install the A-pillar trim (Refer to 23 - BODY/

INTERIOR/A-PILLAR TRIM - INSTALLATION).(5) Connect the battery negative cable.

Fig. 4 INSTRUMENT PANEL SPEAKER

VA AUDIO/VIDEO 8A - 3

CHIME / BUZZER

TABLE OF CONTENTS

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CHIME/BUZZERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

DIAGNOSIS AND TESTING - CHIMEWARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . 2

CHIME / BUZZER

DESCRIPTIONA chime warning system is standard factory-in-

stalled equipment. The chime warning system uses achime tone generator and a contactless relay that aresoldered onto the electronic circuit board inside theElectroMechanical Instrument Cluster (EMIC) toprovide audible indications of various vehicle condi-tions that may require the attention of the vehicleoperator or occupants. The microprocessor-basedEMIC utilizes electronic messages received fromother modules in the vehicle over the Controller AreaNetwork (CAN) data bus network along with hardwired inputs to the cluster to monitor many sensorsand switches throughout the vehicle. In response tothose inputs, the circuitry and internal programmingof the EMIC allow it to control audible outputs thatare produced through its on-board chime tone gener-ator and contactless relay.

The EMIC circuitry and its chime tone generatorare capable of producing the following audible out-puts:

• Single Chime Tone - A single, extended “beep-like” chime tone is issued as a seat belt reminder.

• Fast Rate Repetitive Chime Tone - Repeated“beep-like” tones that are issued at a fast rate as anaudible alert and to support various visual warnings.

• Slow Rate Repetitive Click Tone - Repeated“click-like” tones that are issued at a slow rate toemulate turn signal and hazard flasher operation.

• Fast Rate Repetitive Click Tone - Repeated“click-like” tones that are issued at a fast rate toemulate turn signal flasher operation with a bulbout.

Hard wired circuitry connects the EMIC and thevarious chime warning switch and sensor inputs totheir respective modules and to each other throughthe electrical system of the vehicle. These hard wiredcircuits are integral to the vehicle wire harness,which is routed throughout the vehicle and retainedby many different methods. These circuits may beconnected to each other, to the vehicle electrical sys-tem and to the EMIC through the use of a combina-tion of soldered splices, splice block connectors, and

many different types of wire harness terminal con-nectors and insulators. Refer to the appropriate wir-ing information. The wiring information includeswiring diagrams, proper wire and connector repairprocedures, further details on wire harness routingand retention, as well as pin-out and location viewsfor the various wire harness connectors, splices andgrounds.

The EMIC chime tone generator and contactlessrelay cannot be adjusted or repaired. If the chimetone generator or contactless relay are damaged orfaulty, the entire EMIC unit must be replaced.

OPERATIONThe chime warning system components operate on

battery current received through a non-switchedfused B(+) circuit so that the system may operateregardless of the ignition switch position. The Elec-troMechanical Instrument Cluster (EMIC) also mon-itors the ignition switch position so that some chimefeatures will only occur with ignition switch in theOn position, while others occur regardless of the igni-tion switch position.

The chime warning system provides an audibleindication to the vehicle operator or occupants underthe following conditions:

• Engine Oil Level Low Warning - Each timethe ignition switch is turned to the On position, theEMIC chime tone generator will generate a fast raterepetitive chime tone if electronic messages arereceived over the Controller Area Network (CAN)data bus from the Engine Control Module (ECM)indicating that the engine level is too low. The ECMuses internal programming and hard wired inputsfrom the engine oil level and temperature sensor todetermine the engine oil level. This audible warningoccurs in concert with the visual warning provided bythe multi-function indicator in the cluster.

• Fasten Seat Belt Reminder - Each time theignition switch is turned to the On position, theEMIC chime tone generator will generate a singleextended chime tone for a duration of about six sec-onds, or until the driver side front seat belt is fas-tened, whichever occurs first. The EMIC usesinternal programming and a hard wired input fromthe driver side front seat belt switch to determine

VA CHIME/BUZZER 8B - 1

the status of the driver side front seat belt. Thisaudible warning occurs independent of the visualwarning provided by the EMIC “Seatbelt” indicator.

• Lights-On Warning - The EMIC chime tonegenerator will generate repetitive chime tones at afast rate when either front door is opened with theignition switch in any position except On, and theexterior lights are turned On. The EMIC uses inter-nal programming and hard wired inputs from the left(lighting) control stalk of the multi-function switch,the ignition switch, and both front door jambswitches to determine the current status of theseswitches. This chime will continue to sound until theexterior lighting is turned Off, until the ignitionswitch is turned to the On position, or until bothfront doors are closed, whichever occurs first.

• Key-In-Ignition Warning - The EMIC chimetone generator will generate repetitive chime tones ata fast rate when the key is in the ignition lock cylin-der, the ignition switch is in any position except On,and either front door is opened. The EMIC usesinternal programming and hard wired inputs fromthe key-in ignition switch, the ignition switch, andboth front door jamb switches to determine the cur-rent status of these switches. The chime will con-tinue to sound until the key is removed from theignition lock cylinder, until the ignition switch isturned to the On position, or until both front doorsare closed, whichever occurs first.

• Audible Turn Signal/Hazard Warning Sup-port - The EMIC contactless relay will generaterepetitive clicks at a slow rate during normal turnsignal/hazard warning operation, or at a fast ratewhen a turn signal lamp bulb or circuit is inopera-tive, in concert with the operation of the turn signalindicators in the cluster. These clicks are designed toemulate the sound of the opening and closing of thecontact points in a conventional electromechanicalturn signal or hazard warning flasher. The EMICuses a hard wired input received from the turn sig-nal relay in the fuse block beneath the steering col-umn through the turn signal or hazard warningswitch circuitry of the multi-function switch to deter-mine when to flash the turn signal indicators andactivate the contactless relay on the cluster electroniccircuit board. The turn signal clicks will continue tosound until the turn signal switch is turned Off, oruntil the ignition switch is turned to the Off position,whichever occurs first. The hazard warning clickswill continue to sound until the hazard warningswitch is turned Off.

The EMIC provides chime service for all availablefeatures in the chime warning system. The EMIC reliesupon its internal programming and hard wired inputsfrom the front door ajar switches, the key-in ignitionswitch, the ignition switch, the seat belt switch, and theturn signal/hazard warning (multi-function) switches.The EMIC relies upon electronic message inputs

received from other electronic modules over the CANdata bus network to provide chime service for the lowengine oil level warning. Upon receiving the properinputs, the EMIC activates the chime tone generator orthe contactless relay to provide the audible warning tothe vehicle operator. The internal programming of theEMIC determines the priority of each chime requestinput that is received, as well as the rate and durationof each tone that is to be generated. See the owner’smanual in the vehicle glove box for more information onthe features provided by the chime warning system.

The hard wired chime warning system inputs tothe EMIC, as well as other hard wired circuits forthis system may be diagnosed and tested using con-ventional diagnostic tools and procedures. However,conventional diagnostic methods may not prove con-clusive in the diagnosis of the EMIC, the CAN databus network, or the electronic message inputs usedby the EMIC to provide chime warning system ser-vice. The most reliable, efficient, and accurate meansto diagnose the EMIC, the CAN data bus network,and the electronic message inputs for the chimewarning system requires the use of a diagnostic scantool. Refer to the appropriate diagnostic information.

DIAGNOSIS AND TESTING - CHIME WARNINGSYSTEM

WARNING: To avoid personal injury or death, onvehicles equipped with airbags, disable the supple-mental restraint system before attempting anysteering wheel, steering column, airbag, seat belttensioner, or instrument panel component diagno-sis or service. Disconnect and isolate the batterynegative (ground) cable, then wait two minutes forthe system capacitor to discharge before perform-ing further diagnosis or service. This is the onlysure way to disable the supplemental restraint sys-tem. Failure to take the proper precautions couldresult in accidental airbag deployment.

The hard wired chime warning system inputs tothe ElectroMechanical Instrument Cluster (EMIC),as well as other hard wired circuits for this systemmay be diagnosed and tested using conventionaldiagnostic tools and procedures. However, conven-tional diagnostic methods may not prove conclusivein the diagnosis of the EMIC, the Controller AreaNetwork (CAN) data bus network, or the electronicmessage inputs used by the EMIC to provide chimewarning system service. The most reliable, efficient,and accurate means to diagnose the EMIC, the CANdata bus network, and the electronic message inputsfor the chime warning system requires the use of adiagnostic scan tool. Refer to the appropriate diag-nostic information.

8B - 2 CHIME/BUZZER VA

ELECTRONIC CONTROL MODULES

TABLE OF CONTENTS

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CENTRAL TIMER MODULEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1DIAGNOSIS AND TESTING - CENTRAL TIMER

MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 3

CONTROLLER ANTILOCK BRAKEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 3REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 3ENGINE CONTROL MODULE

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 3REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6

TRANSMISSION CONTROL MODULEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7STANDARD PROCEDURE - TCM ADAPTATION . 10

CENTRAL TIMER MODULE

DESCRIPTIONThe central timer module (CTM) is located beneath

the driver seat. The CTM uses information carried onthe programmable communications interface (PCI)data bus network along with many hard wired inputsto monitor many sensor and switch inputs. Inresponse to those inputs, the circuitry and program-ming of the CTM allow it to supply the vehicle occu-pants with audible and visual information, and tocontrol and integrate many functions and features ofthe vehicle through both hard wired outputs and thetransmission of message outputs to other modules inthe vehicle over the PCI data bus.

The features that the CTM supports or controlsinclude the following:

• Central Locking - The CTM on vehiclesequipped with the optional Vehicle Theft SecuritySystem (VTSS) includes a central locking/unlockingfeature.

• Enhanced Accident Response - The CTM pro-vides an optional enhanced accident response fea-ture. This is a programmable feature.

• Panic Mode - The CTM provides support forthe optional RKE system panic mode including horn,headlamp, and park lamp flash features.

• Power Lock Control - The CTM provides theoptional power lock system features, including sup-port for the automatic door lock and door lock inhibitmodes.

• Programmable Features - The CTM providessupport for certain programmable features.

• Remote Keyless Entry - The CTM providesthe optional Remote Keyless Entry (RKE) system fea-tures, including support for the RKE Lock (withoptional horn and park lamps flash), Unlock (withpark lamps flash, driver-door-only unlock, and

unlock-all-doors), Panic, and illuminated entrymodes, as well as the ability to be programmed torecognize up to four RKE transmitters. The RKEhorn, driver-door-only unlock, and unlock-all-doorsfeatures are programmable.

• Vehicle Theft Security System - The CTMprovides control of the optional Vehicle Theft Secu-rity System (VTSS) features, including support forthe central locking/unlocking mode and control of theSecurity indicator in the instrument cluster.

Hard wired circuitry connects the CTM to the elec-trical system of the vehicle. Refer to the appropriatewiring information.

Many of the features in the vehicle controlled orsupported by the CTM are programmable using theDRBIIIt scan tool. However, if any of the CTM hard-ware components are damaged or faulty, the entireCTM unit must be replaced. The hard wired inputsor outputs of all CTM versions can be diagnosedusing conventional diagnostic tools and methods;however, for diagnosis of the CTM or the PCI databus, the use of a DRBIIIt scan tool is required. Referto the appropriate diagnostic information.

OPERATIONThe central timer module (CTM) monitors many

hard wired switch and sensor inputs as well as thoseresources it shares with other modules in the vehiclethrough its communication over the programmablecommunications interface (PCI) data bus network.The internal programming and all of these inputsallow the CTM to determine the tasks it needs toperform and their priorities, as well as both the stan-dard and optional features that it should provide.The CTM then performs those tasks and providesthose features through both PCI data bus communi-cation with other modules and hard wired outputsthrough a number of driver circuits, relays, and

VA ELECTRONIC CONTROL MODULES 8E - 1

actuators.These outputs allow the CTM the ability tocontrol numerous accessory systems in the vehicle.

The CTM monitors its own internal circuitry aswell as many of its input and output circuits, andwill store a Diagnostic Trouble Code (DTC) in elec-tronic memory for any failure it detects. These DTCscan be retrieved and diagnosed using a DRBIIIt scantool. Refer to the appropriate diagnostic information.

HARD WIRED INPUTSThe hard wired inputs to the CTM include the fol-

lowing:• Fused B(+)• Fused ignition switch output (run-acc)• Fused ignition switch output (run-start)• Ground• Key-in ignition switch sense• Sliding door switch sense• Passenger door switch sense• Driver door switch sense• PCI bus circuit

HARD WIRED OUTPUTSThe hard wired outputs of the CTM include the fol-

lowing:• Door lock relay output• Door unlock relay output• VTSS indicator driver

MESSAGINGThe CTM uses the following messages received

from other electronic modules over the PCI data bus:• Airbag Deploy (ACM)• Beep request (CMTC)• Charging System Failure (PCM)• Chime request (EMIC)• Engine RPM (PCM)• OK to Arm VTSS (PCM)• Security indicator request (SKIM)• System Voltage (PCM)• Valid/Invalid Key (SKIM)• Vehicle Distance (PCM)• Vehicle Speed (PCM)

DIAGNOSIS AND TESTING - CENTRAL TIMERMODULE

WARNING: To avoid personal injury or death, onvehicles equipped with airbags, disable the supple-mental restraint system before attempting anysteering wheel, steering column, airbag, seat belttensioner, or instrument panel component diagno-sis or service. Disconnect and isolate the batterynegative (ground) cable, then wait two minutes forthe system capacitor to discharge before perform-ing further diagnosis or service. This is the onlysure way to disable the supplemental restraint sys-

tem. Failure to take the proper precautions couldresult in accidental airbag deployment.

The hard wired inputs to and outputs from thecentral timer module (CTM) may be diagnosed andtested using conventional diagnostic tools and meth-ods. Refer to the appropriate wiring information.

However, conventional diagnostic methods may notprove conclusive in the diagnosis of the CTM. Inorder to obtain conclusive testing of the CTM, theprogrammable communications interface (PCI) databus network and all of the modules that provideinputs to or receive outputs from the CTM must alsobe checked. The most reliable, efficient, and accuratemeans to diagnose the CTM, the PCI data bus net-work, and the modules that provide inputs to, orreceive outputs from, the CTM requires the use of aDRBIIIt scan tool. Refer to the appropriate diagnos-tic information.


cable.(2) Slide the driver seat to the full forward posi-

tion.(3) Disconnect the wire harness connector for the

seat belt latch. (Fig. 1).(4) Remove the screws that secure the closeout

panel beneathe the driver seat cushion and removethe panel.

(5) Remove the screws that secure the centraltimer module to the bracket.

(6) Disconnect the wire harness connectors fromthe central timer module.

(7) Remove the central timer module from thevehicle.

8E - 2 ELECTRONIC CONTROL MODULES VA

INSTALLATION(1) Position the central timer module in the vehicle(2) Connect the wire harness connectors to the

central timer module.(3) Install the screws that secure the central timer

module. Tighten the screws securely.(4) Route the seat belt latch wire lead through the

hole in the closeout panel and position the panelbeneath the driver seat cushion

(5) Install the screws that secure the closeoutpanel beneath the driver seat cushion. Tighten thescrews securely.

(6) Connect the wire harness connector to the seatbelt latch connector.

(7) Slide the driver seat to back to its original posi-tion.

(8) Reconnect the negative battery cable.

CONTROLLER ANTILOCKBRAKE

DESCRIPTIONThe Controler Antilock Brake (CAB) is mounted to

the Hydraulic Control Unit (HCU) and operates theABS system.

REMOVAL(1) Remove the negative battery cable from the

battery.(2) Pull up on the CAB harness connector release

and remove connector.(3) Remove the CAB mounting bolts.(4) Remove the CAB from the HCU.

INSTALLATION(1) Install CAB to the HCU.(2) Install mounting bolts. Tighten to 2 N·m (16 in.

lbs.).(3) Install the wiring harness connector to the

CAB and push down on the release to secure the con-nector.

(4) Install negative battery cable to the battery.

ENGINE CONTROL MODULE

DESCRIPTIONThe electronic control module (ECM) is mounted to

the left lower dash panel and consists of an electronicprinted circuit board which is designed as a milliliterboard assembly fitted on both sides. The routing ofthe wiring harness connector at the ECM connectorare split into interfering cables and sensitive cablesin order to achieve improved electromagnetic compat-ibility. The smaller wiring harness connector is usedfor the vehicle wiring harness and the larger harnessis used for the engine wiring harness. The ECMstores engine specific data, monitors the connectedsensor and analyzes their measurement (Fig. 2).

Its task consists in controlling the following sys-tems in line with the analysis of the input signals:

• Fuel Supply System• Injected Quantity Control• Emission Control System• Charge Pressure Control• Cruise Control• A/C Compressor Shut-Off• Pre-Heating Output Relay for the Glow Plugs• Vehicle Theft• Air Bag• Monitors inputs/outputs, checks plausibility and

stores faults• Share information with other control modules• DiagnosisIf a sensor should fail, provided the fault is not

serious, the ECM will continue to operate the enginein Limp-Home Mode (emergency mode) using adefault value for the missing signal. The ECMensures that, continuing to operate the engine willnot cause damage or effect safety, otherwise a Engineshut-off process will be carried out (Fig. 3).

Fig. 1 Central Timer Module1 - DRIVER SEAT2 - WIRE HARNESS CONNECTOR3 - SCREW (2)4 - CLOSEOUT PANEL5 - CENTRAL TIMER MODULE6 - WIRE HARNESS CONNECTOR (2)7 - SCREW (2)


ECM Control Strategy The engine control moduleis involved with a variety of functions such as: (Fig.3)

• Individual injector activation• Engine idle speed control to ensure smooth

engine idling independent of engine load• Ride comfort function such as anti jerk control:

The CDI control module detects irregularities inengine speed (resulting, for example, from loadchanges or gear shift) from the signal supplied by thecrankshaft position sensor and reduces them byadjusting the quantity injected into each of the cylin-ders

• Constant RPM (high idle feature) for ambulancevehicle bodies equipped with electrical appliances

• Starter control, immobilizer, cruise control, kickdown, air conditioner

• Maintenance computer ASSYST (optional)• Glow plug for pre-heating, post heating and

intermittent heating• Error code memory/diagnostics, communication

interface for diagnosis and handling the fault codes• The maximum vehicle speed is programmable

from 19–82 m.p.h. The standard is 82 m.p.h.

Fig. 2 ECM1 - MASS AIR FLOW SENSOR 8 - CHARGE AIR PRESSURE SENSOR2 - TURBOCHARGER SERVO MOTOR 9 - CHARGE AIR TEMPERATURE SENSOR3 - CAMSHAFT POSITION SENSOR 10 - COOLANT TEMPERATURE SENSOR4 - ENGINE OIL SENSOR 11 - FUEL RAIL PRESSURE SENSOR5 - CRANKSHAFT POSITION SENSOR 12 - FUEL TEMPERATURE SENSOR6 - PRESSURE REGULATOR VALVE 13 - FUEL QUANTITY CONTROL VALVE7 - EGR VALVE 14 - AIR INTAKE PRESSURE SENSOR


New software has been loaded to the ECM for EGRcontrol. This is due to the wider operating range andlarger volume of recirculated gas. There is a consid-erable number of new, adapted, and optimized func-tions, particularly with regard to injection, EGR,boost control, sensing of the input parameters andthe signaling of the actuators (Fig. 3).

• The rail pressure control achieved by signalingthe quantity control valve in the high pressure pumpand the pressure regulator results in reduced powerconsumption of high pressure pump and in loweringfuel pressures

• Individual cylinder torque control for smoothengine running: using the crankshaft position sensorsignals, the ECM detect non-uniform engine runningresults from uneven torque contributions of the indi-vidual cylinders and adjust the injection quantities ofthe individual injectors so that all cylinders make thesame torque contribution

• A relay is used for activating the electric in-tankfuel pump

• Heated crankcase ventilation to ensure pressurecompensation even at low temperatures

• Improved boost pressure control using an elec-tric variable nozzle turbine actuator with positionfeed back

• Controlled fuel heating using the high pressurepump closed-loop control

• Translation of the drive input received from theaccelerator pedal module which is equipped withdual hall sensors

• Measurement of the intake air mass using newmass air flow (MAF) sensor with increase precisionand extended measuring range

• O2 sensor for measuring the amount of oxygenin the exhaust in order to calculate the air to fuelratio. With the intake air mass being known, theinjected fuel quantity can be calculated from the airto fuel ratio

• Activation of the O2 sensor heater to burn offdeposits

• Full load EGR with a more precise, model basedEGR closed-loop control. The ECM calculates theEGR rate from the various sensor signals. Using thecalculate EGR rate in percent instead of the fresh airmass flow as a control parameter enables a more pre-cise control of the EGR rate as well as better correc-tion of the target value.

The oxygen sensor signal can be used in combina-tion with the mass air flow signal, the injectionquantity signal and pressure and temperature sig-nals to perform the following functions for optimizedclosed loop control and monitoring of emissionsrelated components:

• Injection valve quantity drift compensation inpartial load range: the oxygen content in the exhaustis calculated from the air mass and from injectionquantity signal and is compared to the air-fuel ratioas measured by the sensor. If the calculated air-fuelratio differs from the measured air-fuel ratio, the isno correction of the injection quantity but the EGR

Fig. 3 ECM CONTROL


rate and boost pressure are adjusted to the actualinjection quantity.

• Injection valve quantity drift compensation infull load range: this function is to limit the maximuminjection quantity for engine protection. The injectionquantity signal is compared to the injection quantitycalculated from the oxygen sensor signal and MAFsignal. If the comparison shows that the actual injec-tion quantity is too high, it is limited to the maxi-mum permissible injection quantity

• Air-fuel ratio controlled smoke limiter (full load):the smoke limiter limits the injection quantity on thebasis of the air-fuel ratio permissible at the smokelimit depending on the measure mass air flow andthe calculated EGR rate. As a consequence, the gen-eration of smoke due to an excess injection quantityis avoided under all operating conditions. At thesame time, the oxygen sensor signal is used toensure that the air-fuel ratio is adjusted accordingly

A function referred to as air flow sensor drift com-pensation detects and corrects the possible drifting ofthe MAF sensor by comparing the air mass measuredby the MAF with the projected air mass as it is cal-culated by the ECM in consideration of various influ-encing conditions. It is the air flow driftcompensation that gives the MAF air mass measure-ment the precision needed to use it for the functionmentioned above. The high precision of the MAFmeasurement enables the calculation of the actualinjection quantity from the measured air mass andfrom the oxygen sensor signal in order to correctinjection quantity. The MAF signal can also be usedas a input parameter for the smoke limiter.

REMOVAL(1) Disconnect the negative battery cable.(2) Disconnect the ECM harness connectors (Fig.

4).(3) Grasp ECM and pull down firmly to release

ECM from the retaining bracket tensioning springs(Fig. 4).

INSTALLATION

NOTE: THE ECM MUST BE PROGRAMMED TO SUP-PORT THE VEHICLE OPTIONS PACKAGE.

(1) Position the ECM into the guide of the retain-ing bracket (Fig. 4).

(2) Carefully push the ECM in to the bracket untilthe bracket tensioning springs engage (Fig. 4).

(3) Connect the ECM wiring harness connectors(Fig. 4).

(4) Connect negative battery cable.

TRANSMISSION CONTROLMODULE

DESCRIPTIONThe transmission control module (TCM) receives,

processes and sends various digital and analog sig-nals related to the automatic transmission. In addi-tion, it processes information received from othervehicle systems, such as engine torque and speed,accelerator pedal position, wheel speed, kick-downswitch, traction control information, etc.

The TCM is located under the driver’s seat and isconnected to other control modules via a CAN bus. Itcontrols all shift functions to achieve smooth shiftcomfort in all driving situations considering:

• Vehicle speed.• Transmission status.

Fig. 4 ECM1 - BRACKET2 - ECM3 - BRACKET TENSIONING SPRINGS


ENGINE SYSTEMS

TABLE OF CONTENTS

page page

BATTERY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 1CHARGING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . 17

STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 28

BATTERY SYSTEM

TABLE OF CONTENTS

page page

BATTERY SYSTEMDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2DIAGNOSIS AND TESTING - BATTERY

SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6SPECIAL TOOLS

BATTERY SYSTEM SPECIAL TOOLS . . . . . . . 6BATTERY

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7DIAGNOSIS AND TESTING - BATTERY . . . . . . . 7STANDARD PROCEDURE

STANDARD PROCEDURE - BATTERYCHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

STANDARD PROCEDURE - OPEN-CIRCUITVOLTAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . 9

STANDARD PROCEDURE - IGNITION-OFFDRAW TEST . . . . . . . . . . . . . . . . . . . . . . . . . 10

STANDARD PROCEDURE - USING MICRO420 BATTERY TESTER . . . . . . . . . . . . . . . . . 11

STANDARD PROCEDURE - CHECKINGBATTERY ELECTROLYTE LEVEL . . . . . . . . . 12

REMOVALUNDER HOOD BATTERY REMOVAL . . . . . . . 12AUXILIARY BATTERY REMOVAL . . . . . . . . . . 13

INSTALLATIONUNDER HOOD BATTERY INSTALLATION . . . 13AUXILIARY BATTERY INSTALLATION . . . . . . 13

BATTERY HOLDDOWNDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14

BATTERY CABLESDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14DIAGNOSIS AND TESTING - BATTERY

CABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16

BATTERY TRAYDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 16OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16

BATTERY SYSTEM

DESCRIPTIONA single 12-volt battery is standard factory-in-

stalled equipment on this model. Some vehicles areequipped with a second auxiliary battery for runningadditional electrical equipment. The standard batteryis located in the engine compartment, while the aux-iliary battery (if equipped) is located under the pas-sengers front seat. The battery system for thisvehicle covers the following related components,which are covered in further detail later in this sec-tion of the service manual:

• Battery - The 12v storage battery(s) provides areliable means of storing a renewable source of elec-trical energy within the vehicle.

• Battery Cables - The battery cables connectthe battery terminal posts to the vehicle electricalsystem.

• Battery Holddown - The battery holddownhardware secures the battery in the battery tray inthe engine compartment.

• Battery Tray - The battery tray provides asecure mounting location in the vehicle for the bat-tery and an anchor point for the battery holddownhardware.

VA ENGINE SYSTEMS 8F - 1

For battery system maintenance schedules andjump starting procedures, see the owner’s manual inthe vehicle glove box. Optionally, refer to the Lubri-cation and Maintenance section of this manual forthe recommended battery maintenance schedules andfor the proper battery jump starting procedure. Whilebattery charging can be considered a maintenanceprocedure, the battery charging procedure andrelated information are located later in this section ofthis service manual. This was done because the bat-tery must be fully-charged before any battery systemdiagnosis or testing procedures can be performed.

OPERATIONThe battery system is designed to provide a safe,

efficient, reliable and mobile means of delivering andstoring electrical energy. This electrical energy isrequired to operate the engine starting system, aswell as to operate many of the other vehicle acces-sory systems for limited durations while the engineand/or the charging system are not operating. Thebattery system is also designed to provide a reserveof electrical energy to supplement the charging sys-tem for short durations while the engine is runningand the electrical current demands of the vehicleexceed the output of the charging system. In additionto delivering, and storing electrical energy for thevehicle, the battery system serves as a capacitor andvoltage stabilizer for the vehicle electrical system. Itabsorbs most abnormal or transient voltages causedby the switching of any of the electrical componentsor circuits in the vehicle.

DIAGNOSIS AND TESTING - BATTERY SYSTEMThe battery, starting, and charging systems in the

vehicle operate with one another and must be testedas a complete system. In order for the engine to startand the battery to maintain its charge properly, all of

the components that are used in these systems mustperform within specifications. It is important thatthe battery, starting, and charging systems be thor-oughly tested and inspected any time a battery needsto be charged or replaced. The cause of abnormal bat-tery discharge, overcharging or early battery failuremust be diagnosed and corrected before a battery isreplaced and before a vehicle is returned to service.The service information for these systems has beenseparated within this service manual to make it eas-ier to locate the specific information you are seeking.However, when attempting to diagnose any of thesesystems, it is important that you keep their interde-pendency in mind.

The diagnostic procedures used for the battery,starting, and charging systems include the mostbasic conventional diagnostic methods, to the moresophisticated On-Board Diagnostics (OBD) built intothe Powertrain Control Module (PCM). Use of aninduction-type milliampere ammeter, a volt/ohmme-ter, a battery charger, a carbon pile rheostat (loadtester) and a 12-volt test lamp may be required. AllOBD-sensed systems are monitored by the PCM.Each monitored circuit is assigned a Diagnostic Trou-ble Code (DTC). The PCM will store a DTC in elec-tronic memory for any failure it detects. Refer toCharging System for the proper charging system on-board diagnostic test procedures.

MICRO 420 BATTERY TESTERThe Micro 420 automotive battery tester is

designed to help the dealership technicians diagnosethe cause of a defective battery. Follow the instruc-tion manual supplied with the tester to properlydiagnose a vehicle. If the instruction manual is notavailable refer to the standard procedure in this sec-tion, which includes the directions for using theMicro 420 battery tester.

8F - 2 BATTERY SYSTEM VA

BATTERY SYSTEM DIAGNOSIS


THE BATTERY SEEMSWEAK OR DEAD WHENATTEMPTING TO STARTTHE ENGINE.

1. The electrical system igni-tion-off draw is excessive.

1. Refer to the IGNITION-OFF DRAW TESTStandard Procedure for the proper test proce-dures. Repair the excessive ignition-off draw, asrequired.

2. The charging system isfaulty.

2. Determine if the charging system is perform-ing to specifications. Refer to Charging Systemfor additional charging system diagnosis andtesting procedures. Repair the faulty chargingsystem, as required.

3. The battery is discharged. 3. Determine the battery state-of-charge usingthe Micro 420 battery tester. Refer to the Stan-dard Procedures in this section for additionaltest procedures. Charge the faulty battery, asrequired.

4. The battery terminal con-nections are loose or cor-roded.

4. Refer to Battery Cables for the proper batterycable diagnosis and testing procedures. Cleanand tighten the battery terminal connections, asrequired.

5. The battery has an incor-rect size or rating for thisvehicle.

5. Refer to Battery System Specifications for theproper size and rating. Replace an incorrect bat-tery, as required.

6. The battery is faulty. 6. Determine the battery cranking capacity usingthe Micro 420 battery tester. Refer to the Stan-dard Procedures in this section for additionaltest procedures. Replace the faulty battery, asrequired.

7. The starting system isfaulty.

7. Determine if the starting system is performingto specifications. Refer to Starting System forthe proper starting system diagnosis and testingprocedures. Repair the faulty starting system, asrequired.

8. The battery is physicallydamaged.

8. Inspect the battery for loose terminal posts ora cracked and leaking case. Replace the dam-aged battery, as required.

VA BATTERY SYSTEM 8F - 3

BATTERY SYSTEM DIAGNOSIS


THE BATTERY STATE OFCHARGE CANNOT BEMAINTAINED.

1. The battery has an incor-rect size or rating for thisvehicle.

1. Refer to Battery System Specifications for theproper specifications. Replace an incorrect bat-tery, as required.

2. The battery terminal con-nections are loose or cor-roded.

2. Refer to Battery Cable for the proper cablediagnosis and testing procedures. Clean andtighten the battery terminal connections, as re-quired.

3. The electrical system igni-tion-off draw is excessive.

3. Refer to the IGNITION-OFF DRAW TESTStandard Procedure for the proper test proce-dures. Repair the faulty electrical system, as re-quired.

4. The battery is faulty. 4. Test the battery using the Micro 420 batterytester. Refer to Standard Procedures for addi-tional test procedures. Replace the faulty bat-tery, as required.

5. The starting system isfaulty.

5. Determine if the starting system is performingto specifications. Refer to Starting System forthe proper starting system diagnosis and testingprocedures. Repair the faulty starting system, asrequired.

6. The charging system isfaulty.

6. Determine if the charging system is perform-ing to specifications. Refer to Charging Systemfor additional charging system diagnosis andtesting procedures. Repair the faulty chargingsystem, as required.

7. Electrical loads exceedthe output of the chargingsystem.

7. Inspect the vehicle for aftermarket electricalequipment which might cause excessive electri-cal loads.

8. Slow driving or prolongedidling with high-amperagedraw systems in use.

8. Advise the vehicle operator, as required.

THE BATTERY WILL NOTACCEPT A CHARGE.

1. The battery is faulty. 1. Test the battery using the Micro 420 batterytester. Charge or replace the faulty battery, asrequired.

ABNORMAL BATTERY DISCHARGINGAny of the following conditions can result in abnor-

mal battery discharging:1. A faulty or incorrect charging system compo-

nent. Refer to Charging System for additional charg-ing system diagnosis and testing procedures.

2. A faulty or incorrect battery. Use Micro 420 bat-tery tester and refer to Battery System for additionalbattery diagnosis and testing procedures.

3. A faulty circuit or component causing excessiveignition-off draw.

4. Electrical loads that exceed the output of thecharging system. This can be due to equipment

installed after manufacture, or repeated short tripuse.

5. A faulty or incorrect starting system component.Refer to Starting System for the proper starting sys-tem diagnosis and testing procedures.

6. Corroded or loose battery posts and/or terminalclamps.

7. Slow driving speeds (heavy traffic conditions) orprolonged idling, with high-amperage draw systemsin use.


CLEANINGThe following information details the recommended

cleaning procedures for the battery and related com-ponents. In addition to the maintenance schedulesfound in this service manual and the owner’s man-ual, it is recommended that these procedures be per-formed any time the battery or related componentsmust be removed for vehicle service.

(1) Clean the battery cable terminal clamps of allcorrosion. Remove any corrosion using a wire brushor a post and terminal cleaning tool, and a sodiumbicarbonate (baking soda) and warm water cleaningsolution (Fig. 1).

(2) Clean the battery tray and battery hold downhardware of all corrosion. Remove any corrosionusing a wire brush and a sodium bicarbonate (bakingsoda) and warm water cleaning solution. Paint anyexposed bare metal.

(3) If the removed battery is to be reinstalled,clean the outside of the battery case and the topcover with a sodium bicarbonate (baking soda) andwarm water cleaning solution using a stiff bristleparts cleaning brush to remove any acid film (Fig. 2).Rinse the battery with clean water. Ensure that thecleaning solution does not enter the battery cellsthrough the vent holes. If the battery is beingreplaced, refer to Battery System Specifications forthe factory-installed battery specifications. Confirmthat the replacement battery is the correct size andhas the correct ratings for the vehicle.

(4) If the vehicle is so equipped, clean the batterythermal guard with a sodium bicarbonate (bakingsoda) and warm water cleaning solution using a stiffbristle parts cleaning brush to remove any acid film.

(5) Clean any corrosion from the battery terminalposts with a wire brush or a post and terminalcleaner, and a sodium bicarbonate (baking soda) andwarm water cleaning solution (Fig. 3).

Fig. 1 Clean Battery Cable Terminal Clamp - Typical1 - TERMINAL BRUSH2 - BATTERY CABLE

Fig. 2 Clean Battery - Typical1 - CLEANING BRUSH2 - WARM WATER AND BAKING SODA SOLUTION3 - BATTERY

VA BATTERY SYSTEM 8F - 5

INSPECTIONThe following information details the recommended

inspection procedures for the battery and relatedcomponents. In addition to the maintenance sched-ules found in this service manual and the owner’smanual, it is recommended that these procedures beperformed any time the battery or related compo-nents must be removed for vehicle service.

(1) Inspect the battery cable terminal clamps fordamage. Replace any battery cable that has a dam-aged or deformed terminal clamp.

(2) Inspect the battery tray and battery holddownhardware for damage. Replace any damaged parts.

(3) Slide the thermal guard off of the battery case,if equipped. Inspect the battery case for cracks orother damage that could result in electrolyte leaks.Also, check the battery terminal posts for looseness.Batteries with damaged cases or loose terminal postsmust be replaced.

(4) Inspect the battery thermal guard for tears,cracks, deformation or other damage. Replace anybattery thermal guard that has been damaged.

(5) Inspect the battery built-in test indicator sightglass for an indication of the battery condition. If thebattery is discharged, charge as required. (Refer to 8- ELECTRICAL/BATTERY SYSTEM/BATTERY -STANDARD PROCEDURE).

SPECIAL TOOLS

BATTERY SYSTEM SPECIAL TOOLS

BATTERY

DESCRIPTIONLarge capacity, low-maintenance storage batteries

are standard factory-installed equipment on thismodel. The primary battery is located in the enginecompartment on all models. A second auxiliary bat-tery may be installed under the passengers front seatfor running additional electrical equipment.

Male post type terminals made of a soft lead mate-rial protrude from the top of the molded plastic bat-tery case to provide the means for connecting thebattery to the vehicle electrical system. The batterypositive terminal post is physically larger in diameterthan the negative terminal post to ensure proper bat-tery connection. The letters POS and NEG are alsomolded into the top of the battery case adjacent totheir respective positive and negative terminal postsfor identification confirmation. Refer to BatteryCables for more information on the battery cablesthat connect the battery to the vehicle electrical sys-tem.

The battery is made up of six individual cells thatare connected in series. Each cell contains positivelycharged plate groups that are connected with leadstraps to the positive terminal post, and negativelycharged plate groups that are connected with leadstraps to the negative terminal post. Each plate con-sists of a stiff mesh framework or grid coated withlead dioxide (positive plate) or sponge lead (negative

Fig. 3 Clean Battery Terminal Post - Typical1 - TERMINAL BRUSH2 - BATTERY CABLE3 - BATTERY

Micro 420 Battery Tester


HEATED SYSTEMS

TABLE OF CONTENTS

page page

HEATED GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . 1HEATED MIRRORS . . . . . . . . . . . . . . . . . . . . . . . . . 9

HEATED SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

HEATED GLASS

TABLE OF CONTENTS

page page

HEATED GLASSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1DIAGNOSIS AND TESTING

ELECTRIC BACKLIGHT (EBL) SYSTEM . . . . . 2REAR WINDOW DEFOGGER RELAY

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 3OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 4

REAR WINDOW DEFOGGER SWITCHDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 4OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4DIAGNOSIS AND TESTING

REAR WINDOW DEFOGGER SWITCH . . . . . . 5REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6

REAR WINDOW DEFOGGER GRIDSTANDARD PROCEDURE

GRID LINE AND TERMINAL REPAIR . . . . . . . . 7

HEATED GLASS

DESCRIPTION

CAUTION: Grid lines can be damaged or scrapedoff with sharp instruments. Care should be taken incleaning glass or removing foreign materials,decals or stickers. Normal glass cleaning solventsor hot water used with rags or toweling is recom-mended.

The rear window defogger system, also known asthe electric backlight (EBL), consists of a backglasswith two vertical bus bars linked by a series of gridlines fired onto the inside surface of the rear window.

The EBL system is turned On or Off by a controlswitch (Fig. 1) located in the instrument panel nearthe right side of the steering wheel, which sends arequest signal to the rear window defogger modulethat operates the left and right rear window defoggerrelays located in the fuse/relay block under the driv-ers seat.

Circuit protection is provided by a 30 amp fusealso located in the fuse/relay block.

OPERATIONWhen the rear window defogger switch is pressed

to the On position, current is directed through theswitch to the rear window defogger module. The rearwindow defogger module then grounds the controlside of the left and right rear window defogger (EBL)

Fig. 1 Rear Window Defogger Switch1 - REAR WINDOW DEFOGGER SWITCH2 - INSTRUMENT PANEL

VA HEATED SYSTEMS 8G - 1

relays which allows battery current to flow to therear window defogger grid lines. The heated gridlines heat the rear glass to help clear the rear win-dow surfaces of fog or frost.

The electric backlight (EBL) system is controlledby the EBL timing circuity, which is integral to therear window defogger module. A yellow indicator inthe switch will illuminate to indicate when the EBLsystem is turned on.

NOTE: The EBL system turns off automatically afterapproximately 10 minutes of initial operation. Eachfollowing activation cycle of the EBL system willlast approximately five minutes.

The EBL system will be automatically turned offafter a programmed time interval of about ten min-utes. After the initial time interval has expired, if therear window defogger switch is pressed to the Onposition again during the same ignition cycle, theEBL system will automatically turn off after aboutfive minutes.

The EBL system will automatically shut off if theignition switch is turned to the Off position, or it canbe turned off manually by pressing the defoggerswitch a second time.


ELECTRIC BACKLIGHT (EBL) SYSTEM

NOTE: Illumination of the defogger switch indicatorlamp means that there is electrical current availableat the output of the rear window defogger logic cir-cuitry, but does not confirm that the electrical cur-rent is reaching the rear glass heating grid lines.

NOTE: For circuit descriptions and diagrams of theEBL system, refer to 8W - WIRING DIAGRAMINFORMATION.

Operation of the electrical backlight (EBL) systemcan be confirmed by the following:

(1) Turn the ignition switch to the On position. Setthe rear window defogger switch in the On position.The rear window defogger operation can be checkedby feeling the rear window glass. A distinct differencein temperature between the grid lines and the adja-cent clear glass should be detected within three tofour minutes of operation.

(2) If a temperature difference is not detected, usea 12-volt DC voltmeter and contact the rear glassheating grid terminal B with the negative lead, andterminal A with the positive lead (Fig. 2). The volt-meter should read battery voltage. If the voltmeterdoes not read battery voltage, check the following:

• Confirm that the ignition switch is in the Onposition.

• Make sure that the rear glass heating grid feedwires and ground wires are connected to the windowterminals. Confirm that the ground wires have conti-nuity to ground.

• Check that fuse 7 (15 amp) in fuse block #1 andfuse 10 (30 amp) in the fuse/relay block are OK. Thefuses must be tight in there receptacles and all elec-trical connections must be secure.

(3) When the above steps have been completed andthe rear glass heating grid is still inoperative, one ormore of the following is faulty.

• Rear window defogger switch in the instrumentpanel.

• Rear window defogger (EBL) relays in the fuse/relay block.

• Rear window defogger (EBL) relay control circu-ity in the rear window defogger module.

• Check for a loose wire connector or a wirepushed out of a connector.

• Rear window grid lines (all grid lines wouldhave to be broken, or the power feed or ground wirenot connected, for the entire heating grid to be inop-erative).

(4) If the system operation has been verified butthe defogger switch indicator does not illuminate,check for voltage at the defogger indicator from therear window defogger module when the defoggerswitch is activated. If power is present, replace therear window defogger switch.

(5) If broken defogger grid lines are suspected, usea 12-volt DC voltmeter and contact terminal B withthe negative lead and each rear glass heating gridline at it’s mid-point with the positive lead. The volt-meter should read approximately 6 volts at each gridline mid-point C. If the voltmeter does not readapproximately 6 volts, repair the open grid line(s)(Refer to 8 - ELECTRICAL/HEATED GLASS/REARWINDOW DEFOGGER GRID - STANDARD PROCE-DURE).

8G - 2 HEATED GLASS VA

REAR WINDOW DEFOGGERRELAY

DESCRIPTIONThe left and right rear window defogger (EBL)

relays are International Standards Organization(ISO)-type relays (Fig. 3). Relays conforming to theISO specifications have common physical dimensions,current capacities, terminal functions and patterns.The EBL relays are electromechanical devices thatswitch battery current through fuse 10 (30 amp)located in the fuse/relay block under the driver seatto the rear window defogger grids and whenequipped, switches battery current to the outsidemirror heating grids. The EBL relays are energizedwhen the relay coils are provided battery current bythe rear window defogger module.

The EBL relays are located in the fuse/relay blockunder the driver seat. Refer to the fuse and relaymap located on the inner surface of the fuse/relayblock cover for the left and right rear window defog-ger (EBL) relay locations.

The black, molded plastic case is the most visiblecomponent of the two rear window defogger (EBL)relays. Five male spade-type terminals extend fromthe bottom of the base to connect each relay to thevehicle electrical system, and the ISO designation foreach terminal is molded into the base adjacent toeach terminal.

OPERATIONThe left and right rear window defogger (EBL)

relays are electromechanical switches that uses a lowcurrent input from the rear window defogger moduleto control the high current output to the rear windowdefogger grids. The movable common feed contactpoint is held against the fixed normally closed con-tact point by spring pressure. When the relay coil isenergized, an electromagnetic field is produced by thecoil windings. This electromagnetic field draws themovable relay contact point away from the fixed nor-mally closed contact point, and holds it against thefixed normally open contact point. When the relaycoil is de-energized, spring pressure returns the mov-able contact point back against the fixed normallyclosed contact point. The resistor or diode is con-nected in parallel with the relay coil in the relay, andhelps to dissipate voltage spikes and electromagneticinterference that can be generated as the electromag-netic field of the relay coil collapses.

The EBL relay terminals are connected to the vehi-cle electrical system through receptacles in the fuse/relay block. The inputs and outputs of the EBLrelays include:

• The common feed terminal (30) receives a bat-tery current input from fuse 10 (30 amp) in the fuse/relay block through a fused B(+) circuit at all times.

Fig. 2 Grid Line Test1 - VOLTMETER2 - VOLTAGE FEED (A)3 - FEED WIRE4 - MID-POINT (C)5 - HEATED WINDOW GRID6 - GROUND WIRE7 - GROUND (B)

Fig. 3 Rear Window Defogger (EBL) Relays1 - REAR WINDOW DEFOGGER (EBL) RELAY (2)2 - TERMINAL PATTERN

VA HEATED GLASS 8G - 3

• The coil ground terminal (86) is hardwired toground point G202.

• The coil battery terminal (85) receives a batterycurrent input from the rear window defogger modulewhen the rear window defogger switch is energized.

• The normally open terminal (87) provides a bat-tery current output to the rear window defogger gridlines through the relay output circuit only when therear window defogger relay coil is energized.

• The normally closed terminal (87A) is not con-nected to any circuit in this application, but providesa battery current output only when the rear windowdefogger relay coil is de-energized.

The left and right EBL relays cannot be repairedand, if faulty or damaged, they must be replaced.Refer to the appropriate wiring information for diag-nosis and testing of the EBL relays and for completerear window defogger system wiring diagrams.

REMOVAL(1) Disconnect and isolate the negative battery

cable.(2) Remove the cover from the fuse/relay block

(Fig. 4).

NOTE: Refer to the fuse and relay map located onthe inner surface of the fuse/relay block cover forthe left and right rear window defogger (EBL) relaylocations.

(3) Remove the EBL relays from the fuse/relayblock as required.

INSTALLATION

NOTE: Refer to the fuse and relay map located onthe inner surface of the fuse/relay block cover forthe left and right rear window defogger (EBL) relaylocations.

(1) Position the rear window defogger (EBL) relaysas required into their proper receptacles in the fuse/relay block.

(2) Align the EBL relay terminals with the termi-nal cavities in the fuse/relay block receptacles.

(3) Push down firmly on the EBL relays until theterminals are fully seated in the terminal cavities inthe fuse/relay block receptacles.

(4) Install the cover onto the fuse/relay block.(5) Reconnect the negative battery cable.

REAR WINDOW DEFOGGERSWITCH

DESCRIPTIONThe rear window defogger switch is mounted in the

instrument panel to the right of the steering wheel(Fig. 5). The rear window defogger switch contains ayellow indicator lamp that illuminates when the rearwindow defogger (EBL) system is activated.

The rear window defogger switch and the defoggerswitch indicator cannot be repaired and, if faulty ordamaged, the rear window defogger switch must bereplaced.

OPERATIONA yellow indicator lamp will illuminate when the

rear window defogger switch is activated. The switch

Fig. 4 Rear Window Defogger (EBL) Relays1 - DRIVERS SEAT2 - FUSE/RELAY BLOCK

Fig. 5 Rear Window Defogger Switch1 - REAR WINDOW DEFOGGER SWITCH2 - INSTRUMENT PANEL


energizes the timing circuit of the rear window defog-ger module which then activates the rear windowdefogger (EBL) relays. The EBL relays controls thecurrent flow to the rear window defogger grids. TheEBL system will operate for approximately five min-utes or until the rear window defogger switch or igni-tion switch is turned off. Refer to 8 - ELECTRICAL/HEATED GLASS - DIAGNOSIS AND TESTING fordiagnosis and testing of the rear window defoggerswitch.

The rear window defogger switch cannot berepaired and, if faulty or damaged, it must bereplaced.


REAR WINDOW DEFOGGER SWITCH

WARNING: On vehicles equipped with airbags, dis-able the airbag system before attempting any steer-ing wheel, steering column, or instrument panelcomponent diagnosis or service. Disconnect andisolate the battery negative (ground) cable, thenwait two minutes for the airbag system capacitor todischarge before performing further diagnosis orservice. This is the only sure way to disable the air-bag system. Failure to take the proper precautionscould result in an accidental airbag deployment andpossible personal injury.

NOTE: The rear window defogger switch may betested in the vehicle or out of the vehicle, on abench.

NOTE: For circuit descriptions and diagrams of therear window defogger system, refer to 8W - WIRINGDIAGRAM INFORMATION.

(1) Remove the rear window defogger switch fromthe instrument panel, but leave the switch connected(Refer to 8 - ELECTRICAL/HEATED GLASS/REARWINDOW DEFOGGER SWITCH - REMOVAL).

(2) Turn the ignition switch ON.(3) Using a voltmeter, check for battery voltage at

Pin 3 of the rear window defogger switch (Fig. 6).(a) If OK, go to Step 4.(b) If NOT OK, check fuse 7 (15 amp) in fuse

block #1. If fuse is OK, check the wiring circuits.Refer to 8W - WIRING DIAGRAM INFORMA-TION.(4) Check Pin 7, with defogger switch in the On

position there should be battery voltage and, no volt-age with the switch in the Off position.

(a) If OK, go to Step 5.

(b) If NOT OK, no voltage in the On position orvoltage in the Off position, replace the rear windowdefogger switch.(5) Press the defogger switch to the On position.

The indicator lamp should come on and remain onfor approximately 5 minutes.

(a) If OK, install the rear window defoggerswitch (Refer to 8 - ELECTRICAL/HEATEDGLASS/REAR WINDOW DEFOGGER SWITCH -INSTALLATION).

(b) If NOT OK, go to Step 6.(6) Check Pin 9, with defogger switch in the On

position there should be battery voltage.(a) If OK, go to Step 7.(b) If NOT OK, check the wiring circuits. Refer

to 8W - WIRING DIAGRAM INFORMATION.(7) Check Pin 10 for a good ground.

(a) If OK, replace the rear window defoggerswitch.

(b) If NOT OK, check the wiring circuits. Referto 8W - WIRING DIAGRAM INFORMATION.

Fig. 6 Rear Window Defogger Switch Connector

VA HEATED GLASS 8G - 5

DEFOGGER SWITCH CONNECTOR PINCALL-OUT

PIN FUNCTION

1 FUSED B+ (DRL RELAY)

3 IGNITION SWITCH OUTPUT (START-RUN)

5 PANEL LAMPS DRIVER

7 DEFOGGER SWITCH OUTPUT

9 PANEL LAMPS DRIVER

10 GROUND

REMOVAL


(1) Disconnect and isolate the negative batterycable.

(2) Remove the cluster bezel from the instrumentpanel (Fig. 7) (Refer to 23 - BODY/INSTRUMENTPANEL/CLUSTER BEZEL - REMOVAL).

(3) From the back of the cluster bezel, squeeze thetwo latches on the rear window defogger switch bodyand push the switch out through the face of the bezel(Fig. 8).

(4) Remove the rear window defogger switch fromthe cluster bezel.

INSTALLATION(1) Position the rear window defogger switch to the

proper mounting hole on the face of the cluster bezel.(2) Using hand pressure, push the rear window

defogger switch firmly and evenly into the switch

Fig. 7 Cluster Bezel Remove/Install1 - SCREWS (2)2 - CLUSTER BEZEL3 - REAR WINDOW DEFOGGER SWITCH4 - DEFOGGER SWITCH CONNECTOR5 - WIRE HARNESS CONNECTOR6 - WIRE HARNESS CONNECTOR

Fig. 8 Headlamp Leveling Switch Remove/Install1 - SWITCH2 - LATCH (2)3 - CLUSTER BEZEL


HORN

TABLE OF CONTENTS

page page

HORNREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 1

HORN SWITCHREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 1

HORN


cable.(2) Disconnect the wire harness connectors.(3) Remove the mounting fastener and horns.

INSTALLATION(1) Position horns and install mounting fasteners.(2) Connect wire harness connector.(3) Connect battery negative cable.

HORN SWITCH


cable.(2) Remove the drivers side airbag (Refer to 8 -

ELECTRICAL/RESTRAINTS/DRIVER AIRBAG -REMOVAL).

(3) Remove the electrical harness connector.(4) Remove the mounting fasteners and horn

switch.

INSTALLATION(1) Connect the wire harness connector.(2) Position the horn switch and install the mount-

ing fasteners.(3) Install the drivers side airbag (Refer to 8 -

ELECTRICAL/RESTRAINTS/DRIVER AIRBAG -INSTALLATION).

(4) Connect the battery negative cable.

VA HORN 8H - 1

IGNITION CONTROL

TABLE OF CONTENTS

page page

IGNITION CONTROLOPERATION - GLOW PLUG . . . . . . . . . . . . . . . . 1SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . 1

GLOW PLUGREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 1

GLOW PLUG RELAYDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2DIAGNOSIS AND TESTING - GLOW PLUG

RELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

IGNITION CONTROL

OPERATION - GLOW PLUG

Pre - GlowingWith the key in the On position, the glow plug out-

put stage and the indicator lamp are actuated by theECM. The pre-heating time is calculated by the ECMin line with the coolant temperature. The glow plugoutput stage switches the current through the glowplugs. The glow plug indicator lamp goes out after apre-glow period has elapsed. Component or cable fail-ures in the pre-glow system are indicated by the glowplug lamp and stored in the ECM.

Glow Output StageWith the ignition key in the On position a signal is

transmitted from the ECM to the glow plug outputstager. If no data is exchanged with the ECM theglow plug stage is terminated after two seconds. Theglow plug out put stage constantly signals the cur-rent operating state (ON/OFF) and any systemfaults. The following faults are recognized by the output stage and transmitted to the ECM:

• Open circuit in one or more of the glow plugleads

• Short circuit in the glow plug circuit• Out put stage fault or temperature related shut-

offIf a failure in the glow plug system occurs, the

glow plug indicator lamp will be illuminated only aslong as the fault is current. If the failure is no longerpresent, the glow plug indicator lamp will beswitched off but a code will be stored in the ECM.

After GlowOnce the engine has started, the ECM determines

the after glow time depending on cooling tempera-ture. During this time the glow plugs continue to beactuated by the glow plug output stage. This resultsin improved smooth running after a cold start andimproved warming up properties, elimination of blue

exhaust after a cold start up and a more stable coldstarting speed.

If no signal is received from the coolant tempera-ture sensor the signal from the oil sensor is used as asubstitute.

SPECIAL TOOLS

GLOW PLUG

REMOVAL(1) Disconnect the negative battery cable.(2) Remove the engine cover.(3) Use special tool #9286 pliers to unplug the

glow plug wiring harness connector(s) at the glowplug.

(4) Remove the glow plug(s) (Fig. 1).

INSTALLATION(1) Screw glow plug(s) into cylinder head and

tighten to 12 N·m (115 lbs. in) (Fig. 1).(2) Connect the glow plug wiring harness connec-

tor(s)(3) Install the engine cover.(4) Connect negative battery cable.

GLOW PLUG RELAY

DESCRIPTIONThe glow plug relay supplies battery voltage to the

glow plug through a timed cycle that is related tocoolant temperature. The glow plug relay is locatedunder the battery. The purpose of a glow plug system

GLOW PLUG PLIERS

VA IGNITION CONTROL 8I - 1

is to improve combustion for low emissions and toachieve easy starting at low temperatures.

OPERATIONWhen the ignition key is turned to the ON posi-

tion, the glow plug output stage and pre-glow indica-tor lamp are actuated by the ECM. The duration ofthe signal depends on the coolant temperature. Theglow plug relay has processing that communicateswith the ECM. If no data exchange occurs at the trig-gering stage, the preheating is switched off after 2seconds.

Start glowing is initiated when the key is in thestart position. The glow plugs (R13–R17) continue tobe supplied with voltage. This makes it possible tostabilize the cold starting speed. (After glowing is ini-tiated when the starter reject speed is reached).

After the engine starts, the ECM determines theafterglow period in line with coolant temperature. Ifno signal is received from the coolant temperaturesensor, afterglow is maintained for thirty seconds.

The following aims are reached by the afterglow :• Improvement in warming-up properties• Prevention of white exhaust smoke after cold

start• Stabilizing of the cold starting speedThe glow plug output stage constantly signals the

current operating state and faults. The following arefaults detected and transmitted to the ECM :

• Open circuit at one or several glow plugs• Short circuit in the glow plug circuit• Relay faultIf the Glow plug relay detects an open circuit at a

glow plug, it is stored and indicated only once theengine is running by the preglow indicator lamp com-ing on for about one minute and a fault is stored inthe ECM. If a short circuit, a glow plug output stagefaulty or a temperature related switching off of out-put stages is detected, the fault is stored and indi-cated immediately by the preglow indicator lampcoming on. Once the fault is no longer current, theindicator is immediately switched off, but the fault isstored in the ECM. If the fault is constantly current,the preglow indicator lamp remains on until the igni-tion is switched off.

DIAGNOSIS AND TESTING - GLOW PLUGRELAYS

Refer to the appropriate Diesel Powertrain Diagno-sis Manual for information on diagnosing the glowplug relays.

Fig. 1 GLOW PLUG (S)1 - GLOW PLUG2 - WIRING HARNESS CONNECTOR

3 - INTAKE MANIFOLD4 - ENGINE COVER

8I - 2 IGNITION CONTROL VA

INSTRUMENT CLUSTERTABLE OF CONTENTS

page page

INSTRUMENT CLUSTERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5DIAGNOSIS AND TESTING - INSTRUMENT

CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7STANDARD PROCEDURE

CLUSTER PROGRAMMING . . . . . . . . . . . . . . . 7REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9

ABS INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

ADR INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

AIRBAG INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

AMBIENT TEMPERATURE INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

BRAKE INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

BRAKE WEAR INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

CHARGING INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

CLOCKDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

COOLANT LOW INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 15OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

ENGINE TEMPERATURE GAUGEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 15OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

ESP INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 16OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

FUEL FILTER CLOGGED INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

FUEL GAUGEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

GEAR SELECTOR INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

HIGH BEAM INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

LOW FUEL INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

LOW OIL LEVEL INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 20OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

MAINTENANCE INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 20OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

MALFUNCTION INDICATOR LAMP (MIL)DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 21OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

MULTI-FUNCTION INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

ODOMETERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

PARK BRAKE INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

SEATBELT INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

SPEEDOMETERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 25OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

TACHOMETERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 25OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

TRACTION CONTROL INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 26OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

TRACTION CONTROL MALFUNCTIONINDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 27OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

TURN SIGNAL INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 27OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

WAIT-TO-START INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 28OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

WASHER FLUID INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 29OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

WATER-IN-FUEL INDICATORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 29OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

VA INSTRUMENT CLUSTER 8J - 1

INSTRUMENT CLUSTER

DESCRIPTION

The instrument cluster for this model is an Elec-troMechanical Instrument Cluster (EMIC) that islocated above the steering column opening in theinstrument panel, directly in front of the driver (Fig.1). The remainder of the EMIC, including the mountsand the electrical connections, are concealed withinthe instrument panel behind the cluster bezel andbeneath the instrument panel top cover for the clus-ter. The instrument cluster includes analog gauges,meters, indicators, and acoustic signal transmit-ters.

The EMIC module also incorporates a multi-func-tion indicator that consists of a digital Liquid CrystalDisplay (LCD) unit for displaying odometer/tripodometer information, an electronic digital clock,engine oil level information, automatic transmissiongear selector position (PRNDL), and certain diagnos-tic information. The multi-function indicator also hasfour push button switches, which provide the vehicleoperator with an interface to adjust certain inputs tothe instrument cluster and to select from multipledisplay options. If the vehicle is equipped with theappropriate options, the multi-function indicator alsoprovides an outside ambient temperature indicatordisplay and an Active Service SYStem (ASSYST)engine oil maintenance indicator to display engine oillevel and maintenance reminders.

The EMIC gauges and indicators are visiblethrough a dedicated opening in the cluster bezel onthe instrument panel and are protected by a clearplastic cluster lens (Fig. 2) that is secured by eightintegral latches to the molded black plastic clusterhood. Four, black plastic multi-function indicatorswitch push buttons protrude through dedicatedholes in a rectangular black plastic switch bezel thatis integral to the cluster lens and located near thelower edge of the cluster directly below the multi-function indicator LCD unit. The cluster hood servesas a visor and shields the face of the cluster fromambient light and reflections to reduce glare. Thecluster hood has eight integral latches that engageeight integral latch tabs on the cluster rear cover,sandwiching the cluster housing unit between thehood and the rear cover. The cluster hood also hastwo integral pivot loops molded into its undersidethat engage two pairs of molded pivot hooks that areintegral to the top of the instrument panel basestructure. These pivots allow the cluster to be rolledrearward to ease service access to the wire harnessconnectors at the back of the cluster.

The rear of the cluster housing and the EMIC elec-tronic circuitry are protected by the molded plasticrear cover. A mounting ear at each upper corner ofthe rear cover are used to secure the EMIC to themolded plastic instrument panel base unit with twoscrews. The rear cover includes clearance holes forthe two cluster connector receptacles on the clusterelectronic circuit board. The connector receptacles onthe back of the cluster electronic circuit board con-nect the EMIC to the vehicle electrical systemthrough two take outs with connectors from the vehi-cle wire harness. The EMIC rear cover includes amolded mounting tab and a latch feature thatsecures the Remote Keyless Entry (RKE)/immobilizermodule to the back of the cluster. The RKE/immobi-lizer module is connected to the vehicle electrical sys-tem through a separate take out and connector of thevehicle wire harness.

Fig. 1 Instrument Cluster1 - COVER2 - BEZEL3 - INSTRUMENT CLUSTER4 - STEERING WHEEL5 - MULTI-FUNCTION SWITCH6 - SPEED CONTROL SWITCH

Fig. 2 Instrument Cluster Components1 - LENS2 - HOOD3 - CLUSTER HOUSING4 - REAR COVER

8J - 2 INSTRUMENT CLUSTER VA

Located between the rear cover and the clusterhood is the cluster housing. The molded plastic clus-ter housing serves as the carrier for the cluster elec-tronic circuit board and circuitry, the clusterconnector receptacles, the gauges, a Light EmittingDiode (LED) for each cluster indicator and generalillumination lamp, the multi-function indicator LCDunit, electronic tone generators, the cluster overlay,the gauge pointers, the multi-function indicatorswitches and the four switch push buttons.

The cluster overlay is a laminated plastic unit. Thedark, visible, outer surface of the overlay is markedwith all of the gauge dial faces and graduations, butthis layer is also translucent. The darkness of thisouter layer prevents the cluster from appearing clut-tered or busy by concealing the cluster indicatorsthat are not illuminated, while the translucence ofthis layer allows those indicators and icons that areilluminated to be readily visible. The underlyinglayer of the overlay is opaque and allows light fromthe LED for each of the various indicators and illu-mination lamps behind it to be visible through theouter layer of the overlay only through predeter-mined cutouts. A rectangular opening in the overlayat the base of the speedometer provides a windowthrough which the illuminated multi-function indica-tor LCD unit can be viewed.

Several versions of the EMIC module are offeredon this model. These versions accommodate all of thevariations of optional equipment and regulatoryrequirements for the various markets in which thevehicle will be offered. The microprocessor-basedEMIC utilizes integrated circuitry, Electrically Eras-able Programmable Read Only Memory (EEPROM)type memory storage, information carried on theController Area Network (CAN) data bus, along withseveral hard wired analog and multiplexed inputs tomonitor systems, sensors and switches throughoutthe vehicle.

In response to those inputs, the hardware and soft-ware of the EMIC allow it to control and integratemany electronic functions and features of the vehiclethrough both hard wired outputs and the transmis-sion of electronic message outputs to other electronicmodules in the vehicle over the CAN data bus. (Referto 8 - ELECTRICAL/ELECTRONIC CONTROLMODULES/COMMUNICATION - DESCRIPTION -CAN BUS).

Besides typical instrument cluster gauge and indi-cator support, the electronic functions and featuresthat the EMIC supports or controls include the fol-lowing:

• Active Service System - In vehicles equippedwith the Active Service SYSTem (ASSYST) engine oilmaintenance indicator option, the EMIC electroniccircuit board includes a second dedicated micropro-cessor. This second microprocessor evaluates variousdata including time, mileage, and driving conditions

to calculate the required engine oil service intervals,and provides both visual and audible alerts to thevehicle operator when certain engine oil maintenanceservices are required.

• Audible Warnings - The EMIC electronic cir-cuit board is equipped with an audible tone generatorand programming that allows it to provide variousaudible alerts to the vehicle operator, including buzz-ing and chime tones. An audible contactless elec-tronic relay is also soldered onto the circuit board toproduce audible clicks that is synchronized with turnsignal indicator flashing to emulate the sounds of aconventional turn signal or hazard warning flasher.These audible clicks can occur at one of two rates toemulate both normal and bulb-out turn or hazardflasher operation. (Refer to 8 - ELECTRICAL/CHIME/BUZZER - DESCRIPTION).

• Panel Lamps Dimming Control - The EMICprovides a hard wired 12-volt Pulse-Width Modulated(PWM) output that synchronizes the dimming levelof all panel lamps dimmer controlled lamps with thatof the cluster general illumination lamps and multi-function indicator.

The EMIC houses four analog gauges and has pro-visions for up to nineteen indicators (Fig. 3). TheEMIC includes the following analog gauges:

• Coolant Temperature Gauge• Fuel Gauge• Speedometer• TachometerThe EMIC includes provisions for the following

indicators (Fig. 3):• Airbag (SRS) Indicator• Antilock Brake System (ABS) Indicator• Brake Indicator• Brake Wear Indicator• Charging Indicator• Clogged Fuel Filter Indicator• Constant Engine Speed (ADR) Indicator• Coolant Low Indicator• Electronic Stability Program (ESP) Indica-

tor• High Beam Indicator• Low Fuel Indicator• Malfunction Indicator Lamp (MIL)• Multi-Function Indicator (LCD)• Park Brake Indicator• Seatbelt Indicator• Traction Control (ASR) Indicator• Traction Control (ASR) Malfunction Indica-

tor• Turn Signal (Right and Left) Indicators• Washer Fluid Indicator• Wait-To-Start Indicator• Water-In-Fuel Indicator


Except for the indications provided within themulti-function indicator LCD unit, each indicator inthe EMIC is illuminated by a dedicated LED that issoldered onto the EMIC electronic circuit board.Cluster illumination is accomplished by dimmableLED back lighting, which illuminates the gauges forvisibility when the exterior lighting is turned on. Thecluster general illumination LED units are also sol-dered onto the EMIC electronic circuit board. TheLED units are not available for service replacementand, if damaged or faulty, the entire EMIC must bereplaced.

Hard wired circuitry connects the EMIC to theelectrical system of the vehicle. These hard wired cir-cuits are integral to the vehicle wire harnesses,which are routed throughout the vehicle and retainedby many different methods. These circuits may beconnected to each other, to the vehicle electrical sys-tem and to the EMIC through the use of a combina-tion of soldered splices, splice block connectors, andmany different types of wire harness terminal con-nectors and insulators. Refer to the appropriate wir-ing information. The wiring information includeswiring diagrams, proper wire and connector repair

Fig. 3 Gauges & Indicators1 - AIRBAG INDICATOR 16 - SEATBELT INDICATOR2 - TACHOMETER 17 - ABS INDICATOR3 - LEFT TURN INDICATOR 18 - MULTI-FUNCTION INDICATOR PLUS/MINUS SWITCH

PUSH BUTTONS4 - SPEEDOMETER 19 - MULTI-FUNCTION INDICATOR (INCLUDES: CLOCK, GEAR

SELECTOR INDICATOR, ODOMETER, TRIP ODOMETER, EN-GINE OIL LEVEL DATA, AMBIENT TEMPERATURE INDICATOR[OPTIONAL], & ACTIVE SERVICE SYSTEM [ASSYST] ENGINEOIL MAINTENANCE INDICATOR [OPTIONAL])

5 - TRACTION CONTROL INDICATOR 20 - MULTI-FUNCTION INDICATOR MODE (MILES [KILOME-TERS]/TIME) SWITCH PUSH BUTTONS

6 - RIGHT TURN INDICATOR 21 - COOLANT LOW INDICATOR7 - ENGINE TEMPERATURE GAUGE 22 - BRAKE INDICATOR8 - FUEL GAUGE 23 - OIL LEVEL INDICATOR9 - WAIT-TO-START INDICATOR 24 - BRAKE WEAR INDICATOR10 - WASHER FLUID INDICATOR (OPTIONAL) 25 - WATER-IN-FUEL INDICATOR11 - CONSTANT ENGINE SPEED (ADR) INDICATOR (OPTION-AL)

26 - CHARGING INDICATOR

12 - LOW FUEL INDICATOR 27 - HIGH BEAM INDICATOR13 - TRACTION CONTROL MALFUNCTION INDICATOR 28 - PARK BRAKE INDICATOR14 - MALFUNCTION INDICATOR LAMP 29 - FUEL FILTER CLOGGED INDICATOR15 - ELECTRONIC STABILITY PROGRAM (ESP) INDICATOR(OPTIONAL)


procedures, further details on wire harness routingand retention, as well as pin-out and location viewsfor the various wire harness connectors, splices andgrounds.

The EMIC modules for this model are serviced onlyas complete units. The EMIC module cannot beadjusted or repaired. If a gauge, an LED indicator,the multi-fuction indicator LCD unit, an electronictone generator, the electronic circuit board, the cir-cuit board hardware, the cluster overlay, the clusterhousing, the cluster hood, the cluster lens, or thecluster rear cover are damaged or faulty, the entireEMIC module must be replaced.

OPERATIONThe ElectroMechanical Instrument Cluster (EMIC)

is designed to allow the vehicle operator to monitorthe conditions of many of the vehicle components andoperating systems. The gauges, meters and indicatorsin the EMIC provide valuable information about thepowertrain, fuel and emissions systems, cooling sys-tem, lighting systems, safety systems and manyother convenience items. The EMIC is installed inthe instrument panel so that all of these monitorscan be easily viewed by the vehicle operator whendriving, while still allowing relative ease of access forservice. The microprocessor-based EMIC hardwareand software uses various inputs to control thegauges and indicators visible on the face of the clus-ter. Some of these inputs are hard wired, but manyare in the form of electronic messages that are trans-mitted by other electronic modules over the Control-ler Area Network (CAN) data bus network. (Refer to8 - ELECTRICAL/ELECTRONIC CONTROL MOD-ULES/COMMUNICATION - OPERATION).

The EMIC microprocessor smooths the input datausing algorithms to provide gauge readings that areaccurate, stable and responsive to operating condi-tions. These algorithms are designed to providegauge readings during normal operation that are con-sistent with customer expectations. However, whenabnormal conditions exist such as high coolant tem-perature, the algorithm can drive the gauge pointerto an extreme position and the microprocessor cansound a chime through the on-board audible tonegenerator to provide distinct visual and audible indi-cations of a problem to the vehicle operator. Theinstrument cluster circuitry also provides audibleturn signal and hazard warning support by emulat-ing the “ticking” sound associated with a conven-tional electro-mechanical flasher using a contactlessrelay. The relay will also provide an indication of aturn signal failure by sounding at double the usualfrequency. Each audible warning is provided to thevehicle operator to supplement a visual indication.

The EMIC circuitry operates on battery currentreceived through a non-switched fused B(+) circuit,and on a fused ignition switch output circuit. The

EMIC circuitry is grounded through a ground circuitand take out of the frame wire harness with an eye-let terminal connector that is secured to a stud by anut at a ground location on the dash panel just for-ward of the instrument cluster. Separate switchedground inputs from the key-in ignition switch andthe front door jamb switches provide wake-up signalsto the EMIC circuitry. This arrangement allows theEMIC to provide some features regardless of the igni-tion switch position, while other features will operateonly with the ignition switch in the On position.

Proper diagnosis and testing of the EMIC, theCAN data bus, the data bus electronic messageinputs to and outputs from the EMIC, as well as theretrieval or erasure of a Diagnostic Trouble Code(DTC) requires the use of a diagnostic scan tool.Refer to the appropriate diagnostic information. Seethe owner’s manual in the vehicle glove box for moreinformation on the features, use and operation of theEMIC.

GAUGESAll gauges receive battery current through the

EMIC circuitry only when the instrument clusterdetects the ignition switch is in the On position. Withthe ignition switch in the Off position, battery cur-rent is not supplied to any gauges and the EMIC cir-cuitry is programmed to move all of the gaugeneedles back to the low end of their respective scales.Therefore, the gauges do not accurately indicate anyvehicle condition unless the ignition switch is in theOn position.

All of the EMIC gauges are air core magneticunits. Two fixed electromagnetic coils are locatedwithin each gauge. These coils are wrapped at rightangles to each other around a movable permanentmagnet. The movable magnet is suspended withinthe coils on one end of a pivot shaft, while the gaugeneedle is attached to the other end of the shaft. Oneof the coils has a fixed current flowing through it tomaintain a constant magnetic field strength. Currentflow through the second coil changes, which causeschanges in its magnetic field strength. The currentflowing through the second coil is changed by theEMIC circuitry in response to messages received overthe CAN data bus. The gauge needle moves as themovable permanent magnet aligns itself to thechanging magnetic fields created around it by theelectromagnets.

Proper diagnosis and testing of the gauges, theCAN data bus and the electronic data bus messageinputs to the EMIC that control each gauge requirethe use of a diagnostic scan tool. Refer to the appro-priate diagnostic information. Specific operationdetails for each gauge may be found elsewhere inthis service information.


INDICATORSIndicators are located in various positions within

the EMIC and are all connected to the EMIC elec-tronic circuit board. The ambient temperature indica-tor (optional), brake indicator, brake wear indicator,charging indicator, coolant low indicator, high beamindicator, low fuel indicator, park brake indicator,seatbelt indicator, turn signal indicators, and washerfluid indicator operate based upon hard wired inputsto the EMIC. The airbag (SRS) indicator is normallycontrolled by a hard wired input from the AirbagControl Module (ACM); however, if the EMIC sees anabnormal or no input from the ACM, it will automat-ically turn the airbag indicator On until the hardwired input from the ACM has been restored. TheMalfunction Indicator Lamp (MIL) is normally con-trolled by CAN data bus messages from the EngineControl Module (ECM); however, if the EMIC losesCAN data bus communication, the EMIC circuitrywill automatically turn the MIL on until CAN databus communication is restored. The EMIC uses CANdata bus messages from the ECM, the ACM, and theController Antilock Brake to control all of theremaining indicators.

The various EMIC indicators are controlled by dif-ferent strategies; some receive battery feed from theEMIC circuitry and have a switched ground, whileothers are grounded through the EMIC circuitry andhave a switched battery feed. However, all indicatorsare completely controlled by the EMIC microproces-sor based upon various hard wired and electronicmessage inputs. Except for the indications providedby the multi-function indicator Liquid Crystal Dis-play (LCD) unit, all indicators are illuminated at afixed intensity, which is not affected by the selectedillumination intensity of the EMIC general illumina-tion lamps.

The hard wired indicator inputs may be diagnosedusing conventional diagnostic methods. However,proper testing of the EMIC circuitry and the CANbus message controlled indicators requires the use ofa diagnostic scan tool. Refer to the appropriate diag-nostic information. Specific details of the operationfor each indicator may be found elsewhere in thisservice information.

CLUSTER ILLUMINATIONThe EMIC has several general illumination lamps

that are illuminated when the exterior lighting isturned on with the multi-function switch. The illumi-nation intensity of these lamps is adjusted by a dim-ming level input received from the multi-functionindicator “+” (plus) and “–” (minus) switch push but-tons that extend through the lower edge of the clus-ter lens below the right end of the multi-functionindicator. When the exterior lighting is turned Off,the display is illuminated at maximum brightness.When the exterior lighting is turned On and the

transmission gear selector is in the Park position,depressing the plus switch push button brightens thedisplay lighting, and depressing the minus switchpush button dims the display lighting. The EMICalso provides a Pulse-Width Modulated (PWM) panellamps dimmer output that can be used to synchro-nize the illumination lighting levels of external illu-mination lamps (up to about 23 to 30 watts) withthat of the EMIC.

The hard wired multi-function switch input andthe EMIC panel lamps dimmer output may be diag-nosed using conventional diagnostic methods. How-ever, proper testing of the PWM control of the EMICand the electronic dimming level inputs from themulti-function indicator push buttons requires theuse of a diagnostic scan tool. Refer to the appropriatediagnostic information.

INPUT AND OUTPUT CIRCUITS

HARD WIRED INPUTSThe hard wired inputs to the EMIC include the fol-

lowing:

NOTE: Final approved circuit names were not yetavailable at the time this information was compiled.

• Airbag Indicator Driver• Ambient Temperature Sensor Signal

(Optional)• Brake Wear Indicator Sense• Charging Indicator Driver• Coolant Level Switch Sense• Front Door Jamb Switch Sense• Fuel Level Sensor Signal• Fused B(+)• Fused Ignition Switch Output• High Beam Indicator Driver• Key-In Ignition Switch Sense• Left Turn Signal• Park Brake Switch Sense• Right Turn Signal• Seat Belt Switch Sense• Washer Fluid Switch Sense (Optional)Refer to the appropriate wiring information for

additional details.

HARD WIRED OUTPUTSThe hard wired outputs of the EMIC include the

following:• Engine Running Relay Control• Panel Lamps DriverRefer to the appropriate wiring information for

additional details.


LAMPS

TABLE OF CONTENTS

page page

LAMPS/LIGHTING - EXTERIOR . . . . . . . . . . . . . . . 1 LAMPS/LIGHTING - INTERIOR. . . . . . . . . . . . . . . 28

LAMPS / LIGHTING - EXTERIOR

TABLE OF CONTENTS

page page

LAMPS/LIGHTING - EXTERIORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3SPECIFICATIONS - LAMPS/LIGHTING -

EXTERIOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 5BACKUP LAMP BULB


BRAKE LAMP SWITCHREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7ADJUSTMENTS

ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . 7BRAKE/PARK LAMP BULB


CENTER HIGH MOUNTED STOP LAMP BULBREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8

CENTER HIGH MOUNTED STOP LAMP UNREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9

CLEARANCE LAMP BULBREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9

CLEARANCE LAMP UNITREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9

DAYTIME RUNNING LAMP RELAYREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10

FOG LAMP BULBREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11

FOG LAMP RELAYREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12

FOG LAMP SWITCHREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13

FRONT LAMP UNITREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13ADJUSTMENTS

ADJUSTMENT - FRONT LAMP UNIT . . . . . . . 14FRONT POSITION LAMP BULB


FRONT TURN/PARK/SIDE MARKER LAMPBULBREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16

HEADLAMP LEVELING MOTORREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 17

HEADLAMP LEVELING SWITCHREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18

HIGH BEAM HEADLAMP BULBREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19

LICENSE PLATE LAMP BULBREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19

LICENSE PLATE LAMP UNITREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19

LOW BEAM HEADLAMP BULBREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20

MULTI-FUNCTION SWITCHREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21

PARK BRAKE SWITCHREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22

REAR SIDE MARKER LAMP BULBREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22

VA LAMPS 8L - 1

REAR TURN LAMP BULBREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 23

REPEATER LAMP BULBREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24

REPEATER LAMP UNITREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25TAIL LAMP UNIT


TURN SIGNAL RELAYREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 26

LAMPS / LIGHTING - EXTE-RIOR

DESCRIPTIONThe exterior lighting system for this model

includes the following exterior lamps:• Backup Lamps - The backup (or reverse) lamps

are integral to the tail lamp units mounted to theback of the quarter panel on each side of the tailgateat the rear of the vehicle.

• Brake Lamps - The brake (or stop) lampsinclude a bulb and reflector that are integral to thetail lamp units mounted to the back of the quarterpanel on each side of the tailgate opening, and theCenter High Mounted Stop Lamp (CHMSL) that iscentered on the rear edge of the roof panel above thetailgate opening.

• Daytime Running Lamps - Vehicles manufac-tured for sale in Canada have a Daytime RunningLamps (DRL) relay that illuminates the low beamheadlamp bulbs whenever the engine is running.

• Fog Lamps - Fog lamp bulbs and reflectors areincluded in both front lamp units of vehiclesequipped with this option.

• Hazard Warning Lamps - The hazard warninglamps include all of the right and left turn signal andrepeater lamps.

• Headlamps - Separate low beam and highbeam headlamp bulbs are installed in the front lampunit on each side of the front grille opening. A head-lamp leveling actuator motor is also integral to eachfront lamp unit.

• Park Lamps - The park lamps include the frontpark/side marker lamps and front position lampsthat are integral to the front lamp units mounted oneither side of the front grille opening, as well as therear park lamps and rear side marker lamps that areintegral to the tail lamp units mounted to the back ofthe quarter panel on each side of the tailgate open-ing. Included in the park lamps circuit are two rearlicense plate lamp units mounted on the left reartailgate door. The park lamps may also includeoptional clearance lamps, which are located on eachside of a vehicle that is so equipped.

• Turn Signal Lamps - The turn signal lampsinclude the front turn lamps that are integral to thefront lamp units, the rear turn lamps that are inte-gral to the tail lamp units, and a repeater lamp

mounted to each front fender just above the frontwheel opening.

Other components of the exterior lighting systemfor this model include:

• Brake Lamp Switch - A plunger-type brakelamp switch is located on the steering column sup-port bracket under the instrument panel and actu-ated by the brake pedal arm.

• Daytime Running Lamp Relays - Vehiclesmanufactured for sale in Canada have two DaytimeRunning Lamps (DRL) relays. Dedicated right andleft side relays illuminate the low beam headlampbulb installed in each front lamp unit whenever theengine is running. These relays are located in dedi-cated vehicle wire harness connectors within thedriver side front seat riser.

• Fog Lamp Relay - Vehicles equipped with theoptional fog lamps have a fog lamp relay located in adedicated vehicle wire harness connector within thedriver side front seat riser.

• Fog Lamp Switch - A fog lamp switch ismounted in the instrument cluster bezel, below thecluster and outboard of the steering column on vehi-cles equipped with this option.

• Headlamp Leveling Motor - A headlamp lev-eling actuator motor is located on the back of eachheadlamp housing and adjusts both the low beamheadlamp, high beam headlamp, and fog lamp (ifequipped) reflector frames in unison.

• Headlamp Leveling Switch - A thumbwheelactuated headlamp leveling switch is mounted in theinstrument cluster bezel, below the cluster and out-board of the steering column.

• Multi-Function Switch - The multi-functionswitch is located on the top of the steering column,just below the steering wheel. The multi-functionswitch is connected directly to the fuse block locatedbelow the steering column through an integral inter-face connector. Only the left (lighting), right (wiper)control stalks and the hazard warning switch buttonfor the multi-function switch are visible, the remain-der of the switch is concealed beneath the steeringcolumn shrouds. The multi-function switch includes aleft (lighting) control stalk and a right (wiper) controlstalk. The left control stalk is dedicated to providingalmost all of the driver controls for the exterior light-ing system.

• Trailer Tow Connector - Vehicles equippedwith a factory-approved, field-installed trailer towing

8L - 2 LAMPS/LIGHTING - EXTERIOR VA

electrical package have a heavy duty 7-way trailertow connector installed in a bracket on the trailerhitch receiver. This package includes a 7-way to4-way connector adapter unit.

• Trailer Tow Control Module - Vehiclesequipped with a factory-approved, field-installedtrailer towing electrical package have a trailer towbrake/turn control module located within the driverside front seat riser that controls the brake lamp andturn signal lamp outputs to the trailer lighting cir-cuits.

• Turn Signal Relay - A turn signal relay isinstalled in the fuse block located on the underside ofthe steering column behind a fuse access panel in thesteering column opening cover on the instrumentpanel. The electronic circuitry of the wipers, turn sig-nals and engine start control module within the fuseblock controls the turn signal relay.

• Wipers, Turn Signals, Engine Start ControlModule - The wipers, turn signals and engine startcontrol module is integral to the fuse block located onthe underside of the steering column behind a fuseaccess panel in the steering column opening cover onthe instrument panel. This module includes activeelectronic elements that control the operation of theturn signal relay based upon inputs from the multi-function switch and feedback from the turn signalcircuits. (Refer to 8 - ELECTRICAL/POWER DISTRI-BUTION/FUSE BLOCK - DESCRIPTION).

Hard wired circuitry connects the exterior lightingsystem components to the electrical system of thevehicle. These hard wired circuits are integral to sev-eral wire harnesses, which are routed throughout thevehicle and retained by many different methods.These circuits may be connected to each other, to thevehicle electrical system and to the exterior lightingsystem components through the use of a combinationof soldered splices, splice block connectors, and manydifferent types of wire harness terminal connectorsand insulators. Refer to the appropriate wiring infor-mation. The wiring information includes wiring dia-grams, proper wire and connector repair procedures,further details on wire harness routing and reten-tion, as well as pin-out and location views for thevarious wire harness connectors, splices and grounds.

OPERATIONFollowing are paragraphs that briefly describe the

operation of each of the major exterior lighting sys-tems. The hard wired circuits and components of theexterior lighting systems may be diagnosed andtested using conventional diagnostic tools and proce-dures. However, conventional diagnostic methodsmay not prove conclusive in the diagnosis of the wip-ers, turn signals and engine start control modulelocated within the fuse block underneath the steeringcolumn, the ElectroMechanical Instrument Cluster(EMIC), the Engine Control Module (ECM), or the

Controller Area Network (CAN) data bus network.The most reliable, efficient, and accurate means todiagnose the electronic module within the fuse block,the EMIC, the ECM, and the CAN data bus networkinputs and outputs related to the various exteriorlighting systems requires the use of a diagnostic scantool. Refer to the appropriate diagnostic information.

BACKUP LAMPSThe backup (or reverse) lamps have a path to

ground received at all times through the vehicle wireharness from a ground point located on the framenear the left end of the tailgate sill. The backuplamps receive battery current on the backup lampsupply circuit only when the backup lamp switch cir-cuit of the Transmission Range Sensor (TRS) integralto the gear shifter assembly is closed by the gearshifter mechanism.

BRAKE LAMPSThe brake (or stop) lamps have a path to ground at

all times through the vehicle wire harness from aground point located on the frame near the left endof the tailgate sill. The Center High Mounted StopLamp (CHMSL) has a path to ground at all timesthrough the vehicle wire harness from a ground pointon the left side of the dash panel. The brake lampsand CHMSL receive battery current on the brakelamp switch output circuit when the brake lampswitch is closed by the brake pedal arm.

DAYTIME RUNNING LAMPSVehicles manufactured for sale in Canada illumi-

nate the low beam headlamp bulb when the engine isrunning and the exterior lamps are turned off. Thisfeature is enabled by the right and left Daytime Run-ning Lamps (DRL) relays. When the DRL relays arede-energized, they provide fused battery current fromthe circuit K26 relay to the headlamp low beams.When the headlamps are turned On using the left(lighting) control stalk of the multi-function switchthe DRL relays are energized, which returns controlof the headlamps to the headlamp switch circuitry ofthe multi-function switch. The circuit K26 relay isenergized by the ElectroMechanical Instrument Clus-ter (EMIC) whenever it receives an electronic mes-sage from the Engine Control Module (ECM) over theController Area Network (CAN) data bus indicatingthat the engine is running. The DRL and circuit K26relays are installed in a relay bracket located belowthe forward edge of the driver side front seat cushionwithin the driver side front seat riser.

FRONT FOG LAMPSVehicles equipped with optional front fog lamps

have a front fog lamp relay installed in a relaybracket located below the forward edge of the driverside front seat cushion within the driver side front

VA LAMPS/LIGHTING - EXTERIOR 8L - 3

seat riser, a fog lamp switch installed in the clusterbezel on the instrument panel outboard of the steer-ing column, and a fog lamp bulb installed in each ofthe two front lamp units. The front fog lamps have apath to ground at all times through their connectionto the vehicle wire harness. The headlamp switch cir-cuitry of the left (lighting) control stalk of the multi-function switch controls front fog lamp operation byproviding battery current to the front fog lamp relayonly when the low beam headlamps are selected. Thefog lamp switch controls front fog lamp operation byenergizing or de-energizing the front fog lamp relaycontrol coil.

HAZARD WARNING LAMPSWith the hazard switch in the On position, the

hazard switch button illuminates and the right andleft turn signal indicators as well as the right andleft turn signal lamps begin to flash on and off. Whenthe hazard warning system is activated, the hazardswitch circuitry within the multi-function switch andthe wipers, turn signals and engine start controlmodule electronic circuitry within the fuse block willrepeatedly energize and de-energize the turn signalrelay located in the fuse block. The turn signal relayswitches battery current from a fused B(+) fuse inthe fuse block to the turn signal indicators and theturn signal lamps. The flashing of the hazard switchbutton illumination lamp is also controlled by theoutput from the turn signal relay.

HEADLAMPSThe headlamp system includes the exterior lighting

switches integral to the left (lighting) control stalk ofthe multi-function switch as well as the low and highbeam bulbs installed in the right and left front lampunits (Fig. 1). The headlamp bulbs have a path toground at all times through the vehicle wire harness.The exterior lighting switches control headlamp oper-ation by providing battery current to the selected lowor high beam bulbs. Each front lamp unit includestwo integral adjustment screws to be used for statichorizontal and vertical aiming of the headlamp beamreflectors.

HEADLAMP LEVELINGThe headlamp leveling system includes a leveling

actuator motor integral to each front lamp unit, anda rotary thumbwheel actuated headlamp levelingswitch in the cluster bezel on the instrument paneloutboard of the steering column. The headlamp lev-eling system allows the headlamp beam reflectors tobe adjusted to one of four vertical positions to com-pensate for changes in inclination caused by the load-ing of the vehicle suspension. The actuator motorsare mechanically connected through an integralpushrod to an adjustable headlamp reflector. Theheadlamp leveling switch is a resistor multiplexedunit that provides one of four voltage outputs to theheadlamp leveling motors. The headlamp levelingmotors will move the headlamps to the selected posi-tion based upon the voltage input received from theswitch. The headlamp leveling motors and switchhave a path to ground at all times. The headlampleveling components operate on battery currentreceived through the park lamps circuit so that thesystem will only operate when the exterior lighting isturned on.

PARK LAMPSThe park lamps system includes the exterior light-

ing switches integral to the left (lighting) controlstalk of the multi-function switch (Fig. 1), the frontpark/side marker lamps, the front position lamps, therear park lamps, the rear side marker lamps, theoptional clearance lamps, and the license platelamps. Each of these lamps are provided with a pathto ground at all times through the vehicle wire har-ness. The exterior lighting switches control the parklamp operation by providing battery current throughthe park lamps circuit to the appropriate lamp bulbs.

Fig. 1 Lighting Switch1 - LEFT TURN SIGNAL2 - RIGHT TURN SIGNAL3 -EXTERIOR LIGHTING4 - BEAM SELECT (DIMMER)5 - OPTICAL HORN


TURN SIGNAL LAMPSWhen the left (lighting) control stalk of the multi-

function switch is activated (Fig. 1), the turn signalsystem illuminates the selected right or left turn sig-nal indicator and the turn signal lamps begin toflash. The turn signal lamps include a bulb integralto each front lamp unit and each tail lamp unit, aswell as a repeater lamp bulb located on each frontfender above the front wheels. When the turn signalsystem is activated, the turn signal switch circuitrywithin the multi-function switch and the electroniccircuitry of the wipers, turn signals and engine startcontrol module within the fuse block will repeatedlyenergize and de-energize the turn signal relaylocated in the fuse block. The turn signal relayswitches battery current from a fused ignition switchoutput fuse in the fuse block to the appropriate turnsignal indicator and turn signal lamps.

The ElectroMechanical Instrument Cluster (EMIC)contactless relay will generate repetitive, audibleturn signal “click” sounds to emulate the sounds of aconventional electro-mechanical turn signal flasherat one of two rates to coincide with the flashing ofthe turn signals. The slow rate emulates normal turnsignal operation, while the fast rate emulates “bulbout” turn signal operation.

SPECIFICATIONS - LAMPS / LIGHTING - EXTE-RIOR

BULB SPECIFICATIONS

LAMP BULB

Backup P21W - 12V 21W

Brake & Rear Park P21/5W - 12V 21/5W

Center High MountedStop

P21W - 12V 21W

Clearance W3W - 12V 3W

Front Fog H1 - 12V 55W

Front Position W5W - 12V 5W

Front Turn, Park & SideMarker

3457 NA - 12V 28/7.5WAmber Glass

Low Beam Headlamp H7 - 12V 55W

High Beam Headlamp H1 - 12V 55W

License Plate C5W - 12V 5W

Rear Side Marker R5W - 12V 5W

Rear Turn P21W - 12V 21W

Side Repeater W5W - 12V 3W

BACKUP LAMP BULB


cable.(2) If the vehicle is so equipped, remove the trim

from the inside of the right or left rear corner pillar.(3) From inside the vehicle, use hand pressure to

push the two latch tabs toward the center of the taillamp unit socket plate and pull the socket platestraight out from the inner rear pillar (Fig. 2).

(4) Pull the socket plate away from the inner rearpillar far enough to access the backup lamp bulb(Fig. 3).

Fig. 2 Tail Lamp Socket Plate Remove/Install1 - SOCKET PLATE2 - INNER REAR PILLAR3 - LATCH TAB (2)

VA LAMPS/LIGHTING - EXTERIOR 8L - 5

(5) Remove the backup lamp bulb from the taillamp socket plate.

INSTALLATION(1) Install the backup lamp bulb into the tail lamp

socket plate (Fig. 3).(2) Align the socket plate with the mounting hole

in the inner rear pillar.(3) Using hand pressure, push the socket plate

gently and evenly into the inner rear pillar mountinghole until both latch tabs are fully engaged (Fig. 2).

(4) If the vehicle is so equipped, reinstall the trimonto the inside of the right or left rear corner pillar.

(5) Reconnect the battery negative cable.

BRAKE LAMP SWITCH

REMOVAL


(1) Disconnect and isolate the battery negativecable.

(2) Locate the brake lamp switch on the pedalbracket underneath the instrument panel (Fig. 4).

(3) Depress the locking tab on the brake lampswitch body behind the pedal bracket and rotate theswitch counterclockwise about 30 degrees (Fig. 5).

(4) Pull the switch forward in the vehicle farenough to disengage the switch plunger from themounting hole in the pedal bracket.

(5) Disconnect the vehicle wire harness from thebrake lamp switch connector receptacle.

(6) Remove the brake lamp switch from the vehi-cle.

Fig. 3 Tail Lamp Bulb Remove/Install1 - BRAKE/PARK LAMP BULB2 - BACKUP LAMP BULB3 - TURN SIGNAL LAMP BULB4 - SIDE MARKER LAMP BULB5 - TAIL LAMP SOCKET PLATE

Fig. 4 Brake Lamp Switch Location1 - PEDAL BRACKET2 - BRAKE LAMP SWITCH3 - BRAKE PEDAL

Fig. 5 Brake Lamp Switch Remove/Install1 - PEDAL BRACKET2 - PLUNGER3 - BRAKE LAMP SWITCH4 - CONNECTOR RECEPTACLE5 - LOCKING TAB


POWER SYSTEMS

TABLE OF CONTENTS

page page

POWER LOCKS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1POWER MIRRORS . . . . . . . . . . . . . . . . . . . . . . . . . 3

POWER WINDOWS. . . . . . . . . . . . . . . . . . . . . . . . . 5

POWER LOCKS

TABLE OF CONTENTS

page page

DOOR LOCK MOTORREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 1

REMOTE KEYLESS ENTRY TRANSMITTERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1

MASTER LOCK SWITCHDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1

DIAGNOSIS AND TESTING - MASTER LOCKSWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1


DOOR LOCK MOTOR


cable.(2) Remove the door trim panel.(3) Remove the door lock.(4) Remove the door lock motor from the door lock.

INSTALLATION(1) Install the door lock motor to the door lock.(2) Install the door lock.(3) Install the door trim panel.(4) Connect the battery negative cable.

REMOTE KEYLESS ENTRYTRANSMITTER

DESCRIPTIONPressing the unlock button on the transmitter will

unlock the drivers door, pressing it a second timewithin 2.5 seconds will unlock all other doors. Thetransmitter has a range of 10 meters. A key is inte-gral to the transmitter.

When a transmitter is lost, it is necessary to dis-able the affected transmitter so that it can no longerbe used to operate the vehicle. It will then be neces-sary to program a new transmitter to the vehicle.

MASTER LOCK SWITCH

DESCRIPTIONThe master lock switch is a momentary contact

switch. Pressing the once in the up direction unlocksthe driver door. Pressing it again in the same direc-tion unlocks all doors. Pressing the button in thedown direction locks all doors.

DIAGNOSIS AND TESTING - MASTER LOCKSWITCH


(2) Remove the switch to be tested.(3) Using an ohmmeter, test switch for continuity

(Fig. 1).(4) If test results are not obtained as shown in the

test table, replace the switch.

VA POWER SYSTEMS 8N - 1

MASTER LOCK SWITCH

SWITCH POSITION CONTINUITY BETWEEN

OPEN 4 AND 7

4 AND 10

7 AND 10

LOCK/UNLOCK 3 AND 4

3 AND 7

3 AND 10

4 AND 7

4 AND 10

4 AND 8

7 AND 8

7 AND 10


cable.(2) Remove the instrument panel center bezel

(Refer to 23 - BODY/INSTRUMENT PANEL/IN-STRUMENT PANEL CENTER BEZEL -REMOVAL).

(3) Remove the central locking switch from thebezel (Fig. 2).

INSTALLATION(1) Install switch to bezel.(2) Install instrument panel center bezel (Refer to

23 - BODY/INSTRUMENT PANEL/INSTRUMENTPANEL CENTER BEZEL - INSTALLATION).

(3) Connect battery negative cable.

Fig. 1 POWER LOCK SWITCH Fig. 2 POWER LOCK SWITCH1 - CENTRAL LOCKING SWITCH2 - INSTRUMENT PANEL

8N - 2 POWER LOCKS VA

POWER MIRRORS

TABLE OF CONTENTS

page page

POWER MIRRORSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 3

POWER MIRROR SWITCHDIAGNOSIS AND TESTING - POWER MIRROR

SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3


POWER MIRRORS

DESCRIPTIONThe power operated outside rear view mirrors

allow the driver to adjust both outside mirrors elec-trically from the driver side front seat position byoperating a switch on the driver side front door trimpanel. The power mirrors receive a non-switched bat-tery feed through a fuse so that the system willremain operational, regardless of the ignition switchposition.

POWER MIRROR SWITCH

DIAGNOSIS AND TESTING - POWER MIRRORSWITCH


(2) Remove power mirror switch (Refer to 8 -ELECTRICAL/POWER MIRRORS/POWER MIRRORSWITCH - REMOVAL).

(3) Using an ohmmeter, test for continuity betweenthe terminals of the switch (Fig. 1).

MIRROR SWITCH TEST

MIRROR SELECT SWITCH IN “LEFT”POSITION

BUTTONPOSI-TION

CONTINUITY BETWEEN

UP PIN 6 AND 9PIN 6 AND 8

DOWN PIN 2 AND 4PIN 6 AND 10

LEFT PIN 2 AND 3PIN 6 AND 10

RIGHT PIN 2 AND 3PIN 6 AND 2

MIRROR SELECT SWITCH IN “RIGHT”POSITION

BUTTONPOSI-TION

CONTINUITY BETWEEN

UP PIN 6 AND 8PIN 6 AND 9

DOWN PIN 6 AND 3

LEFT PIN 1 AND 7

RIGHT PIN 1 AND 8


cable.(2) Remove the door handle trim.(3) Remove the mirror switch/power window

switch trim (Fig. 2).

Fig. 1 POWER MIRROR SWITCH

VA POWER MIRRORS 8N - 3

(4) Disconnect the electrical wire harness andremove switch.

INSTALLATION(1) Connect electrical harness connector to switch.(2) install the mirror switch/power window switch

trim.(3) Install the door handle trim.(4) Connect the battery negative cable.

Fig. 2 POWER MIRROR SWITCH

8N - 4 POWER MIRRORS VA

POWER WINDOWS

TABLE OF CONTENTS

page page

POWER WINDOWSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 5OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

WINDOW MOTORREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

POWER WINDOW SWITCHDIAGNOSIS AND TESTING - POWER

WINDOW SWITCH . . . . . . . . . . . . . . . . . . . . . . 5REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6

POWER WINDOWS

DESCRIPTIONThe power window system allows each of the door

windows to be raised and lowered electrically byactuating a switch on each door panel. A masterswitch on the drivers door allows the driver to raiseor lower each door window. The power window sys-tem operates only when the ignition switch is in theRUN or ACCESSORY position.

OPERATION

WINDOW SWITCHThe power window switches control the battery

and ground feeds to the power window motors. Thepassenger door power window switches receive theirbattery and ground feeds through the circuitry of thedrivers window switch.

WINDOW MOTORWindow motors use permanent type magnets. The

B+ and ground applied at the motor terminal pinswill cause the motor to rotate in one direction.Reversing current through the motor terminals willcause the motor to rotate in the opposite direction.

Refer to the appropriate wiring information. Thewiring information includes wiring diagrams, properwire and connector repair procedures, details of wireharness routing and retention, connector pin-outinformation and location views for the various wireharness connectors, splices and grounds.

WINDOW MOTOR

REMOVALThe window motor is serviced with the window

regulator.

POWER WINDOW SWITCH

DIAGNOSIS AND TESTING - POWER WINDOWSWITCH

Test the power window switch continuity. Refer tothe Power Window Switch Continuity chart to deter-mine if the continuity is correct in the Off, Up andDown switch positions (Fig. 1).

POWER WINDOW SWITCH CONTINUITYCHART

SWITCH POSITION CONTINUITY BETWEEN

UP PIN 1 AND 3

PIN 2 AND 4

DOWN PIN 1 AND 4

PIN 2 AND 5

NEUTRAL (OFF) PIN 1AND 3

PIN 2 AND 5


cable.(2) Remove door handle cover.

Fig. 1 POWER WINDOW SWITCH

VA POWER WINDOWS 8N - 5

(3) Remove power window switch trim from doortrim panel.

(4) disconnect wire harness connectors fromswitches.

(5) Remove power window switch from trim.

INSTALLATION(1) Install switch to trim.(2) Connect wire harness connectors to switches.(3) Install power window switch trim to door trim

panel.(4) Install door handle cover.(5) Connect battery negative cable.

8N - 6 POWER WINDOWS VA

RESTRAINTS

TABLE OF CONTENTS

page page

RESTRAINTSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4WARNINGS - RESTRAINT SYSTEM . . . . . . . . . . 5DIAGNOSIS AND TESTING - SUPPLEMENTAL

RESTRAINT SYSTEM . . . . . . . . . . . . . . . . . . . 5STANDARD PROCEDURE

STANDARD PROCEDURE - HANDLINGNON-DEPLOYED SUPPLEMENTALRESTRAINTS . . . . . . . . . . . . . . . . . . . . . . . . . 6

STANDARD PROCEDURE - SERVICEAFTER A SUPPLEMENTAL RESTRAINTDEPLOYMENT. . . . . . . . . . . . . . . . . . . . . . . . . 6

STANDARD PROCEDURE - VERIFICATIONTEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

AIRBAG CONTROL MODULEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11

CLOCKSPRINGDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13STANDARD PROCEDURE - CLOCKSPRING

CENTERING . . . . . . . . . . . . . . . . . . . . . . . . . 13REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15

DRIVER AIRBAGDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 16OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19

FRONT SEAT BELT & RETRACTORREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22

FRONT SEAT BELT BUCKLEREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 23

PASSENGER AIRBAGDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 27

PASSENGER AIRBAG BRACKETREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 28

REAR SEAT BELT & RETRACTORREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 30

REAR SEAT BELT BUCKLEREMOVAL

REMOVAL - INBOARD . . . . . . . . . . . . . . . . . . 30REMOVAL - OUTBOARD . . . . . . . . . . . . . . . . 31

INSTALLATIONINSTALLATION - INBOARD . . . . . . . . . . . . . . 31INSTALLATION - OUTBOARD . . . . . . . . . . . . 31

SEAT BELT SWITCHDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 31OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

SEAT BELT TENSIONERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 32OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

SEAT BELT TURNING LOOP ADJUSTERREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 35

SIDE CURTAIN AIRBAGDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 35OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 36REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 38

SIDE IMPACT SENSORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 39OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 39REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 40

VA RESTRAINTS 8O - 1

RESTRAINTS

DESCRIPTION

An occupant restraint system is standard factory-installed safety equipment on this model. Availableoccupant restraints for this model include both activeand passive types. Active restraints are those whichrequire the vehicle occupants to take some action toemploy, such as fastening a seat belt; while passiverestraints require no action by the vehicle occupantsto be employed (Fig. 1).

ACTIVE RESTRAINTSThe active restraints for this model include:• Front Seat Belts - Both outboard front seating

positions are equipped with three-point seat belt sys-tems employing a lower B-pillar mounted inertialatch-type retractors, height-adjustable upper B-pil-lar mounted turning loops, travelling lower seat beltanchors secured to the outboard seat tracks, and

Fig. 1 Supplemental Restraint System1 - PASSENGER AIRBAG (OPTIONAL)2 - SIDE IMPACT SENSOR (2 - WITH OPTIONAL SIDE CURTAIN AIRBAGS ONLY)3 - DRIVER AIRBAG4 - AIRBAG CONTROL MODULE5 - SEAT BELT TENSIONER (DRIVER SIDE - STANDARD, PASSENGER SIDE - OPTIONAL WITH PASSENGER AIRBAG ONLY)6 - SIDE CURTAIN AIRBAG (2 - OPTIONAL)

8O - 2 RESTRAINTS VA

travelling end-release seat belt buckles secured tothe inboard seat track. The driver side front seat beltbuckle of all models includes an integral seat beltswitch that detects whether its seat belt has beenfastened.

• Rear Seat Belts - All rear seating positions areequipped with three-point seat belt systems. Eachrear seating position belt employs an integral seatcushion frame mounted inertia latch-type retractor, afixed position upper seat back frame mounted turn-ing loop, and a fixed lower seat belt anchor securedto the seat cushion frame. All rear seat belts havefixed end-release seat belt buckles that are alsosecured to the seat cushion frame.

PASSIVE RESTRAINTSA Next Generation driver airbag is standard facto-

ry-installed safety equipment on this model, while apassenger side front airbag and side curtain airbagsare optional. This airbag system is a passive, inflat-able, Supplemental Restraint System (SRS) and vehi-cles with this equipment can be readily identified bythe “SRS - AIRBAG” logo molded into the driver air-bag trim cover in the center of the steering wheeland, if the vehicle is so equipped, also into the pas-senger airbag door on the instrument panel abovethe glove box (Fig. 2). Vehicles with the airbag sys-tem can also be identified by the airbag indicator,which will illuminate in the instrument cluster forabout six seconds as a bulb test each time the igni-tion switch is turned to the On position. A pyrotech-nic-type seat belt tensioner is integral to the frontseat belt retractor mounted on the lower B-pillar onthe driver side, and to the passenger side retractor ofvehicles equipped with the optional passenger sideairbag.

The supplemental restraint system includes thefollowing major components, which are described infurther detail elsewhere in this service information:

• Airbag Control Module - The Airbag ControlModule (ACM) is located on a mount on the floorpanel within the driver side seat riser, beneath thedriver seat in the passenger compartment.

• Airbag (SRS) Indicator - The airbag indicatoris integral to the ElectroMechanical Instrument Clus-ter (EMIC), which is located on the instrument panelin front of the driver.

• Clockspring - The clockspring is located nearthe top of the steering column, directly beneath thesteering wheel.

• Driver Airbag - The driver airbag is located inthe center of the steering wheel, beneath the driverairbag trim cover.

• Driver Knee Blocker - The structure of thelower instrument panel serves as a knee blocker forthe driver.

• Passenger Airbag - The optional passenger air-bag is located within the instrument panel, behindthe passenger airbag door on the instrument panelabove the glove box on the passenger side of the vehi-cle.

• Passenger Knee Blocker - The structure ofthe glove box door and the lower instrument panelserve as a knee blocker for the front seat passenger.

• Seat Belt Tensioner - A seat belt tensioner isintegral to the driver side front seat belt retractorunit, and to the passenger side front seat belt retrac-tor unit on vehicles equipped with an optional pas-senger airbag.

• Side Curtain Airbags - Optional side curtainairbags are available for this model when it is alsoequipped with dual front airbags. In vehiclesequipped with this option, a side curtain airbag islocated on the inside of the roof side rail within agarnish molding that extends from the A-pillar to theB-pillar above each front door opening within thepassenger compartment of the vehicle.

• Side Impact Sensor - Two side impact sensorsare used on vehicles equipped with the optional sidecurtain airbags, one on each side of the vehicle. Onesensor is located near the front of each front doorstep well, concealed behind the step well trim.

The ACM contains a central processing unit andprogramming that allows it to communicate on aserial data bus diagnostic circuit connected to the16-way Data Link Connector (DLC) located below theleft end of the instrument panel. This method of com-munication is used for initialization of the ACM andfor diagnosis of the SRS circuits and componentsusing a diagnostic scan tool.

Hard wired circuitry connects the supplementalrestraint system components to each other throughthe electrical system of the vehicle. These hard wiredcircuits are integral to several wire harnesses, whichare routed throughout the vehicle and retained bymany different methods. These circuits may be con-nected to each other, to the vehicle electrical system,

Fig. 2 SRS Logo


and to the supplemental restraint system compo-nents through the use of a combination of solderedsplices, splice block connectors, and many differenttypes of wire harness terminal connectors and insu-lators. Refer to the appropriate wiring information.The wiring information includes wiring diagrams,proper wire and connector repair procedures, furtherdetails on wire harness routing and retention, as wellas pin-out and location views for the various wireharness connectors, splices and grounds.

OPERATION

ACTIVE RESTRAINTSThe primary passenger restraints in this or any

other vehicle are the standard equipment factory-in-stalled seat belts. Seat belts are referred to as anactive restraint because the vehicle occupants arerequired to physically fasten and properly adjustthese restraints in order to benefit from them. Seethe owner’s manual in the vehicle glove box for moreinformation on the features, use and operation of allof the factory-installed active restraints.

PASSIVE RESTRAINTSThe passive restraints are referred to as a supple-

mental restraint system because they were designedand are intended to enhance the protection for theoccupants of the vehicle only when used in conjunc-tion with the seat belts. They are referred to as pas-sive restraints because the vehicle occupants are notrequired to do anything to make them operate; how-ever, the vehicle occupants must be wearing theirseat belts in order to obtain the maximum safetybenefit from the factory-installed supplementalrestraint system.

The supplemental restraint system electrical cir-cuits are continuously monitored and controlled by amicroprocessor and software contained within theAirbag Control Module (ACM). An airbag indicator inthe ElectroMechanical Instrument Cluster (EMIC)illuminates for about four seconds as a bulb test eachtime the ignition switch is turned to the On or Startpositions. Following the bulb test, the airbag indica-tor is turned on or off by the ACM to indicate thestatus of the supplemental restraint system. If theairbag indicator comes on either solid or flashing atany time other than during the bulb test, it indicatesthat there is a problem in the supplemental restraintsystem electrical circuits. Such a problem may causeairbags not to deploy when required, or to deploywhen not required.

Deployment of the supplemental restraintsdepends upon the angle and severity of an impact.Deployment is not based upon vehicle speed; rather,deployment is based upon the rate of deceleration asmeasured by the forces of gravity (G force) upon theimpact sensor(s). When an impact is severe enough,

the microprocessor in the ACM signals the inflator ofthe appropriate airbag units to deploy their airbagcushions. The front seat belt tensioners are providedwith a deployment signal by the ACM in conjunctionwith the driver and passenger airbags.

During a frontal vehicle impact, the knee blockerswork in concert with properly fastened and adjustedseat belts to restrain both the driver and the frontseat passenger in the proper position for an airbagdeployment. The knee blockers also absorb and dis-tribute the crash energy from the driver and thefront seat passenger to the structure of the instru-ment panel. The seat belt tensioners remove theslack from the front seat belts to provide furtherassurance that the driver and front seat passengerare properly positioned and restrained for an airbagdeployment.

Typically, the vehicle occupants recall more aboutthe events preceding and following a collision thanthey do of an airbag deployment itself. This isbecause the airbag deployment and deflation occur sorapidly. In a typical 48 kilometer-per-hour (30 mile-per-hour) barrier impact, from the moment of impactuntil the airbags are fully inflated takes only a fewmilliseconds. Within one to two seconds from themoment of impact, the airbags are almost entirelydeflated. The times cited for these events are approx-imations, which apply only to a barrier impact at thegiven speed. Actual times will vary somewhat,depending upon the vehicle speed, impact angle,severity of the impact, and the type of collision.

When the ACM monitors a problem in any of theairbag system circuits or components, including theseat belt tensioners, it stores a fault code or Diagnos-tic Trouble Code (DTC) in its memory circuit andsends a hard wired output to the EMIC to turn onthe airbag indicator. If the EMIC detects a problemin the airbag indicator or airbag indicator circuit, thecluster will flash the seatbelt indicator on and off.Proper testing of the supplemental restraint systemcomponents as well as the retrieval or erasure of aDTC from the ACM requires the use of a diagnosticscan tool. Refer to the appropriate diagnostic infor-mation.

See the owner’s manual in the vehicle glove box formore information on the features, use and operationof all of the factory-installed passive restraints.


WARNINGS - RESTRAINT SYSTEM

WARNING: To avoid personal injury or death, duringand following any seat belt service, carefullyinspect all seat belts, buckles, mounting hardware,retractors, tether straps, and anchors for properinstallation, operation, or damage. Replace any beltthat is cut, frayed, or torn. Straighten any belt thatis twisted. Tighten any loose fasteners. Replace anybelt that has a damaged or inoperative buckle orretractor. Replace any belt that has a bent or dam-aged latch plate or anchor plate. Never attempt torepair a seat belt component. Always replace dam-aged or faulty seat belt components with the cor-rect, new and unused replacement parts listed inthe DaimlerChrysler Mopar Parts Catalog.

WARNING: To avoid personal injury or death, onvehicles equipped with airbags, disable the supple-mental restraint system before attempting anysteering wheel, steering column, airbag, seat belttensioner, impact sensor, or instrument panel com-ponent diagnosis or service. Disconnect and isolatethe battery negative (ground) cable, then wait twominutes for the system capacitor to dischargebefore performing further diagnosis or service. Thisis the only sure way to disable the supplementalrestraint system. Failure to take the proper precau-tions could result in accidental airbag deployment.

WARNING: To avoid personal injury or death onvehicles equipped with airbags, before performingany welding operations disconnect and isolate thebattery negative (ground) cable and disconnect allwire harness connectors from the Airbag ControlModule (ACM). Failure to take the proper precau-tions could result in accidental airbag deploymentand other possible damage to the supplementalrestraint system circuits and components.

WARNING: To avoid personal injury or death, do notattempt to dismantle an airbag unit or tamper withits inflator. Do not puncture, incinerate, or bringinto contact with electricity. Do not store at temper-atures exceeding 93° C (200° F). An airbag inflatorunit may contain sodium azide and potassiumnitrate. These materials are poisonous andextremely flammable. Contact with acid, water, orheavy metals may produce harmful and irritatinggases (sodium hydroxide is formed in the presenceof moisture) or combustible compounds. An airbaginflator unit may also contain a gas canister pres-surized to over 2500 psi.

WARNING: To avoid personal injury or death, whenhandling a seat belt tensioner retractor, proper careshould be exercised to keep fingers out from underthe retractor cover and away from the seat beltwebbing where it exits from the retractor cover.

WARNING: To avoid personal injury or death,replace all restraint system components only withparts specified in the DaimlerChrysler Mopar PartsCatalog. Substitute parts may appear interchange-able, but internal differences may result in inferioroccupant protection.

WARNING: To avoid personal injury or death, thefasteners, screws, and bolts originally used for therestraint system components must never bereplaced with any substitutes. These fasteners havespecial coatings and are specifically designed forthe restraint system. Any time a new fastener isneeded, replace it with the correct fasteners pro-vided in the service package or specified in theDaimlerChrysler Mopar Parts Catalog.

WARNING: To avoid personal injury or death, whena steering column has an airbag unit attached,never place the column on the floor or any othersurface with the steering wheel or airbag unit facedown.

DIAGNOSIS AND TESTING - SUPPLEMENTALRESTRAINT SYSTEM

Proper diagnosis and testing of the supplementalrestraint system components or the Airbag ControlModule (ACM), initialization of the ACM, as well asthe retrieval or erasure of a Diagnostic Trouble Code(DTC) from the ACM requires the use of a DRBIIItscan tool. Refer to the appropriate diagnostic infor-mation.

WARNING: To avoid personal injury or death, onvehicles equipped with airbags, disable the supple-mental restraint system before attempting anysteering wheel, steering column, airbag, seat belttensioner, impact sensor, or instrument panel com-ponent diagnosis or service. Disconnect and isolatethe battery negative (ground) cable, then wait twominutes for the system capacitor to dischargebefore performing further diagnosis or service. Thisis the only sure way to disable the supplementalrestraint system. Failure to take the proper precau-tions could result in accidental airbag deployment.


STANDARD PROCEDURE

STANDARD PROCEDURE - HANDLING NON -DEPLOYED SUPPLEMENTAL RESTRAINTS

At no time should any source of electricity be per-mitted near the inflator on the back of a non-de-ployed airbag or seat belt tensioner. When carrying anon-deployed airbag, the trim cover or airbag cushionside of the unit should be pointed away from thebody to minimize injury in the event of an accidentaldeployment. If the airbag unit is placed on a bench orany other surface, the trim cover or airbag cushionside of the unit should be face up to minimize move-ment in the event of an accidental deployment. Whenhandling a non-deployed seat belt tensioner, takeproper care to keep fingers out from under theretractor cover and away from the seat belt webbingwhere it exits from the retractor cover. In addition,the supplemental restraint system should be dis-armed whenever any steering wheel, steering col-umn, seat belt tensioner, airbag, impact sensor, orinstrument panel components require diagnosis orservice. Failure to observe this warning could resultin accidental deployment and possible personalinjury.

All damaged, faulty or non-deployed airbags andseat belt tensioners which are replaced on vehiclesare to be handled and disposed of properly. If an air-bag or seat belt tensioner unit is faulty or damagedand non-deployed, refer to the Hazardous SubstanceControl System for proper disposal. Dispose of allnon-deployed and deployed airbags and seat belt ten-sioners in a manner consistent with state, provincial,local and federal regulations.

SUPPLEMENTAL RESTRAINT STORAGEAirbags and seat belt tensioners must be stored in

their original, special container until they are usedfor service. Also, they must be stored in a clean, dryenvironment; away from sources of extreme heat,sparks, and high electrical energy. Always place orstore any airbag on a surface with its trim cover orairbag cushion side facing up, to minimize movementin case of an accidental deployment.

STANDARD PROCEDURE - SERVICE AFTER ASUPPLEMENTAL RESTRAINT DEPLOYMENT

Any vehicle which is to be returned to use follow-ing a supplemental restraint deployment, must havethe deployed restraints replaced. In addition, if thedriver airbag has been deployed, the clockspring andthe steering wheel must be replaced. If the passengerairbag has been deployed, the instrument panel mustbe replaced. The seat belt tensioners are deployed bythe same signal that deploys the driver and passen-ger airbags and must also be replaced if either frontairbag has been deployed. These components are not

intended for reuse and will be damaged or weakenedas a result of a supplemental restraint deployment,which may or may not be obvious during a visualinspection.

It is also critical that the mounting surfaces and/ormounting brackets for the Airbag Control Module(ACM) and the side impact sensors be closelyinspected and restored to their original conditions fol-lowing any vehicle impact damage. Because the ACMand each impact sensor are used by the supplementalrestraint system to monitor or confirm the directionand severity of a vehicle impact, improper orientationor insecure fastening of these components may causeairbags not to deploy when required, or to deploywhen not required.

All other vehicle components should be closelyinspected following any supplemental restraintdeployment, but are to be replaced only as requiredby the extent of the visible damage incurred.

CLEANUP PROCEDUREFollowing a supplemental restraint deployment,

the vehicle interior will contain a powdery residue.This residue consists primarily of harmless particu-late by-products of the small pyrotechnic charge thatinitiates the propellant used to deploy a supplemen-tal restraint. However, this residue may also containtraces of sodium hydroxide powder, a chemicalby-product of the propellant material that is used togenerate the inert gas that inflates the airbag. Sincesodium hydroxide powder can irritate the skin, eyes,nose, or throat, be certain to wear safety glasses,rubber gloves, and a long-sleeved shirt duringcleanup (Fig. 3).

WARNING: To avoid personal injury or death, if youexperience skin irritation during cleanup, run coolwater over the affected area. Also, if you experienceirritation of the nose or throat, exit the vehicle forfresh air until the irritation ceases. If irritation con-tinues, see a physician.

Fig. 3 Wear Safety Glasses and Rubber Gloves -Typical


SPEED CONTROL

TABLE OF CONTENTS

page page

SPEED CONTROLDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2SPECIFICATIONS

TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2CABLE

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2

SERVODESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2

SWITCHREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 3

SPEED CONTROL

DESCRIPTIONThe speed control system is electronically con-

trolled by the Engine Control Module (ECM). Acable and a vacuum controlled servo are notused. This is a servo-less system. Control of thesystem is accomplished by a 4-position, instrumentpanel mounted switch (Fig. 1).

Switch settings (Fig. 2) are:• 1. Set / Accelerate• 2. Resume Set Speed• 3. Set / Decelerate• 4. OffThe system is designed to operate at speeds above

25 mph (40 km/h).

WARNING: THE USE OF SPEED CONTROL IS NOTRECOMMENDED WHEN DRIVING CONDITIONS DONOT PERMIT MAINTAINING A CONSTANT SPEED,SUCH AS IN HEAVY TRAFFIC OR ON ROADS THATARE WINDING, ICY, SNOW COVERED, OR SLIP-PERY.

Fig. 1 INSTRUMENT CLUSTER1 - COVER2 - BEZEL3 - INSTRUMENT CLUSTER4 - STEERING WHEEL5 - MULTI-FUNCTION SWITCH6 - SPEED CONTROL SWITCH

VA SPEED CONTROL 8P - 1

OPERATIONWhen speed control operation is selected by the

speed control switch, the ECM (Engine Control Mod-ule) allows a set speed to be stored in its RAM forspeed control. To store a set speed, press either of theSET switch functions while the vehicle is moving,and above 25 mph (40 km/h). In order for the speedcontrol to engage, the brakes cannot be applied, norcan the gear selector be indicating the transmissionis in Park or Neutral.

The speed control can be disengaged manually by:• Stepping on the brake pedal

• Pressing the speed control switch to OFF• Depressing the clutch pedal (if equipped).

NOTE: Depressing the OFF switch or turning off theignition switch will erase the set speed stored inthe ECM.

For added safety, the speed control system is pro-grammed to disengage for any of the following condi-tions:

• An indication of Park or Neutral• A rapid increase rpm (indicates that the clutch

has been disengaged)• Excessive engine rpm (indicates that the trans-

mission may be in a low gear)• The speed signal increases at a rate of 10 mph

per second (indicates that the coefficient of frictionbetween the road surface and tires is extremely low)

• The speed signal decreases at a rate of 10 mphper second (indicates that the vehicle may havedecelerated at an extremely high rate)

Once the speed control has been disengaged,depressing the RES/ACCEL switch (when speed isgreater than 30 mph) restores the vehicle to the tar-get speed that was stored in the ECM.

While the speed control is engaged, the driver canincrease the vehicle speed by depressing the RES/AC-CEL switch. The new target speed is stored in theECM when the RES/ACCEL is released. The PCMalso has a “tap-up” feature in which vehicle speedincreases at a rate of approximately 2 mph for eachmomentary switch activation of the RES/ACCELswitch.

A “tap down” feature is used to decelerate withoutdisengaging the speed control system. To deceleratefrom an existing recorded target speed, momentarilydepress the COAST switch. For each switch activa-tion, speed will be lowered approximately 1 mph.

SPECIFICATIONS

TORQUE

DESCRIPTION N-m Ft. Lbs. In. Lbs.

Switch Mounting Screw .9-1.1 - 8-10

CABLE

DESCRIPTIONA cable and a vacuum controlled servo are not used

with this package. This is a cable-less, servo-less sys-tem. The speed control system is electronically con-trolled by the Engine Control Module (ECM).

SERVO

DESCRIPTIONA vacuum controlled servo and control cable are

not used with this package. This is a cable-less, ser-vo-less system. The speed control system is electron-ically controlled by the Engine Control Module(ECM).

Fig. 2 SPEED CONTROL SWITCH FUNCTIONS1 - SET / ACCELERATE2 - RESUME SET SPEED3 - SET / DECELERATE4 - OFF5 - SWITCH HANDLE

8P - 2 SPEED CONTROL VA

SWITCH

REMOVALThe speed control switch is mounted to the back of

the multi-function switch (Fig. 3). The multi-functionswitch must be removed first to gain access to thespeed control switch mounting screw.

(1) Remove and isolate negative battery cable frombattery.

(2) Remove multi-function switch. Refer to Multi-Function Switch Removal/Installation.

(3) Remove switch mounting screw (Fig. 4).(4) Remove speed control switch from multi-func-

tion switch.(5) Unplug pigtail electrical connector (Fig. 3) from

instrument panel wiring harness.

INSTALLATIONThe speed control switch is mounted to the back of

the multi-function switch (Fig. 3).(1) Position speed control switch to back of multi-

function switch.(2) Install switch mounting screw (Fig. 4). Refer to

Torque Specifications.Install multi-function switch. Refer to Multi-Func-

tion Switch Removal/Installation.(3) Plug pigtail electrical connector (Fig. 3) into

instrument panel wiring harness. Be sure wires arenot pinched.

(4) Install negative battery cable to battery.Fig. 3 SPEED CONTROL SWITCH LOCATION

1 - SWITCH HANDLE2 - PIGTAIL ELECTRICAL CONNECTOR3 - MULTI-FUNCTION SWITCH

Fig. 4 SPEED CONTROL SWITCH REMOVAL /INSTALLATION

1 - SWITCH MOUNTING SCREW (1)2 - SPEED CONTROL SWITCH3 - SWITCH HANDLE4 - MULTI-FUNCTION SWITCH

VA SPEED CONTROL 8P - 3

VEHICLE THEFT SECURITY

TABLE OF CONTENTS

page page

VEHICLE THEFT SECURITYDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1DIAGNOSIS AND TESTING - VEHICLE THEFT

SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1INTRUSION SENSOR


SECURITY SYSTEM MODULEREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2

SENTRY KEY REMOTE ENTRY MODULEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 4

SIRENREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 4

TRANSPONDER KEYDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 5OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

VEHICLE THEFT SECURITY

DESCRIPTIONA vehicle theft alarm with a battery powered siren

is available as an option and includes interior moni-toring, anti-tow away protection and rear windowmonitoring based on the heater wires. The alarm isautomatically activated when the central locking sys-tem is operated.

The alarm will sound when any of the followingoccur:

• A door is opened• A door is unlocked from inside the vehicle• The hood is opened• The vehicle is raised at the front or rear• The trailer wire harness is disconnected• Movements inside the vehicle• The central locking is unlocked by a key at any

other door than the driver’s doorThe alarm is functional about 30 seconds after the

vehicle is locked using the RKE transmitter or thekey in the driver’s door. Activation is indicated by theindicator lights flashing three times and the warninglamp flashing in the switch. If persons or animalsremain in the locked vehicle, the operator shouldswitch off the interior monitor to avoid a false alarm.

OPERATIONThe anti-theft alarm is activated/deactivated by

locking/unlocking the vehicle with the remote trans-mitter or with the key at the driver’s door. The keymust be held in the locking position for more thantwo seconds. Activation is indicated by the turn sig-nal lights flashing once. Unlocking the vehicle at oneof the other doors will trigger an alarm.

The interior monitoring system included in theanti-theft alarm is based on ultrasonics and triggers

an alarm if an object intrudes the interior of thevehicle or if any movement is detected inside thevehicle. For proper and effective protection, all win-dows and the sunroof must be closed.

To switch off the interior monitoring system and /or the anti-tow away protection, a switch with LEDindicator light is provided in the switch panel. Analarm button enables the operator to trigger analarm manually and to lock all doors if they areclosed. Triggering an alarm makes the horn soundand the turn signals flash until the alarm is switchedoff.

The anti-theft alarm control unit includes a gradi-ent indicator as anti-tow away protection. The gradi-ent indicator triggers an audible and visual alarm ifthe vehicle is lifted (to tow away or to remove thewheels). The alarm remains effective even if the bat-tery is disconnected as the horn is powered by itsown battery. The interior monitoring system shouldbe switched off if people and/or animals are left inthe vehicle.

DIAGNOSIS AND TESTING - VEHICLE THEFTSECURITY

Any diagnosis of the Vehicle Theft Securitysystem should begin with the use of a diagnos-tic scan tool. Refer to the appropriate diagnos-tic information.

INTRUSION SENSOR


cable.(2) Insert the tip of a small flat-bladed screwdriver

into the notch on one edge of the dome lamp/intru-sion sensor unit housing to depress the retainer clip

VA VEHICLE THEFT SECURITY 8Q - 1

and pull that edge of the lamp away from its mount-ing location (Fig. 1).

(3) Pull the dome lamp/intrusion sensor unit fromits mounting location far enough to access and dis-connect the vehicle wire harness from the lamp con-nector receptacle.

(4) Remove the dome lamp/intrusion sensor unitfrom its mounting location.

INSTALLATION(1) Position the dome lamp/intrusion sensor unit to

its mounting location.(2) Reconnect the vehicle wire harness connector

to the dome lamp/intrusion sensor unit connectorreceptacle.

(3) Position the edge of the dome lamp/intrusionsensor unit housing opposite from the retainer clipinto the mounting hole.

(4) Push firmly and evenly on the notched edge ofthe dome lamp/intrusion sensor unit housing untilthe retainer clip latches into place.

(5) Connect the battery negative cable.

SECURITY SYSTEM MODULE


cable.(2) Remove driver seat cushion.(3) Remove mounting fasteners.(4) Disconnect wire harness connector.

INSTALLATION(1) Connect wire harness connector.(2) Position module. Install and tighten mounting

fasteners.(3) Install driver seat cushion.(4) Connect battery negative cable.

SENTRY KEY REMOTE ENTRYMODULE

DESCRIPTIONThe Sentry Key Remote Entry Module (SKREEM)

(Fig. 2) performs the functions of the Sentry KeyImmobilizer Module (SKIM) and the Remote KeylessEntry (RKE) module.

SENTRY KEY IMMOBILIZERThe Sentry Key Immobilizer System (SKIS)

authenticates an electronically coded TransponderKey placed into the ignition and sends a valid/invalidkey message to the Engine Control Module (ECM)based upon the results. The “VALID/INVALID KEY”message communication is performed using a rollingcode algorithm. A “VALID KEY” message must besent to the ECM within two seconds of ignition ONto free the engine from immobilization. This Control-ler Area Network (CAN) data bus message is sent tothe ECM after first going through the SKREEM. TheSKREEM is located behind the instrument clusterand has a separately mounted antenna ring mountedaround the ignition cylinder (Fig. 3) which picks upthe transponder key signal.

Fig. 1 DOME LAMP/INTRUSION SENSOR1 - NOTCH2 - SENSOR (3)3 - HOUSING4 - SWITCH (2)

Fig. 2 SENTRY KEY REMOTE ENTRY MODULE(SKREEM)

8Q - 2 VEHICLE THEFT SECURITY VA

REMOTE KEYLESS ENTRY (RKE)The RKE transmitter uses radio frequency signals

to communicate with the Sentry Key Remote EntryModule (SKREEM). The SKREEM is hardwired tothe Central Timer Module (CTM). When the operatorpresses a button on the transmitter, it sends a spe-cific request to the SKREEM. In turn, the SKREEMsends the appropriate request to the CTM to unlockthe vehicle doors.

OPERATION

SENTRY KEY IMMOBILIZERThe Sentry Key Remote Entry Module (SKREEM)

receives an encrypted Radio Frequency (RF) signalfrom the transponder key which is read by theremotely mounted antenna ring at the ignition cylin-der. The SKREEM then decrypts the signal andbroadcasts the requested remote commands to theappropriate modules in the vehicle over the Control-ler Area Network (CAN) data bus. A valid transpon-der key ID must be incorporated into the RF signalin order for the SKREEM to pass the message on tothe appropriate modules.

Automatic transponder key synchronization is doneby the SKREEM if a valid transponder key isinserted into the ignition cylinder, and the ignition isturned ON. This provides a maximum operation win-dow for RKE functions.

Each Sentry Key Remote Entry System (SKREES)consists of a SKREEM, an antenna ring mountedaround the ignition cylinder, and a transponder key.Each system has a secret key code unique to thatsystem. The secret key is electronically coded in theSKREEM and in all programmed transponder keys.It is used for immobilization and RKE functions fordata security. In addition, each transponder key willhave a unique identification.

REMOTE KEYLESS ENTRYAfter pressing the lock button on the RKE trans-

mitter, all of the door locks will lock, the illuminatedentry will turn off (providing all doors are closed),and the VTSS (if equipped) will arm. After pressingthe unlock button, on the RKE transmitter, one time,the driver door lock will unlock, the illuminatedentry will turn on the courtesy lamps, and the VTSS(if equipped) will disarm. After pressing the unlockbutton a second time, the remaining door locks willunlock.

The SKREEM is capable of retaining up to 8 indi-vidual access codes (8 transmitters). If the PRNDL isin any position except park, the SKREEM will dis-able the RKE. Use a diagnostic scan tool or the cus-tomer programming method to program the RKEsystem. However, the SKREEM will only allow RKEprogramming when the ignition is in the ON posi-tion, the PRNDL is in park position, and the VTSS(if equipped) is disarmed.

REMOVAL

SENTRY KEY REMOTE ENTRY MODULE(1) Open hood, disconnect and isolate the battery

negative cable.(2) Wait two minutes for the system reserve capac-

itor to discharge before beginning any system or com-ponent service.

(3) Remove top cover - cluster (Refer to 23 -BODY/INSTRUMENT PANEL/TOP COVER - CLUS-TER - REMOVAL).

(4) Disconnect the one electrical connector to theSKREEM (Fig. 4) which is the transponder ring con-nector.

Fig. 3 TRANSPONDER RING


(5) Pull SKREEM straight out of rear of instru-ment cluster (Fig. 4) and remove from vehicle.

SENTRY KEY REMOTE ENTRY MODULE TRAN-SPONDER RING

(1) Open hood, disconnect and isolate the batterynegative cable.

(2) Wait two minutes for the system reserve capac-itor to discharge before beginning any system or com-ponent service.

(3) Remove the steering column shrouds.(4) Unsnap the SKREEM transponder from the

ignition cylinder (Fig. 5).

(5) Remove top cover - cluster (Refer to 23 -BODY/INSTRUMENT PANEL/TOP COVER - CLUS-TER - REMOVAL).

(6) Disconnect the transponder electrical connectorfrom the SKREEM (Fig. 4).

(7) Maneuver wiring from instrument panel andremove transponder from vehicle.

INSTALLATION

SENTRY KEY REMOTE ENTRY MODULE(1) Push SKREEM straight into the rear of instru-

ment cluster (Fig. 4).(2) Connect the one electrical connector to the

SKREEM (Fig. 4).(3) Install the top cover - cluster (Refer to 23 -

BODY/INSTRUMENT PANEL/TOP COVER - CLUS-TER - INSTALLATION)

(4) Connect the battery negative cable.(5) Verify vehicle and system operation.(6) Close hood.

SENTRY KEY REMOTE ENTRY MODULE TRAN-SPONDER RING

(1) Maneuver wiring through instrument panel(Fig. 5).

(2) Connect the transponder electrical connect orto the SKREEM (Fig. 4).

(3) Install the top cover - cluster (Refer to 23 -BODY/INSTRUMENT PANEL/TOP COVER - CLUS-TER - INSTALLATION)

(4) Snap the SKREEM transponder in placearound the ignition cylinder (Fig. 5).

(5) Install the steering column shrouds.(6) Connect the battery negative cable.(7) Verify vehicle and system operation.(8) Close hood.

SIREN


cable.(2) Remove mounting fasteners.(3) Disconnect wire harness connector from siren.

INSTALLATION(1) Connect wire harness connector to siren.(2) Position siren. Install and tighten mounting

fasteners.(3) Connect battery negative cable.

Fig. 4 SENTRY KEY REMOTE ENTRY MODULE(SKREEM) - REMOVE/INSTALL

1 - SENTRY KEY REMOTE ENTRY MODULE (SKREEM)2 - INSTRUMENT CLUSTER (REAR)3 - INSTRUMENT PANEL

Fig. 5 TRANSPONDER RING1 - TRANSPONDER RING2 - STEERING COLUMN

8Q - 4 VEHICLE THEFT SECURITY VA

TRANSPONDER KEY

DESCRIPTIONThe Sentry Key Immobilizer System (SKIS) which

communicates with the Sentry Key Remote EntryModule (SKREEM), uses a transponder chip that isintegral to each key fob (Fig. 6). Ignition keys aresupplied with the vehicle when it is shipped from thefactory. The transponder chip is located within theRemote Keyless Entry (RKE) fob.

OPERATIONEach Sentry Key has a unique transponder identi-

fication code permanently programmed into it by themanufacturer. Likewise, the Sentry Key RemoteEntry Module (SKREEM) has a unique “Secret Key9code programmed into it by the manufacturer aswell. When a Sentry Key is programmed into thememory of the SKREEM, the SKREEM stores thetransponder identification code from the Sentry Key,and the Sentry Key learns the “Secret Key” codefrom the SKREEM. Once the Sentry Key learns the“Secret Key” code of the SKREEM, it is also perma-nently programmed into the transponder’s memory.

The Sentry Key’s transponder is within the rangeof the SKREEM’s transponder ring when it isinserted into the ignition lock cylinder. When theignition switch is turned to the ON position, theSKREEM communicates with the Sentry Key via aradio frequency (RF) signal. The SKREEM deter-mines if a valid key is present based on the informa-tion it receives from the Sentry Key. If a valid key isdetected, that fact is communicated to the EngineControl Module (ECM) via the Controller Area Net-work (CAN) data bus and the vehicle is allowed tocontinue running. If an invalid key is received by the

ECM or no status at all is communicated, the vehiclewill stall after two (2) seconds of running. The indi-cator light will be flashing at this point. The SentryKey’s transponder can not be repaired. If it is faultyor damaged, it must be replaced.

Common communication problems:• Two transponder keys too close together.• Speed Pass too close to transponder key.Solid indicator that there is a system failure.• Loss of ECM communication.• Failed transponder ring circuit.

Fig. 6 TRANSPONDER KEY1 - TRANSPONDER KEY FOB2 - RKE BUTTONS3 - INDICATOR LIGHT4 - KEY BLADE RELEASE BUTTON5 - KEY BLADE


WIPERS / WASHERS

TABLE OF CONTENTS

page page

WIPERS/WASHERSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3DIAGNOSIS AND TESTING - WIPER &

WASHER SYSTEM . . . . . . . . . . . . . . . . . . . . . 6CLEANING - WIPER & WASHER SYSTEM . . . . . 9INSPECTION - WIPER & WASHER SYSTEM . . 10

CHECK VALVEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11

RAIN SENSORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12STANDARD PROCEDURE

RAIN SENSOR BRACKET REPLACEMENT . . 12REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14

RAIN SENSOR CONTROL MODULEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 15OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16

WASHER FLUID LEVEL SWITCHDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 16OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

WASHER HOSES/TUBESDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

WASHER NOZZLEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19

WASHER PUMP/MOTORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20

WASHER RESERVOIRDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 21OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22

WIPER ARMDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24

WIPER BLADEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 26OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 26REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 27

WIPER LINKAGEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 28OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 28REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 31

WIPER MOTORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 31OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 32REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 33

WIPER RELAYDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 34OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 34REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 35

VA WIPERS/WASHERS 8R - 1

WIPERS/WASHERS

DESCRIPTION

An electrically operated intermittent wiper andwasher system is standard factory-installed safetyequipment on this model (Fig. 1). The wiper andwasher system includes the following major compo-nents, which are described in further detail else-where in this service information:

• Check Valve - The washer system check valveis integral to the plumbing fitting located in thewasher plumbing between the cowl plenum washerhose and the two washer nozzle hoses, and is located

beneath the cowl top panel at the base of the wind-shield in the engine compartment.

• Multi-Function Switch - The multi-functionswitch is secured to the top of the steering column,just below the steering wheel. Only the left (lighting)control stalk, right (wiper) control stalk and the haz-ard warning switch button for the multi-functionswitch are visible, the remainder of the switch is con-cealed beneath the steering column shrouds. Themulti-function switch contains all of the switches for

Fig. 1 Wiper & Washer System1 - WASHER RESERVOIR, PUMP/MOTOR, FLUID LEVEL SWITCH 4 - MULTI-FUNCTION (WIPER, WASHER, & LIGHTING) SWITCH2 - WIPER MOTOR, LINKAGE & PIVOTS MODULE 5 - RAIN SENSOR (W/AUTOMATIC WIPERS ONLY)3 - WIPER RELAY 6 - RAIN SENSOR CONTROL MODULE (W/AUTOMATIC WIPERS

ONLY)

8R - 2 WIPERS/WASHERS VA

both the wiper and washer systems. (Refer to 8 -ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/MULTI-FUNCTION SWITCH - DESCRIPTION)

• Rain Sensor - Vehicles equipped with anoptional automatic wiper feature have an electronicrain sensor concealed within the base of the rearview mirror unit on the inside of the laminated wind-shield glass.

• Rain Sensor Control Module - Vehiclesequipped with an optional automatic wiper featurehave an electronic rain sensor control module locatedunder the lower instrument panel above the acceler-ator pedal in the passenger compartment of the vehi-cle.

• Washer Fluid Level Switch - The optionalwasher fluid level switch is integral to a unique ver-sion of the washer pump/motor unit, which is locatedin a dedicated hole on the top of the sump area nearthe back of the windshield washer reservoir on theright front fender wheel house in the engine com-partment.

• Washer Nozzle - A single washer nozzle withthree separate orifices is secured with integral snapfeatures to each wiper arm. The hoses for the washernozzles are concealed beneath a molded plastic guideon the underside of each wiper arm and routed to theengine compartment through unique molded plasticelbow fittings located near each wiper pivot at thebase of the windshield.

• Washer Pump/Motor - Two different washerpump/motor units are available for this model. Oneversion has an integral washer fluid level switch thatprovides a hard wired input to the instrument clusterfor control of the optional washer fluid indicator. Thewasher pump/motor unit is located in a dedicatedhole on the top of the sump area near the back of thewindshield washer reservoir on the right front fenderwheel house in the engine compartment.

• Washer Reservoir - The washer reservoir islocated on the right front fender wheel house in theengine compartment. The washer reservoir filler isaccessed from the right front corner of the enginecompartment.

• Wiper Arm - The two unequal length wiperarms are secured to the two wiper pivots, whichextend through the cowl panel near the base of thewindshield. The longer arm is installed on the left(driver) side of the windshield.

• Wiper Blade - The two unequal length wiperblades are secured to the two wiper arms, and areparked on the glass near the bottom of the wind-shield when the wiper system is not in operation.The longer blade is installed on the left (driver) sideof the windshield.

• Wiper Linkage - The wiper pivots are the onlyvisible components of the wiper linkage. The remain-der of the linkage is concealed within the enginecompartment just behind the hood opening. The

wiper linkage module includes the two wiper drivelinks, the wiper motor crank arm, the two wiper piv-ots, and the linkage and motor mounting bracket.

• Wiper Motor - The wiper motor is secured tothe wiper linkage module bracket on the underside ofthe cowl panel within the engine compartment. Thewiper motor output shaft and crank arm extendthrough a clearance hole in the mounting bracket,where they are connected to a crank arm that drivesthe wiper linkage.

• Wiper Relay - The wiper relay is located in adedicated receptacle on the lower left surface of thefuse block underneath the steering column behindthe fuse access panel and the steering column open-ing panel. The wiper relay is a passive component onvehicles equipped with the optional automatic wipersystem.

• Wiper, Turn Signals, Engine Start ControlModule - The wiper, turn signals and engine startcontrol module is integral to the fuse block locatedunderneath the steering column. The fuse block isconcealed behind the fuse access panel and the steer-ing column opening panel, where it is secured withscrews to the steering column. The wiper systemfunctions of this module are passive on vehiclesequipped with the optional automatic wiper system.

Hard wired circuitry connects the wiper andwasher system components to the electrical system ofthe vehicle. These hard wired circuits are integral toseveral wire harnesses, which are routed throughoutthe vehicle and retained by many different methods.These circuits may be connected to each other, to thevehicle electrical system and to the wiper and washersystem components through the use of a combinationof soldered splices, splice block connectors, and manydifferent types of wire harness terminal connectorsand insulators. Refer to the appropriate wiring infor-mation. The wiring information includes wiring dia-grams, proper wire and connector repair procedures,further details on wire harness routing and reten-tion, as well as pin-out and location views for thevarious wire harness connectors, splices and grounds.

OPERATIONThe wiper and washer system is designed to pro-

vide the vehicle operator with a convenient, safe, andreliable means of maintaining visibility through thewindshield glass. The various components of this sys-tem are designed to convert electrical energy pro-duced by the vehicle electrical system into themechanical action of the wiper blades to wipe theoutside surface of the glass, as well as into thehydraulic action of the washer system to applywasher fluid stored in an on-board reservoir to thearea of the glass to be wiped. When combined, thesecomponents provide the means to effectively main-tain clear visibility for the vehicle operator by remov-ing excess accumulations of rain, snow, bugs, mud, or


other minor debris from the outside windshield glasssurface that might be encountered while driving thevehicle under numerous types of inclement operatingconditions.

Two wiper systems are available: the standardintermittent wipe system, or an optional automaticwipe system. The vehicle operator initiates all wiperand washer system functions with the multi-functionswitch wiper control stalk that extends from theright side of the steering column, just below thesteering wheel. Depressing, raising, or pulling theright control stalk of the multi-function switchselects the desired wiper system operating mode (Fig.2). The wiper system allows the vehicle operator toselect from two continuous wiper speeds, Hi or Lo,either a fixed interval intermittent wipe mode or anauto wipe mode (as the vehicle is equipped), and apulse wipe mode. Pushing the knob on the end of thecontrol stalk towards the steering column activatesthe washer pump/motor, which dispenses washerfluid onto the windshield glass through the washernozzles.

The hard wired inputs to and outputs from thewiper and washer system components may be diag-nosed and tested using conventional diagnostic toolsand methods. Refer to the appropriate diagnosticinformation. Refer to the owner’s manual in the vehi-cle glove box for more information on the featuresand operation of the wiper and washer system.

INTERMITTENT WIPE SYSTEMWhen the ignition switch is in the On position, bat-

tery current from a fuse in the fuse block underneaththe steering column is provided through a fused igni-tion switch output (run-start) circuit to the intermit-

tent wipe logic circuitry of the wiper, turn signalsand engine start control module within the fuseblock, the multi-function switch, the wiper relay andthe wiper motor park switch. The internal circuitryof the multi-function switch provides a direct hardwired battery current output to the low speed or highspeed brushes of the wiper motor when the Low,High, or Pulse position is selected, which causes thewipers to cycle at the selected speed for as long asthat switch position remains selected.

In order to provide the intermittent wipe and wipe-after-wash features, the intermittent wipe logic cir-cuitry of the wiper, turn signals and engine startcontrol module within the fuse block monitors inputsfrom the intermittent wipe and washer switch cir-cuitry of the multi-function switch and the parkswitch in the wiper motor. When the intermittentwipe position is selected with the multi-functionswitch control stalk, the intermittent wipe logic cir-cuitry responds by energizing the wiper relay andcalculating the correct delay interval. The energizedwiper relay directs battery current through the inter-mittent wipe position circuitry of the multi-functionswitch to the low speed brush of the wiper motor.The intermittent wipe logic circuit monitors thewiper motor operation through the wiper on/off relayoutput circuit, which allows it to determine theproper timing to begin the next wiper blade sweep.The normal delay interval is about five seconds.

When the Off position of the multi-function switchwiper control stalk is selected, one of two events ispossible. The event that will occur depends upon theposition of the wiper blades on the windshield at themoment that the Off position is selected. If the wiperblades are in the down position on the windshieldwhen the Off position is selected, the park switchthat is integral to the wiper motor is closed toground, the intermittent wipe logic circuit de-ener-gizes the wiper relay, and the wiper motor ceases tooperate.

If the wiper blades are not in the down position onthe windshield at the moment the Off position isselected, the park switch is closed to battery currentthrough the fused ignition switch output (run-start)circuit. The intermittent wipe logic circuit energizesthe wiper relay and the wiper on-off relay output cir-cuit directs battery current to the low speed brush ofthe wiper motor through the normally open contactof the wiper relay, then through the internal Off posi-tion circuitry of the multi-function switch. Thiscauses the wiper motor to continue running until thewiper blades are in the down position on the wind-shield and the park switch is again closed to ground.

When the Wash position of the control knob on theright control stalk of the multi-function switch isselected, the washer switch circuitry directs batterycurrent to the washer pump motor and to the inter-mittent wipe logic circuitry. When the washer switch

Fig. 2 Windshield Wiper/Washer Switch1 - INTERMITTENT WIPE MODE (OR AUTO WIPE MODE IFEQUIPPED)2 - CONTINUOUS LOW SPEED WIPE MODE3 - CONTINUOUS HIGH SPEED WIPE MODE4 - WASHER MODE5 - PULSE WIPE MODE


is closed with the wiper system turned Off, the inter-mittent wipe logic circuitry operates the wiper motorin the same manner as it does to provide the inter-mittent wipe mode operation. After the state of thewasher switch changes to open, the intermittent wipelogic circuitry monitors the wiper motor through thewiper on-off relay output circuit, which allows it tomonitor the number of wiper blade sweeps. After theappropriate number of wiper sweeps the intermittentwipe logic circuitry operates the wiper motor toreturn the wipers to their park position, then de-en-ergizes the wiper relay.

AUTOMATIC WIPE SYSTEMWhen the ignition switch is in the On position, bat-

tery current from a fuse in the fuse block underneaththe steering column is provided through a fused igni-tion switch output (run-start) circuit to the rain sen-sor control module under the instrument panel, tothe rain sensor within the base of the inside rearview mirror on the windshield, and to the multi-func-tion switch. The internal circuitry of the multi-func-tion switch provides direct hard wired batterycurrent outputs to the rain sensor control module toindicate the selected wiper operating mode. The con-trol module logic monitors the inputs from the multi-function switch as well as from the rain sensor andthe wiper motor park switch in order to provide theoutputs necessary to operate the wiper motor and thewasher pump motor as requested.

When the automatic wipe position is selected withthe multi-function switch control stalk, the rain sen-sor control module logic circuitry responds by provid-ing an acknowledgment sweep of the wipers. Therain sensor calculates the correct wiper speed andwiper sweep intervals required to remove the mois-ture detected on the windshield glass and providesthis input to the rain sensor control module. The con-trol module then energizes and de-energizes thewiper motor automatically. The automatic wipe logicwill also provide a wipe-after-wash feature to clearwasher fluid that is directed onto the windshieldwhen the washer system is utilized.

When the Off position of the multi-function switchwiper control stalk is selected, one of two events ispossible. The event that will occur depends upon theposition of the wiper blades on the windshield at themoment that the Off position is selected. If the wiperblades are in the down position on the windshieldwhen the Off position is selected, the park switchthat is integral to the wiper motor is closed toground, and the rain sensor control module logic cir-cuit de-energizes the wiper motor. If the wiper bladesare not in the down position at the moment the Offposition is selected, the park switch is an open cir-cuit. The control module logic circuit directs batterycurrent to the low speed brush of the wiper motor,which causes the wiper motor to continue running

until the wiper blades are in the down position onthe windshield and the park switch is again closed toground.

When the Wash position of the control knob on theright control stalk of the multi-function switch isselected with the wiper system turned Off, the rainsensor control module logic circuitry operates thewiper motor in the same manner as it does to providethe automatic wipe mode operation. After the state ofthe washer switch changes to open the control mod-ule monitors the wiper motor through the wiper parkswitch sense circuit, which allows it to monitor thenumber of wiper blade sweeps. After the appropriatenumber of wiper sweeps the control module operatesthe wiper motor to return the wipers to their parkposition, then de-energizes the wiper motor.

OPERATING MODESThe components of the wiper and washer system

are designed to provide the following operatingmodes:

• Automatic Wipe Mode - On vehicles soequipped, the internal circuitry of the multi-functionswitch, the rain sensor control module and the rainsensor work in concert to provide wiper system oper-ation automatically whenever moisture is detected onthe windshield glass.

• Continuous Wipe Mode - The two-speed wipermotor, the internal circuitry of the multi-functionswitch, and the wiper system logic circuits work inconcert to provide two continuous wipe cycles, lowspeed or high speed.

• Intermittent Wipe Mode - On vehicles soequipped, the internal circuitry of the multi-functionswitch, the intermittent wipe circuitry of the wiper,turn signals and engine start control module in thefuse block, and the wiper relay work in concert toprovide an intermittent wipe mode with a single,fixed delay interval.

• Pulse Wipe Mode - The internal circuitry ofthe multi-function switch and the wiper system logiccircuits work in concert to provide a pulse wipe modethat will allow the wiper motor to be operated for asingle, complete wipe cycle.

• Washer Mode - When the washer system isactivated with the multi-function switch while thewiper system is operating, washer fluid will be dis-pensed onto the windshield glass through the washernozzles for as long as the washer pump/motor isenergized.

• Wipe-After-Wash Mode - The wiper systemlogic circuitry provides a wipe-after-wash feature. Ifthe wipers are turned Off, this feature will operatethe washer pump/motor and the wipers for as long asthe washer system is activated, then provide severaladditional wipe cycles after the washer system isdeactivated before parking the wiper blades near thebase of the windshield.


DIAGNOSIS AND TESTING - WIPER &WASHER SYSTEM

If the wiper motor operates, but the wipers do notmove on the windshield, replace the faulty wiperlinkage module. If the washer pump/motor operates,but no washer fluid is dispensed on the glass; or, ifthe wipers operate, but chatter, lift, or do not clearthe glass, clean and inspect the wiper and washersystem components as required. (Refer to 8 - ELEC-TRICAL/WIPERS/WASHERS - CLEANING) and(Refer to 8 - ELECTRICAL/WIPERS/WASHERS -INSPECTION). For diagnosis and testing of themulti-function switch (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/MULTI-FUNC-TION SWITCH - DIAGNOSIS AND TESTING).Refer to the appropriate wiring information. The wir-ing information includes wiring diagrams, properwire and connector repair procedures, details of wireharness routing and retention, connector pin-outinformation and location views for the various wireharness connectors, splices and grounds.

The hard wired circuits and components of thewiper and washer system may be diagnosed and

tested using conventional diagnostic tools and proce-dures. However, conventional diagnostic methodsmay not prove conclusive in the diagnosis of theintermittent wipe logic circuitry contained within thefuse block underneath the steering column, the rainsensor within the base of the rear view mirror on thewindshield, or the rain sensor control module underthe instrument panel.


INTERMITTENT WIPER SYSTEM


WIPERS INOPERATIVE INALL SWITCH POSITIONS

1. Faulty or missing fuse. 1. Test and replace the fuse as required.

2. Faulty wiper motor ground circuit. 2. Test and repair the open ground circuitas required.

3. Faulty multi-function switch feedcircuit.

3. Test and repair the open fused ignitionswitch output circuit between the fuse andthe multi-function switch as required.

4. Faulty multi-function switch. 4. Test and replace the multi-functionswitch as required.

5. Faulty wiper motor. 5. Test and replace the wiper motor asrequired.

WIPERS INOPERATIVE ININTERMITTENT POSITION

AND NO WIPE AFTERWASH FEATURE

1. Faulty wiper relay. 1. Test and replace the wiper relay as re-quired.


3. Faulty intermittent wipe logic cir-cuit.

3. Replace the steering column fuse blockas required.

WIPERS INOPERATIVE INLOW POSITION AND NO

PULSE FEATURE

1. Faulty low speed circuit. 1. Test and repair the open low speed cir-cuit between the multi-function switch andthe wiper motor as required.


3. Faulty wiper low speed brush. 3. Test and replace the wiper motor asrequired.


WIRING

TABLE OF CONTENTS

page page

WIRING DIAGRAM INFORMATION. . . . . . . 8W-01-1COMPONENT INDEX . . . . . . . . . . . . . . . . . . 8W-02-1POWER DISTRIBUTION . . . . . . . . . . . . . . . 8W-10-1FUSE BLOCK. . . . . . . . . . . . . . . . . . . . . . . . 8W-11-1GROUND DISTRIBUTION . . . . . . . . . . . . . . 8W-15-1BUS COMMUNICATIONS . . . . . . . . . . . . . . 8W-18-1CHARGING SYSTEM . . . . . . . . . . . . . . . . . . 8W-20-1STARTING SYSTEM . . . . . . . . . . . . . . . . . . 8W-21-1FUEL/IGNITION SYSTEM . . . . . . . . . . . . . . 8W-30-1TRANSMISSION CONTROL SYSTEM . . . . . 8W-31-1VEHICLE SPEED CONTROL . . . . . . . . . . . . 8W-33-1ANTILOCK BRAKES. . . . . . . . . . . . . . . . . . . 8W-35-1VEHICLE THEFT SECURITY SYSTEM . . . . . 8W-39-1INSTRUMENT CLUSTER . . . . . . . . . . . . . . . 8W-40-1HORN/CIGAR LIGHTER. . . . . . . . . . . . . . . . 8W-41-1AIR CONDITIONING-HEATER . . . . . . . . . . . 8W-42-1AIRBAG SYSTEM . . . . . . . . . . . . . . . . . . . . 8W-43-1INTERIOR LIGHTING. . . . . . . . . . . . . . . . . . 8W-44-1

CENTRAL TIMER MODULE. . . . . . . . . . . . . 8W-45-1AUDIO SYSTEM . . . . . . . . . . . . . . . . . . . . . 8W-47-1REAR WINDOW DEFOGGER. . . . . . . . . . . . 8W-48-1FRONT LIGHTING . . . . . . . . . . . . . . . . . . . . 8W-50-1REAR LIGHTING . . . . . . . . . . . . . . . . . . . . . 8W-51-1TURN SIGNALS. . . . . . . . . . . . . . . . . . . . . . 8W-52-1WIPERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-1TRAILER TOW. . . . . . . . . . . . . . . . . . . . . . . 8W-54-1NAVIGATION/TELECOMMUNICATIONS . . . . 8W-55-1POWER WINDOWS. . . . . . . . . . . . . . . . . . . 8W-60-1POWER DOOR LOCKS . . . . . . . . . . . . . . . . 8W-61-1POWER MIRRORS . . . . . . . . . . . . . . . . . . . 8W-62-1POWER SEATS . . . . . . . . . . . . . . . . . . . . . . 8W-63-1SPLICE INFORMATION . . . . . . . . . . . . . . . . 8W-70-1CONNECTOR PIN-OUTS . . . . . . . . . . . . . . . 8W-80-1CONNECTOR/GROUND/SPLICE

LOCATION . . . . . . . . . . . . . . . . . . . . . . . . 8W-91-1POWER DISTRIBUTION . . . . . . . . . . . . . . . 8W-97-1

VA WIRING 8W - 1

8W-01 WIRING DIAGRAM INFORMATION

TABLE OF CONTENTS

page page

WIRING DIAGRAM INFORMATIONDESCRIPTION

HOW TO USE WIRING DIAGRAMS . . . . . . . . . 1CIRCUIT INFORMATION . . . . . . . . . . . . . . . . . 5SECTION IDENTIFICATION AND

INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . 5CONNECTOR, GROUND, AND SPLICE

INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . 5WARNINGS - GENERAL . . . . . . . . . . . . . . . . . . . 6DIAGNOSIS AND TESTING

WIRING HARNESS . . . . . . . . . . . . . . . . . . . . . 6STANDARD PROCEDURE

ELECTROSTATIC DISCHARGE (ESD)SENSITIVE DEVICES . . . . . . . . . . . . . . . . . . . 7

TESTING FOR VOLTAGE POTENTIAL . . . . . . . 7TESTING FOR CONTINUITY . . . . . . . . . . . . . . 7TESTING FOR A SHORT TO GROUND . . . . . . 8

TESTING COMPONENTS FOR A SHORT TOGROUND ON A FUSE POWERINGSEVERAL LOADS . . . . . . . . . . . . . . . . . . . . . . 8

TESTING FOR A VOLTAGE DROP . . . . . . . . . 8CONNECTOR


DIODEREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9

TERMINALREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10

WIRESTANDARD PROCEDURE

WIRE SPLICING . . . . . . . . . . . . . . . . . . . . . . 10

WIRING DIAGRAM INFORMA-TION

DESCRIPTION

HOW TO USE WIRING DIAGRAMSDaimlerChrysler Corporation wiring diagrams are

designed to provide information regarding the vehi-cles wiring content. In order to effectively use thewiring diagrams to diagnose and repairDaimlerChrysler Corporation vehicles, it is importantto understand all of their features and characteris-tics.

Diagrams are arranged such that the power (B+)side of the circuit is placed near the top of the page,and the ground (B-) side of the circuit is placed nearthe bottom of the page (Fig. 1).

All switches, components, and modules are shownin the at rest position with the doors closed and thekey removed from the ignition (Fig. 2).

Components are shown two ways. A solid linearound a component indicates that the component iscomplete. A dashed line around the component indi-cates that the component is being shown is not com-plete. Incomplete components have a referencenumber to indicate the page where the component isshown complete.

It is important to realize that no attempt is madeon the diagrams to represent components and wiringas they appear on the vehicle. For example, a shortpiece of wire is treated the same as a long one. Inaddition, switches and other components are shownas simply as possible, with regard to function only.

SYMBOLSInternational symbols are used throughout the wir-

ing diagrams. These symbols are consistent withthose being used around the world (Fig. 3).

VA 8W-01 WIRING DIAGRAM INFORMATION 8W - 01 - 1

Fig. 1 WIRING DIAGRAM EXAMPLE 1

8W - 01 - 2 8W-01 WIRING DIAGRAM INFORMATION VA

SYMBOLS USED ARE SIMILAR TO THOSE BEING USED WORLDWIDE.

DIAGRAMS ARE ARRANGED WITH THE POWER B+ SIDE OF THE CIRCUIT NEAR THE TOP OF THE PAGE, AND THE GROUND SIDE OF THE CIRCUIT NEAR THE BOTTOM OF THE PAGE.

I ST-RUN-OFF A81 I (8W-10-5) I ST-RUN A21 I (8W-10-5)

~ - ~ JUNCTION

I ~~SE SA

I (8W-12-18)

FUSE (8W-12-2)

~~t2-16) :

I~~

~-~---~

1 BLOCK

--------~--_j 10YC6

•5213 I I8W-12-18I THE ARROW INDICATES

F11 THAT THE CIRCUIT R~k,- CONTINUES ELSEWHERE.

6~2 - - ~ INSTRUMENT I I CLUSTER

1 '(cs INDICATES CIRCUIT IS CONTINUED FROM ANOTHER PAGE WITHIN THE GROUP.

f::::/\ BRAKE (8W-40-6)

I '<Y r't~~ING I GS

I ~- - - I FROM D~k,-6Y C1 ABS I

e 5202 MAIN 4)._ I I8W-40-6l RELAY r - - - - 1- - - - - - ~ MESSAGE

6GA~tKC4 T' I h.."" 10\ '""""'"h-"""'" I~~ I '<Y r't~~ING '<Y ;g~~~~OL '<Y ~~~1~~~ I V V LAMP V LAMP

I F--,JUNCTION L W W W _j

(8W-12-24) 1 BLocK 8~- - - 2~- - -3~ - -I (8W-12-3)

._ - - - I si~o .------------------., 11~C2 BR/WT G19 G83 G84 INDICATES WIRES ARE PART OF

1),. 20 22 22 THE SAME CONNECTOR.

G9

rn~~cfDELGl/OR GlY/BK LB/BK

G~~oBK - - - - - - - - C110

• 5108 2 * 5 ~9 371 361 .----------------., I8W-40-6l LG/OR LG/OR INDICATES CIRCUIT NUMBER,

I I SIZE AND WIRE COLOR. e e5112

I ~ ~9 m m

GY/BK LG/OR

1s~ _26A _ r REo BRAKE - - - - - -

I w~~~~~G DRIVER

ABS WARNING

LAMP DRIVER

G83 20

GY/BK

G84 20

LB/BK

2o,J.. 4).. - TRACTION - TRACTION ~ CONTROLLER

CONTROL CONTROL I ANTI-LOCK ACTIVE WARNING BRAKE

DL~~:R DL~~:R I ____________ j

INTERNAL DESCRIPTIONS ARE GIVEN TO INDICATE THE FUNCTION OF THE CIRCUIT.

COMPONENT NAME IS ALSO USED AS THE REFERENCE FOR CONNECTOR PINOUTS.

The System shown here is an EXAMPLE ONLY. It does not represent the actual circuit shown in the WIRING DIAGRAM SECTION.

80c06d01

Fig. 2 WIRING DIAGRAM EXAMPLE 2

VA 8W-01 WIRING DIAGRAM INFORMATION 8W - 01 - 3

INDICATES AN INTERNAL SPLICE THAT IS SHOWN ELSEWHERE.

INDICATES POWER CIRCUIT WITH REFERENCE FOR ADDITIONAL INFORMATION.

ST-RUN-OFF A81 ';=~=====._, JUNCTION

~ BLOCK

~~SE (BW-12-2) 5A (BW-12-18)

1oYc6 F11 22

RD/WT

• 5213 6~c22-18)

~f-- --@ OIL I PRESSURE

WARNING I ~ LAMP

INDICATES SPLICE AND WHERE SPLICE IS SHOWN COMPLETE.

- - - - - I INSTRUMENT ~ "' CLUSTER

BRAKE I WARNING

LAMP I INDICATES CONNECTOR

THICKER LINE INDICATES WIRES ARE PART OF THE SAME SPLICE POINT.

INDICATES CONNECTOR PIN NUMBER.

~sYc1----V I NUMBER. IF ONLY ONE

- ~ ---. - CONNECTOR IS PRESENT 6 d; C1 ON A COMPONENT THIS

NO PAGE REFERENCE INDICATES SPLICE IS SHOWN COMPLETE HERE.

INDICATES INLINE CONNECTOR NUMBER AND CONNECTOR PIN DESIGNATION.

SOLID BOX INDICATES COMPONENT IS SHOWN COMPLETE.

G6 22 GY

22 NUMBER IS OMITTED. GY/BK

7~ C110 I ·--------------'-• 5202

6)..C4 9)..

I 1' I JUNCTION ,.... - - - I IGNITION

._j; 4 ~~~;3~ I \--1 ~~i~~~ ....---------, 4TC10 11YC2 11·2· 3·4~~~~~"""" INDICATES

G9 , ~ SPECIFIC 22 I 0 I 3LOCK OPERATING

G9 GY/BK - - - -4 ACC CONDITIONS

20 OTHERS I ABS/DRL 2 (BW-10-41

~ OFTHE

~ lj~ I LJ COMPONENT. GY

1 iafftH jt G1t GY/BK l! :~~~~~~~J~~~~~~~~~G 1 .A 3.A I

1 BRAKE I - - I DAYTIME e 5236 ON WHICH OPTIONS THE FLUID RED RUNNING I (BW-15-5) VEHICLE IS EQUIPPED LEVEL 1 w~~~~~G 1 LAMP WITH.

4 ~ C1 01 2 ~ ~~~JCH I D~~:R I (~W~5~-~LE !~ L..-_________ __.

m ~ lG~O 1 I B20K A (BW-15-6)

I ec110

18 ENGINE OIL PRESSURE SWITCH 1

1 (BW-15-3)

14 BK I eG102

I - - I CONTROLLER 8~~~E ANTI-LOCK

I WARNING I BRAKE LAMP (BW-35-5) I DRIVER I --,

INDICATES A BODY GROUND. INDICATES COMPONENT IS CASE-GROUNDED.

A REFERENCE IS GIVEN WHERE GROUND POINT IS SHOWN COMPLETE.

DASHED BOX INDICATES COMPONENT IS NOT SHOWN COMPLETE. REFERENCE IS PROVIDED FOR LOCATION WHERE COMPONENT IS SHOWN COMPLETE.

The System shown here is an EXAMPLE ONLY. It does not represent the actual circuit shown in the WIRING DIAGRAM SECTION.

80c06d02

Fig. 3 Wiring Diagram Symbols

8W - 01 - 4 8W-01 WIRING DIAGRAM INFORMATION VA

r"t

~ M=RY

IN-LINE .lo....ll FUSIBLE

®FUSE

,;:... CONNECTORS

LINK ~CIRCUIT BREAKER

2f C123 2 t C123 ORPTC PROTECTION

7""'i 'V 'V DEVICE \,.J

MULTIPLE MALE FEMALE

I BATT AO I CONNECTOR CONNECTOR CONNECTOR

'-y---J (BW-30-10)

8+--5+-~+ 4Tc1 6Tc3 HOT BAR CHOICE PAGE C123 BRACKET REFERENCE

+ CLOCKSPRING

[l] ANTENNA GROUND 0

SCREW SINGLE DUAL TERMINAL 0 FILAMENT 8 FILAMENT

LAMP LAMP .._ G101

M RESISTIVE NPN PNP

~TONE MULTIPLEX TRANSISTOR TRANSISTOR GENERATOR SWITCH y y •

[ZJ OPEN rn CLOSED

¢,LED ¢:HOTODIODE + DIODE

SWITCH SWITCH t ZENER DIODE

•

II: --i! I t GANGED ill SLIDING

~UGE _l_ SWITCH DOOR OXYGEN PIEZOELECTRIC CONTACT SENSOR -CELL

m T

T+ WIRE WIRE ORIGIN &

t ~ DESTINATION ~RESIST:.~ t VARIABLE HEATER

DESTINATION SHOWN IN RESISTOR $ELEMENT SHOWN ANOTHER CELL OR WITHIN THERMISTOR CELL

POTENTIOMETER

EXTERNAL INTERNAL INCOMPLETE 1 NON-POLARIZED _L POLARIZED

+ SPLICE I t SPLICE I r=~~~

VARIABLE CAPACITOR + CAPACITOR CAPACITOR

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MOTOR

80910c6b

ENGINE

TABLE OF CONTENTS

page page

ENGINEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2STANDARD PROCEDURE

STANDARD PROCEDURE - COMPRESSIONTESTING ENGINE . . . . . . . . . . . . . . . . . . . . . . 3

STANDARD PROCEDURE - CYLINDERLEAK DOWN TEST . . . . . . . . . . . . . . . . . . . . . 3

STANDARD PROCEDURE - DETERMININGCYLINDER PRESSURE LOSS . . . . . . . . . . . . . 4

REMOVALREMOVAL - ENGINE COVER . . . . . . . . . . . . . 4REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

INSTALLATIONINSTALLATION - ENGINE COVER . . . . . . . . . . 9INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 9

SPECIFICATIONS - TORQUESPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . 11

SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . 17AIR CLEANER ELEMENT


AIR CLEANER HOUSINGREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22

CYLINDER HEADDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22STANDARD PROCEDURE

STANDARD PROCEDURE - CYLINDERHEAD BOLT INSPECTION . . . . . . . . . . . . . . . 22

STANDARD PROCEDURE - MEASURECYLINDER HEAD SURFACE . . . . . . . . . . . . . 22

REMOVALREMOVAL - CYLINDER HEAD . . . . . . . . . . . . 23REMOVAL - CYLINDER HEAD FRONT

COVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25REMOVAL - CYLINDER HEAD GUIDE RAIL . . 26

INSTALLATIONINSTALLATION - CYLINDER HEAD . . . . . . . . 26INSTALLATION - CYLINDER HEAD FRONT

COVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28INSTALLATION - CYLINDER HEAD GUIDE

RAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28CAMSHAFT(S)

STANDARD PROCEDURESTANDARD PROCEDURE - CHECKING

CAMSHAFT POSITION . . . . . . . . . . . . . . . . . 28STANDARD PROCEDURE - INSPECTING

TAPPET CLEARANCE . . . . . . . . . . . . . . . . . . 30REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 32

CYLINDER HEAD COVER(S)REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 34

VALVE STEM SEALSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 34

VALVE SPRINGSREMOVAL

REMOVAL - VALVE SPRINGS . . . . . . . . . . . . 35REMOVAL - VALVES . . . . . . . . . . . . . . . . . . . 36

INSTALLATIONINSTALLATION - VALVE SPRINGS . . . . . . . . 36INSTALLATION - VALVES . . . . . . . . . . . . . . . 37

ENGINE BLOCKSTANDARD PROCEDURE

STANDARD PROCEDURE - REPLACINGENGINE CORE AND OIL GALLERY PLUGS . . 37

STANDARD PROCEDURE - MEASURINGCYLINDER BORES . . . . . . . . . . . . . . . . . . . . 38

CRANKSHAFTDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 39STANDARD PROCEDURE - MEASURE

CRANKSHAFT AND BLOCK JOURNALS . . . . 39REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 40

CRANKSHAFT OIL SEAL - REARREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 42

CRANKSHAFT OIL SEAL - FRONTREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 43

FLYWHEELREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43INSTALLATION

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 44INSTALLATION - CRANKSHAFT LOCK . . . . . 44

PISTON & CONNECTING RODDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 45STANDARD PROCEDURE

STANDARD PROCEDURE - CHECKING ANDREPAIRING CONNECTING RODS . . . . . . . . . 46

STANDARD PROCEDURE - MEASURINGPISTON PROTRUSION . . . . . . . . . . . . . . . . . 47


PISTON RINGSSTANDARD PROCEDURE - PISTON RING

FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52VIBRATION DAMPER


VA ENGINE 9 - 1

VACUUM PUMPDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 54OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 54REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 55

LEFT MOUNTREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 55

RIGHT MOUNTREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 56

OILREMOVAL - OIL SEPARATOR . . . . . . . . . . . . . . 56INSTALLATION - OIL SEPARATOR . . . . . . . . . . 56

OIL COOLER & LINESREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 57

OIL FILTERREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 57

OIL JETDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 57REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 58

OIL PANREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 60

OIL PUMPREMOVAL

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 61REMOVAL- OIL PUMP CHAIN . . . . . . . . . . . . 61

INSTALLATIONINSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 62

INSTALLATION - OIL PUMP CHAIN . . . . . . . . 62OIL SENSOR

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 64OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 64REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 65

INTAKE MANIFOLDREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 68

EXHAUST MANIFOLDREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 69

TIMING CHAIN COVERREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 71

TIMING CHAIN AND SPROCKETSREMOVAL

REMOVAL - TENSIONING AND SLIDE RAILS . 72REMOVAL - INTERMEDIATE GEAR . . . . . . . . 73REMOVAL - TIMING CHAIN TENSIONING

RAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74REMOVAL - TIMING CHAIN . . . . . . . . . . . . . . 74

INSTALLATIONINSTALLATION - TENSIONING AND SLIDE

RAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76INSTALLATION - INTERMEDIATE GEAR . . . . 77INSTALLATION - TIMING CHAIN

TENSIONING RAIL . . . . . . . . . . . . . . . . . . . . 77ADJUSTMENTS

INSTALLATION - TIMING CHAIN . . . . . . . . . . 77TIMING CHAIN TENSIONER


ENGINE

DESCRIPTIONThis 2.7 Liter five-cylinder Common Rail Diesel

Injection (CDI) engine is an in-line overhead valvediesel engine. This engine utilizes a cast iron cylin-der block and an aluminum cylinder head. Theengine is turbocharged and intercooled. This enginealso has for valve per cylinder and dual overheadcamshafts (Fig. 1).

Fig. 1 2.7L CDI ENGINE

9 - 2 ENGINE VA


Engine 2.7L CDI

Engine Description 5 Cylinder In-Line En-gine With 4-Valve Tech-

nology

Air Intake Turbo-Charged Enginewith Charge Air Cooling

Fuel Injection System 2 nd. Generation Com-mon Rail Direct Injection

(CDI)

Fuel Diesel

Firing Order 1-2-4-5-3

Rated Output 154 HP at 3800 RPM

Torque 243 ft. lbs. at 1600-2400RPM

Maximum Speed 4800 RPM

Compression Ratio 18:1

Bore/Stroke 3.46/3.48

Eff. Displacement 2688 cm3

STANDARD PROCEDURE

STANDARD PROCEDURE - COMPRESSIONTESTING ENGINE

(1) Warm up engine to operating temperature(approx. 80 °C, 176°F).

(2) Shut off engine.(3) Remove engine cover (Refer to 9 - ENGINE -

REMOVAL).(4) Remove glow plugs (Refer to 8 - ELECTRICAL/

IGNITION CONTROL/GLOW PLUG - REMOVAL).(5) Crank engine several times with the starter to

eliminate combustion residues in the cylinders.(6) Insert compression tester adapter #8927 (Refer

to 9 - ENGINE - SPECIAL TOOLS) with check valveinstalled into glow plug hole of cylinder to be tested.

(7) Connect compression tester hose adapter #9295to compression gauge and test compression pressureby cranking engine with starter for at least 8 revolu-tions.

(8) Carry out test procedure at the remaining cyl-inders in the same way.

(9) Compare pressure readings obtained with thespecified pressures. If the pressure reading is belowthe minimum compression pressure or if the permis-sible difference between the individual cylinders isexceeded. Refer to cylinder leak down test.

(10) Remove compression tester and adapter fromcylinder head.

(11) Install glow plugs (Refer to 8 - ELECTRICAL/IGNITION CONTROL/GLOW PLUG - INSTALLA-TION).

(12) Install engine cover (Refer to 9 - ENGINE -INSTALLATION).

COMPRESSION SPECIFICATIONS

Maximum Compression 29-35 bar (420-507 psi)

Minimum Compression 18bar (261 psi)

Permissible DifferenceBetween Cylinders

± 3bar (± 44 psi)

STANDARD PROCEDURE - CYLINDER LEAKDOWN TEST

(1) Warm engine to operating temperature.

WARNING: DO NOT OPEN COOLING SYSTEMUNLESS COOLANT TEMPERATURE IS BELOW 90C(194°F). RISK OF INJURY TO SKIN AND EYES AS ARESULT OF SCALDING WITH HOT COOLANTWHICH SPLASHES OUT. RISK OF POISONINGFROM SWALLOWING COOLANT. OPEN CAPSLOWLY AND RELEASE PRESSURE. STORE COOL-ANT IN PROPER CONTAINERS ONLY. WEAR PRO-TECTIVE GLOVES, CLOTHING AND EYEPROTECTION.

NOTE: Turn cap carefully as far as first detent,release pressure, then unscrew cap.

(2) Open cooling system cap at coolant recoverpressure container.

(3) Remove engine cover (Refer to 9 - ENGINE -REMOVAL).

(4) Unscrew oil filler cap.(5) Remove glow plugs (Refer to 8 - ELECTRICAL/

IGNITION CONTROL/GLOW PLUG - REMOVAL).

NOTE: Crank engine at crankshaft in direction ofrotation of the engine (clockwise).

(6) Position cylinder to be tested to ignition TopDead Center (DTC).

NOTE: Calibrate cylinder leak down tester andremove check valve in screw-in fitting.

(7) Connect cylinder leak down tester and followINSPECTING Instruction.

INSPECTING

NOTE: If crankshaft rotates, install retaining lock forcrankshaft/ring gear.

(1) Pressurize cylinder with compressed air andread off pressure loss at cylinder leak tester. If exces-sive pressure loss exists, determine possible cause(Refer to 9 - ENGINE - STANDARD PROCEDURE).

VA ENGINE 9 - 3

NOTE: If the retaining lock is installed, remove it,rotate engine and install lock once again.

(2) Carry out test of other cylinders in the firingorder of engine.

CYLINDER LEAK DOWN VALUES

CYLINDER LEAKDOWN PERMISSIBLETOTAL LOSS

± 25%

CYLINDER LEAKDOWN PERMISSIBLELOSS AT VALVES ANDCYLINDER HEAD

± 10%

CYLINDER LEAKDOWN PERMISSIBLELOSS AT PISTON ANDRINGS

± 20%

STANDARD PROCEDURE - DETERMINING CYL-INDER PRESSURE LOSS

If an increased pressure loss was found with thecylinder leak test, inspect the engine by listening atthe cylinder head gasket, air intake area, exhaust, oilfill opening and where injectors and glow plugs enterthe cylinder head. Also check the engine coolant inthe radiator or expansion reservoir for the formationof bubbles.

Possible causes for the pressure loss are:

POSSIBLE CAUSE FOR PRESSURE LOSS

CONDITION POSSIBLECAUSES

CORRECTION

AIR LOSSTHROUGHGLOW PLUG,INJECTOR, AD-JACENT CYL-INDERS, ORAIR BUBBLESIN COOLANT

1. Sealing Sur-faces

Repair SealingSurfaces

2. Gaskets 2. ReplaceComponent orGasket

3. CylinderHead Gasket

3. Replace Cyl-inder HeadGasket

AIR LOSSTHROUGH AIRINTAKE AREA


1. Remove Cyl-inder Head forFurther Inspec-tion

CONDITION POSSIBLECAUSES

CORRECTION

2. IntakeValves andSeats

2. ReplaceValves, Guidesor Seats

AIR LOSSTHROUGH EX-HAUST

Sealing Surfac-es

Remove Cylin-der Head forFurther Inspec-tion

2. ExhaustValves andSeats

2. ReplaceValves, Guidesor Seats

AIR LOSSTHROUGH OILFILL OPENING


Remove Enginefor Further In-spection

2. Pistons, Pis-ton Rings

2. Replace Pis-tons or PistonRings

It is possible to pin point the pressure loss of therelevant cylinder by spraying with clean engine oil.Engine oil seals off the gap between the piston andcylinder wall briefly. If a reduced pressure loss nowoccurs for a short time, the cause is very likely to bethe pistons, piston rings or cylinder contact surfacesof the relevant cylinder.

Determining the cause can be falsified by the posi-tion of the piston ring joints. If suspicion exists thatthe loss of pressure is caused by the piston ringjoints being positioned directly one above the other,fit the parts to the engine and repeat this test afterrunning the engine for a short time.

REMOVAL

REMOVAL - ENGINE COVER(1) Remove the retaining screws and remove cover

(Fig. 2).

9 - 4 ENGINE VA

REMOVAL

WARNING: NO SPARKS, OPEN FLAMES OR SMOK-ING. RISK OF POISONING FROM INHALING ANDSWALLOWING FUEL. RISK OF INJURY TO EYESAND SKIN FROM CONTACT WITH FUEL. POURFUELS ONLY INTO SUITABLE AND APPROPRI-ATELY MARKED CONTAINERS. WEAR PROTECTIVECLOTHING.

WARNING: RISK OF INJURY TO SKIN AND EYESFROM SCALDING WITH HOT COOLANT. RISK OFPOISONING FROM SWALLOWING COOLANT. DONOT OPEN COOLING SYSTEM UNLESS COOLANTTEMPERATURE IS BELOW 90°C (194°F). OPEN CAPSLOWLY TO RELEASE PRESSURE. STORE COOL-ANT IN SUITABLE AND APPROPRIATELY MARKEDCONTAINER. WEAR PROTECTIVE GLOVES,CLOTHES, AND EYE WEAR.

(1) Disconnect the negative battery cable.

NOTE: REPLACE THE AIR CONDITIONING DRIERWHEN EVER THE AIR CONDITIONING SYSTEM ISOPENED.

(2) Drain cooling system (Refer to 7 - COOLING/ENGINE/COOLANT - STANDARD PROCEDURE).

(3) Evacuate and recover air conditioning system(Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE).

(4) Remove the front grille and fascia assembly.

(5) Disconnect the engine wiring harness at thecabin side and carefully guide though the cowl intothe engine area.

Fig. 2 ENGINE COVER1 - ENGINE COVER2 - FASTENERS

VA ENGINE 9 - 5

(6) Remove the turbocharger heat shield (Fig. 3).(7) Remove the engine cover (Fig. 3).(8) Remove the air cleaner and hose at the turbo-

charger and air cleaner assembly.(9) Disconnect the transmission lines at the radia-

tor.(10) Disconnect the upper and lower radiator

hoses.(11) Disconnect the A/C lines at the condenser.(12) Disconnect the condenser fan harness connec-

tor.(13) Disconnect the power steering cooler lines at

the cooler.(14) Disconnect the charge air cooler hose at the

intake manifold (Fig. 3).(15) Remove charge air hose fasteners at the radi-

ator closure panel.(16) Remove the fasteners retaining the radiator to

the front crossmember.

(17) Remove the change air cooler, A/C conderserand fan as an assembly.

(18) Disconnect the charge air hose at the intakemanifold (Fig. 3).

(19) Remove the radiator assembly.(20) Disconnect the high pressure and return

hoses at the power steering pump.(21) Disconnect the fuel lines at the fuel filter.(22) Disconnect the refrigerant line at the A/C

compressor.(23) Disconnect the vacuum line for the brake

booster at the vacuum pump (Fig. 3).(24) Disconnect the coolant hose of heating return

flow at the water pump.(25) Disconnect the coolant hose of the heater sup-

ply at the coolant pipe at the side of the cylinderhead.

Fig. 3 ENGINE COVER1 - ENGINE COVER 6 - HIGH PRESSURE FUEL PUMP2 - FUEL RAIL 7 - VACUUM PUMP3 - INTAKE MANIFOLD 8 - OIL LEVEL INDICATOR4 - EGR VALVE 9 - HEAT SHIELD5 - AIR INLET TUBE 10 - TRANSMISSION OIL LEVEL INDICATOR

9 - 6 ENGINE VA

EXHAUST SYSTEM

TABLE OF CONTENTS

page page

EXHAUST SYSTEMDESCRIPTION - 2.7L DIESEL . . . . . . . . . . . . . . . 1DIAGNOSIS AND TESTING - DIESEL ENGINE . . 2

CATALYTIC CONVERTERREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 3

EXHAUST PIPEREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 3

TAILPIPEREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 3

TURBOCHARGER SYSTEMDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 3OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

CHARGE AIR COOLER AND PLUMBINGDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 4

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5DIAGNOSIS AND TESTING - CHARGE AIR

COOLER SYSTEM - LEAKS . . . . . . . . . . . . . . . 5REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6

TURBOCHARGERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6REMOVAL

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7REMOVAL - VACUUM TRANSDUCER . . . . . . . 8

INSTALLATIONINSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 8INSTALLATION - VACUUM TRANSDUCER . . . 9

EXHAUST SYSTEM

DESCRIPTION - 2.7L DIESEL

CAUTION: Avoid application of rust prevention com-pounds or undercoating materials to exhaust sys-tem floor pan exhaust heat shields. Light overspraynear the edges is permitted. Application of coatingwill result in excessive floor pan temperatures andobjectionable fumes.

The diesel engine exhaust system consists of anengine exhaust manifold, turbocharger, exhaust pipe,resonator, extension pipe (if needed), muffler andexhaust tailpipe (Fig. 1).

The exhaust system must be properly aligned andsecured to prevent stress, leakage and body contact.The exhaust components should be kept a minimumof 25.4 mm (1.0 in.) away from the body and frame.If the system contacts any body panel, it may amplifyobjectionable noises from the engine or body.

VA EXHAUST SYSTEM 11 - 1

DIAGNOSIS AND TESTING - DIESEL ENGINE

EXHAUST SYSTEM DIAGNOSIS CHART

CONDITION POSSIBLE CAUSE CORRECTION

EXCESSIVE EXHAUST NOISE ORLEAKING EXHAUST GASES

1. Leaks at pipe joints. 1. Tighten/replace clamps/bolts atleaking joints.

2. Rusted or expanded muffler. 2. Replace muffler. Inspect exhaustsystem.

3. Broken or rusted exhaust pipe. 3. Replace exhaust pipe.

4. Exhaust pipe leaking at manifoldflange.

4. Tighten/replace flange attachingnuts/bolts.

5. Exhaust manifold cracked orbroken.

5. Replace exhaust manifold.

6. Leak between exhaust manifoldand cylinder head.

6. Tighten/replace exhaust manifoldto cylinder head bolts.

7. Turbocharger mounting flangecracked.

7. Remove turbocharger and in-spect.

8. Restriction in exhaust system. 8. Remove restriction, if possible.Replace restricted part if neces-sary.

Fig. 1 Exhaust System1 - TURBOCHARGER2 - HEAT SHIELD3 - CLAMP4 - EXHAUST PIPE5 - FRONT INSULATOR6 - NUT

7 - WASHER8 - INSULATOR9 - BOLT10 - MUFFLER/CATALYTIC CONVERTER ASSEMBLY11 - TAILPIPE

11 - 2 EXHAUST SYSTEM VA

CATALYTIC CONVERTER

REMOVAL(1) Raise and support the vehicle.(2) Saturate the clamp nuts with heat valve lubri-

cant. Allow 5 minutes for penetration. Remove therear clamp. (Fig. 1)

(3) Saturate the clamp nuts with heat valve lubri-cant. Allow 5 minutes for penetration. Remove thefront clamp.

(4) Remove the cataylic converter and mufflerassembly from the isolators.

(5) Seperat the cataylic converter and mufflerassembly from the tailpipe and the exhaust pipe.

(6) Remove the cataylic converter and mufflerassembly and isolators from the vehicle.

(7) Remove the bolt, nut and front isolator fromthe cataylic converter and muffler assembly.

(8) Remove the rear isolator from the cataylic con-verter and muffler assembly.

(9)

INSTALLATION(1) Install bolt, front isolator and nut (Fig. 1).(2) Install rear insulator onto the cataylic con-

verter and muffler assembly(3) Position the cataylic conveter and muffler

assembly into the exhaust pipe and tailpipe untilalignment tab is inserted into the alignment slot.

(4) Install the front and rear insulators.(5) Install the real clamp.(6) Install the front clamp.(7) Lower vehicle.(8) Start the vehicle and inspect for exhaust leaks.

Repair exhaust leaks as necessary.(9) Check the exhaust system for contact with the

body panels. Make necessary adjustments, if neces-sary.

EXHAUST PIPE


cant. Allow 5 minutes for penetration. Remove thefront and rear clamp (Fig. 1).

(3) Remove the mounting bracket nuts.(4) Remove the exhaust pipe.

INSTALLATION(1) Position the exhaust pipe into the exhaust pipe

into the cataylic converter and muffler assemblyuntil alignment tab is inserted into the alignmentslot.

(2) Install mounting bracket and nuts (Fig. 1).(3) Install clamp.

(4) Lower the vehicle.(5) Start the vehicle and inspect for exhaust leaks.



TAILPIPE


cant. Allow 5 minutes for penetration (Fig. 1).(3) Remove the clamp.(4) Remove the tailpipe and insulator form the

vehicle(5) Remove the insulator from the tailpipe.

INSTALLATION(1) Position the tail pipe into the cataylic converter

and muffler assembly until alignment tab is insertedinto the alignment slot.

(2) Install the insulator.(3) Install the clamp.(4) Lower the vehicle.(5) Start the vehicle and inspect for exhaust leaks.



TURBOCHARGER SYSTEM

DESCRIPTION

CAUTION: The turbocharger is a performance partand must not be tampered with. The boost pressurebracket is an integral part of the turbocharger. Tam-pering with the boost pressure components canreduce durability by increasing cylinder pressureand thermal loading due to incorrect inlet andexhaust manifold pressure. Poor fuel economy andfailure to meet regulatory emissions laws mayresult. Increasing the turbocharger boost WILL NOTincrease engine power.

The turbocharger used on this vehicle is of thevariable turbine type. These turbochargers use theentire exhaust energy to boost efficiency of the turbo-charger and the engine.

The advantages of a turbocharger with variableturbine geometry are:

• Higher charge pressure already in the lower andin upper engine speed ranges.

• Higher torque as a result of improved cylindercharge.


• Reduction in exhaust emissions as a result of animprovement in the air supply of the engine.

• Increased power output as a result of the highercharge pressure combined with a reduced exhaustbackpressure and thus improved charge cycle.

OPERATIONThe exhaust gases of the engine are directed

through the exhaust manifold into the turbine hous-ing onto the turbine wheel (Fig. 2). The flow energyof the exhaust gases cause the turbine wheel torotate. Consequently, the compressor wheel, which isconnected through the turbine shaft with the turbinewheel, is driven at the same speed. The fresh airinducted by the compressor wheel is compressed andpassed to the engine (Fig. 2).

The charge pressure is controlled by varying theposition of the guide vanes (Fig. 2). The guide stud ofthe control linkage of the boost pressure actuatorturns the adjusting ring in the turbine housing (Fig.2). As a result, all the guide vanes whose guide studslikewise mesh into the adjusting ring, are alsoturned (Fig. 2).

At low speeds, the flow cross-section is reduced byclosing the guide vanes (Fig. 2). Consequently thespeed at which the exhaust gas impacts on the tur-bine wheel is increased, as a result of which thespeed of the turbocharger and thus the charge pres-sure rises.

At high engine speeds the guide vanes are increas-ingly opened and the flow cross-section is thusenlarged, as a result of which the speed of the turbo-charger reduces and the charge pressure drops.

CHARGE AIR COOLER ANDPLUMBING

DESCRIPTIONThe charge air system consists of the charge air

cooler and charge air cooler piping.The charge air cooler is a heat exchanger that uses

air flow from vehicle motion to dissipate heat fromthe intake air. As the turbocharger increases airpressure, the air temperature increases. Loweringthe intake air temperature increases engine effi-ciency and power.

Fig. 2 TURBOCHARGER COMPONENTS1 - COMPRESSOR HOUSING2 - GUIDE VANE3 - GUIDE STUD OF GUIDE VANE4 - GUIDE STUD OF CONTROL LINKAGE5 - CONTROL LINKAGE6 - ADJUSTING RING7 - TURBINE HOUSING8 - BOOST PRESSURE CONTROL UNIT1A - EXHAUST GASES TO TURBINE WHEEL2A - TURBO INLET (FRESH AIR)3A - TURBO OUTLET (COMPRESSED AIR)4A - EXHAUST OUTLET


OPERATIONIntake air is drawn through the air cleaner and

into the turbocharger compressor housing. Pressur-ized air from the turbocharger then flows forwardthrough the charge air cooler located in front of theradiator. From the charge air cooler the air flowsback into the intake manifold.

DIAGNOSIS AND TESTING - CHARGE AIRCOOLER SYSTEM - LEAKS

NOTE: Slight engine oil pooling in the charge airinlet hose IS NOT premature turbocharger failure.Slight pooling is the normal result of the breathersystem. Test the air breather tube for normal oper-ation by referring to the appropriate diagnosticmanual.

Low turbocharger boost pressure and low engineperformance can be caused by leaks in the charge aircooler or it’s plumbing. The following procedure out-lines how to check for leaks in the charge air coolersystem.

(1) Loosen clamp and remove turbocharger to airinlet duct rubber sleeve from turbocharger.

(2) Insert Special Tool 8442 Adapter into the rub-ber sleeve. Tighten existing clamp to 8 N·m (72in.lbs.).

CAUTION: Do not apply more than 138 kpa (20 psi)air pressure to the charge air cooler system, severdamage to the charge air cooler system may occur.

(3) Connect regulated air supply to air fitting onSpecial Tool 8442 Adapter. Set air pressure to a Max-imum of 138 kpa (20 psi).

(4) Using soapy water check the air inlet ducts,rubber sleeves, charge air cooler and intake manifoldfor leaks.

REMOVAL(1) Remove front bumper.(2) Remove headlamp assemblies.(3) Remove front cross member together with front

grille.(4) Remove left and right radiator trim (Fig. 3).(5) Disconnect charge air hoses at charge air cooler

(Fig. 3).(6) Disconnect power steering cooler loop from

charge air cooler (Fig. 3).(7) Remove charge air cooler from radiator assem-

bly (Fig. 3).

CLEANING

CAUTION: Do not use caustic cleaners to clean thecharge air cooler. Damage to the charge air coolerwill result.

NOTE: If internal debris cannot be removed fromthe cooler, the charge air cooler MUST be replaced.

(1) If the engine experiences a turbocharger failureor any other situation where oil or debris get into thecharge air cooler, the charge air cooler must becleaned internally.

(2) Position the charge air cooler so the inlet andoutlet tubes are vertical.

(3) Flush the cooler internally with solvent in thedirection opposite of normal air flow.

(4) Shake the cooler and lightly tap on the endtanks with a rubber mallet to dislodge trappeddebris.

(5) Continue flushing until all debris or oil areremoved.

(6) Rinse the cooler with hot soapy water toremove any remaining solvent.

(7) Rinse thoroughly with clean water and blowdry with compressed air.

Fig. 3 CHARGE AIR COOLER1 - POWER STEERING COOLER LOOP2 - CHARGE AIR HOSE3 - CHARGE AIR COOLER HOSE4 - CHARGE AIR COOLER5 - LEFT RADIATOR TRIM PANEL6 - RIGHT RADIATOR TRIM PANEL


INSPECTIONVisually inspect the charge air cooler for cracks,

holes, or damage. Inspect the tubes, fins, and weldsfor tears, breaks, or other damage. Replace thecharge air cooler if damage is found.

Pressure test the charge air cooler, using ChargeAir Cooler Tester Kit.

INSTALLATION(1) Install charge air cooler to radiator (Fig. 3).(2) Connect power steering cooler loop to charge

air cooler (Fig. 3).(3) Connect charge air hoses (Fig. 3).(4) Install both radiator trim pieces (Fig. 3).(5) Install front grille with front cross member.(6) Install headlamp assemblies.(7) Install front bumper.

TURBOCHARGER

DESCRIPTIONThe boost pressure vacuum solenoid is located

under the air filter housing and is responsible forturbo-charger boost pressure. It generates a controlvacuum in response to a PWM signal from the ECM.Vacuum is achieved by mixing the system vacuum(from the vacuum pump) with atmospheric pressureto a certain degree. The resulting vacuum is sent tothe vacuum unit at the turbocharger (Fig. 4).

OPERATIONThe vacuum solenoid receives 12V from the ECM.

The ECM controls the solenoid through a PWM sig-nal. When the solenoid receives a signal it closes thepassage to atmospheric pressure. The subchamber isno longer under atmospheric pressure, it’s spring canpush the diaphragm and valve downwards; thisreleases the VAC duct. Vacuum can now go from herethrough the throttle hole, filters and out the connec-tion to the turbocharger vacuum unit (Fig. 5).

Fig. 4 CHARGE PRESSURE VACUUM TRANSDUCER1 - CONNECTION TO TURBOCHARGER VACUUM UNIT2 - VENT3 - SUPPLY FROM VACUUM PUMP


FRAME & BUMPERS

TABLE OF CONTENTS

page page

BUMPERSSPECIFICATIONS - TORQUE . . . . . . . . . . . . . . . 1

FRONT BUMPER - STEPSREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2

FRONT FASCIAREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2

REAR BUMPER - STEPREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 3

REAR FASCIAREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 3

FRAMESPECIFICATIONS

SPECIFICATIONS - FRAME DIMENSIONS . . . 3SPECIFICATIONS - TORQUE . . . . . . . . . . . . . 8

ENGINE CRADLE CROSSMEMBERREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10

REAR CROSSMEMBER - TRANSMISSIONREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11

TRAILER HITCHREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12

BUMPERS

SPECIFICATIONS - TORQUE



FRONT BUMPER - STEPS BOLTS 20 15 —

FRONT FASCIA SCREWS 23 17 —

REAR BUMPER STEP FRAME BOLTS/NUTS

38 17 —

REAR BUMPER STEP SUPPORT BOLTS 90 66 —

REAR FASCIA BOLTS 23 17 —

VA FRAME & BUMPERS 13 - 1

FRONT BUMPER - STEPS

REMOVAL(1) Remove fascia. (Refer to 13 - FRAME &

BUMPERS/BUMPERS/FRONT FASCIA -REMOVAL)

(2) Remove the bolts and remove the steps. (Fig.1)

INSTALLATION(1) Install step and bolts.(2) Tighten bolts to 20 N·m (15 ft. lbs.).(3) Install fascia. (Refer to 13 - FRAME &

BUMPERS/BUMPERS/FRONT FASCIA - INSTAL-LATION)

FRONT FASCIA

REMOVAL(1) Remove the screws and cover. (Fig. 2)(2) Remove push pin fasteners.(3) Remove fascia screws.(4) Pull bumper forward off support brackets.(5) Disconnect electrical connector.

INSTALLATION(1) Connect outside temperature sensor electrical

connector.(2) Slide fascia onto the support brackets.(3) Install fascia screws and tighten to 23 N·m (17

ft. lbs.).(4) Install push pin fasteners.(5) Install cover and screws.

REAR BUMPER - STEP

REMOVAL(1) Remove rear fascia. (Refer to 13 - FRAME &

BUMPERS/BUMPERS/REAR FASCIA - REMOVAL)(2) Remove frame bolts/nuts. (Fig. 3)(3) Remove the remaining support bolts.

Fig. 1 BUMPER STEPS1 - BOLTS (2 PER STEP)2 - STEPS

Fig. 2 FRONT FASCIA1 - ELECTRICAL CONNECTOR2 - OUTSIDE TEMPERATURE SENSOR3 - FASCIA SUPPORT BRACKET4 - FASCIA5 - SCREWS (2)6 - COVER7 - PUSH PIN FASTENERS

13 - 2 FRAME & BUMPERS VA

INSTALLATION(1) Install bumper step and install support bolts.(2) Tighten bolts to 38 N·m (28 ft. lbs.).(3) Install frame bolts/nuts and tighten to 90 N·m

(66 ft. lbs.).(4) Install fascia. (Refer to 13 - FRAME &

BUMPERS/BUMPERS/REAR FASCIA - INSTALLA-TION)

REAR FASCIA

REMOVAL(1) Remove screws and remove reflectors. (Fig. 4)(2) Remove fascia bolts.(3) Release bumper support brackets clips below

end panel.(4) Press dowel pins out of and remove four plastic

rivets connecting fascia to rear step, if equipped.(5) Separate the corners of the fascia from the sup-

port brackets and remove fascia.

INSTALLATION(1) Install fascia and seat the corners over the sup-

port brackets.(2) Seat bumper support brackets clips below end

panel firmly.(3) Install the four plastic rivets to the bumper

step, if equipped.(4) Install fascia bolts and tighten to 23 N·m (17

ft. lbs.).(5) Install reflectors and reflector screws.

FRAME

SPECIFICATIONS

SPECIFICATIONS - FRAME DIMENSIONS

NOTE: Frame dimensions are listed in metric scale.

VEHICLE PREPARATIONPosition the vehicle on a level work surface. Verti-

cal dimensions can be taken from the work surface tothe locations indicated were applicable.

Fig. 3 REAR BUMPER STEP1 - FRAME BOLTS/NUTS (2)2 - BOLTS (4)3 - BUMPER STEP4 - REAR FASCIA

Fig. 4 REAR FASCIA1 - FASCIA2 - BOLTS3 - TAB4 - REFLECTOR5 - SUPPORT BRACKET

VA FRAME & BUMPERS 13 - 3

INDEX

DESCRIPTION FIGURE

05 FRAME DIMEN-SIONS 1

5

05 FRAME DIMEN-SIONS 2

6

FRAME DIMENSIONS 7

13 - 4 FRAME & BUMPERS VA

Fig. 5 05 FRAME DIMENSIONS 1

VA

FRAME

&BUM

PERS13

-5

Ill( 1316.92 )II I ~----------2991.92---------~

~-------------------4925.92----------------~

DATUM

81590161

Fig. 6 05 FRAME DIMENSIONS 2

13-

6FRAM

E&

BUMPERS

VA

----rk ~ ~-if • n~ i w~m n n• n· ~ 'b'll~A!l-. F'--1 540.00

389.92 I 495.1

I 'Ill( 1316.92 •1

~--------2991.92-------...... ~

~-----------3983.92------------.t

~-----------------5883.42----------------~~

~ I . CJ .

+a:: -~ ·~JlQl1w· .~ ri · Q=;;~ 449.00 463.00 449.00 449.00 447.00 823.11 394.45

t t t t t t t ALL DIMENSIONS ARE IN MILLIMETERS DATUM

81590165

FUEL SYSTEM

TABLE OF CONTENTS

page page

FUEL SYSTEMWARNING

WARNING - HIGH FUEL SYSTEMPRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - HIGHPRESSURE FUEL LINES . . . . . . . . . . . . . . . . . 1

DIAGNOSIS AND TESTING - AIR IN FUELSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

DIAGNOSIS AND TESTING - INJECTORLEAK QUANTITY . . . . . . . . . . . . . . . . . . . . . . . 2

STANDARD PROCEDURESTANDARD PROCEDURES - CLEANING

FUEL SYSTEM COMPONENTS . . . . . . . . . . . . 3STANDARD PROCEDURES - DRAINING

WATER FROM FUEL FILTER . . . . . . . . . . . . . . 3STANDARD PROCEDURE - LOW

PRESSURE FUEL PUMP TEST . . . . . . . . . . . . 4FUEL DELIVERY . . . . . . . . . . . . . . . . . . . . . . . . . . 6FUEL INJECTION . . . . . . . . . . . . . . . . . . . . . . . . 31

FUEL SYSTEM

WARNING

WARNING - HIGH FUEL SYSTEM PRESSURE

WARNING: HIGH-PRESSURE FUEL LINES DELIVERFUEL UNDER EXTREME PRESSURE FROM THEINJECTION PUMP TO THE INJECTORS. THISMAYBE AS HIGH AS 1600BAR (23,200PSI). USEEXTREME CAUTION WHEN INSPECTING FOR HIGH-PRESSURE FUEL LEAKS. FUEL UNDER THISAMOUNT OF PRESSURE CAN PENETRATE SKINCAUSING PERSONAL INJURY OR DEATH. INSPECTFOR HIGH-PRESSURE FUEL LEAKS WITH A SHEETOF CARDBOARD PLACED IN THE SUSPECTEDAREA WHILE THE ENGINE IS NOT RUNNING.START THE VEHICLE AND ALLOW THE ENGINE TORUN FOR A SHORT PERIOD. TURN THE ENGINEOFF AND INSPECT THE PIECE OF CARDBOARD.WEAR SAFETY GOGGLES AND ADEQUATE PRO-TECTIVE CLOTHING WHEN SERVICING FUEL SYS-TEM.

WARNING

WARNING: UNDER NO CIRCUMSTANCES SHOULDGASOLINE BE MIXED WITH DIESEL FUEL (NOTEVEN DURING WINTER). THE HIGH PRESSUREPUMP IS LUBRICATED BY DIESEL FUEL. IMMEDI-ATE FUEL SYSTEM DAMAGE MAY OCCUR CAUS-ING REPLACEMENT AND FLUSHING OF THECOMPLETE DIESEL FUEL SYSTEM. HIGH PRES-SURE PUMP SEIZURE WILL CAUSE METAL PARTI-CLES TO SPREAD THROUGH OUT THE FUEL

CIRCUIT. ALL CDI FUEL SYSTEM COMPONENTSCONNECTED TO THE FUEL CIRCUIT WILL HAVE TOBE EXCHANGED AND THE LINES FLUSHED.


DIAGNOSIS AND TESTING - HIGH PRESSUREFUEL LINES

WARNING: HIGH-PRESSURE FUEL LINES DELIVERFUEL UNDER EXTREME PRESSURE FROM THEINJECTION PUMP TO THE INJECTORS. THISMAYBE AS HIGH AS 1600BAR (23,200PSI). USEEXTREME CAUTION WHEN INSPECTING FOR HIGH-PRESSURE FUEL LEAKS. FUEL UNDER THISAMOUNT OF PRESSURE CAN PENETRATE SKINCAUSING PERSONAL INJURY OR DEATH. INSPECTFOR HIGH-PRESSURE FUEL LEAKS WITH A SHEETOF CARDBOARD PLACED IN THE SUSPECTEDAREA WHILE THE ENGINE IS NOT RUNNING.START THE VEHICLE AND ALLOW THE ENGINE TORUN FOR A SHORT PERIOD. TURN THE ENGINEOFF AND INSPECT THE PIECE OF CARDBOARD.WEAR SAFETY GOGGLES AND ADEQUATE PRO-TECTIVE CLOTHING WHEN SERVICING FUEL SYS-TEM.

High-pressure fuel line leaks can cause startingproblems and poor engine performance.

• Turn the engine off.• Place a piece for cardboard in the suspected area

(Fig. 1).• Start the engine and allow to run for a short

period.• Turn the engine off.• Inspect the cardboard.

VA FUEL SYSTEM 14 - 1

If a high-pressure line connection is leaking, coun-terhold and tighten the connection to specificationthen perform this procedure again (Refer to 14 -FUEL SYSTEM - STANDARD PROCEDURE).Replace any damaged, restricted or leaking high-pressure fuel lines with the correct replacementline.

CAUTION: The high-pressure fuel lines cannot con-tact each other or other components. Do notattempt to weld high-pressure fuel lines or to repairlines that are damaged. Only use the recommendedlines when replacement of high-pressure fuel line isnecessary.

DIAGNOSIS AND TESTING - AIR IN FUEL SYS-TEM

Air will enter the fuel system whenever fuel supplylines, separator filters, injection pump, high-pressurelines or injectors are removed or disconnected. Airtrapped in the fuel system can result in hard start-ing, a rough running engine, engine misfire, lowpower, excessive smoke and fuel knock.

Inspect the fuel system from the fuel tank to theinjectors for loose connections (Refer to 14 - FUELSYSTEM - WARNING). Leaking fuel is an indicatorof loose connections or defective seals. Air can alsoenter the fuel system between the fuel tank and thefuel pump. Inspect the fuel tank module and fuellines for damage that might allow air into the sys-tem.

With the DRBIIIt connected to the vehicle, selectEngine and the select Sensor Display. Page down toview Fuel Pressure Set Point and Actual Fuel Pres-sure. Start the engine and observe the Fuel PressureSet Point and the Actual Fuel Pressure. If the ActualFuel Pressure Oscillates above and below the FuelPressure Set Point in a regular cycle, inspect the fuelsystem for air intrusion.

If the Actual Fuel Pressure gradually drops belowthe Fuel Pressure Set Point then spikes well abovethe Fuel Pressure Set Point, replace the fuel pres-sure soleniod (Refer to 14 - FUEL SYSTEM/FUELINJECTION/FUEL PRESSURE SOLENOID -REMOVAL), and recheck.

DIAGNOSIS AND TESTING - INJECTOR LEAKQUANTITY

WARNING: REVIEW THE HIGH PRESSURE FUELSYSTEM WARNING BEFORE BEGINNING SERVICE(Refer to 14 - FUEL SYSTEM - WARNING).

CRANKING TEST

NOTE: If an injector is found to be out of specifica-tion, repeat this test procedure after the injectorreplacement. Hydraulic flow will take the path ofleast resistance and multiple failures may be identi-fied.

Perform this test with the engine at operating tem-perature, when possible. This test will assist indetermining a defective or internally leaking injec-tor(s) is present by measuring the amount of fuelreturn.

(1) Turn the ignition off.(2) Remove the engine cover (Refer to 9 - ENGINE

- REMOVAL).(3) Disconnect the fuel return hoses at the top of

the injectors.(4) Pinch off the fuel return line at the banjo bolt

fitting of the fuel rail.(5) Disconnect the fuel rail solenoid and camshaft

position sensor.(6) Install the test vials onto the injectors and

secure with the return hose clips (Fig. 2).

Fig. 1 Typical Test for Leaks with Cardboard1 - HIGH-PRESSURE LINE2 - CARDBOARD3 - FITTING

14 - 2 FUEL SYSTEM VA

(7) Connect a scan tool, select from Main Menu,System Select, Engine, System Tests, Fuel QuantityTest, Engine Cranking Test and follow the screen.

(8) After ten seconds, a maximum of 2.5 ml(between 2 & 3 graduation lines) may be reached inthe inner vials. If the level has exceeded the 2.5 ml,replace that affected cylinder’s injector, clear thememory using the scan tool, empty the test vials, andretest.

RUNNING TEST

NOTE: If an injector is found to be out of specifica-tion, repeat this test procedure after the injectorreplacement. Hydraulic flow will take the path ofleast resistance and multiple failures may be identi-fied. Engine temperature must be above 80° C(176°F) to perform the running test.

Perform this test with the engine at operating tem-perature. This test will assist in determining a defec-tive or internally leaking injector(s) is present bymeasuring the amount of fuel return.

(1) Turn the ignition off.(2) Remove the engine cover (Refer to 9 - ENGINE

- REMOVAL).(3) Disconnect the fuel return hoses at the top of

the injectors.(4) Pinch off the fuel return line at the banjo bolt

fitting of the fuel rail.(5) Install the test vials onto the injectors and

secure with the return hose clips (Fig. 2).(6) Connect a scan tool, select from Main Menu,

System Select, Engine, System Tests, Fuel QuantityTest, Engine Running Test and follow the screen.

(7) After ten seconds, a maximum of five gradua-tion lines (40 ml) of the large test vial may be

reached. If the level has exceeded the five graduationline, replace that affected cylinder’s injector, clear thememory using the scan tool, empty the test vials, andretest.

STANDARD PROCEDURE

STANDARD PROCEDURES - CLEANING FUELSYSTEM COMPONENTS

CAUTION: Cleanliness cannot be overemphasizedwhen handling or replacing diesel fuel system com-ponents. This especially includes the fuel injectors,high-pressure fuel lines, fuel rail, and fuel injectionpump. Very tight tolerances are used with theseparts. Dirt contamination could cause rapid partwear and possible plugging of fuel injector nozzletip holes. This in turn could lead to possible enginemisfire. Always wash/clean any fuel system compo-nent thoroughly before disassembly and then airdry. DO NOT wire brush injector nozzles whencleaning. Cap or cover any open part after disas-sembly. Before assembly, examine each part fordirt, grease or other contaminants and clean if nec-essary. When installing new parts, lubricate themwith clean engine oil or clean diesel fuel only.

STANDARD PROCEDURES - DRAINING WATERFROM FUEL FILTER

Connect a hose to the Water in Fuel (WIF) drainand place it in a clearly marked and suitable con-tainer. Open the WIF drain by turning counterclock-wise (Fig. 3). Turn the ignition key on for 20 seconds(Refer to low pressure fuel pump operation). Repeatthe procedure until all water is removed, close thedrain and remove the hose.

Fig. 2 Special Tool # 95451 - SPECIAL TOOL #9545


STANDARD PROCEDURE - LOW PRESSUREFUEL PUMP TEST

NOTE: Assure fuel tank quantity and proper fuelgauge operation. Assure that the fuel pump fuse orrelay is not open. Capture any fuel spillage andstore in appropriately marked containers.

NOTE: When the ignition switch is turned to the ONposition the fuel pump will begin to run for 20–30seconds and then it stops.

The low pressure pump draws fuel out of the fueltank module and pushes the fuel towards the fuel fil-ter. If the pressure reading is below specification,look for damaged or leaking fuel lines or a restrictedfuel filter. If no problem is found with the fuel sys-tem replace the low pressure fuel pump.

(1) Disconnect the negative battery cable.(2) Connect a fuel gauge to the low pressure fuel

supply to the high pressure pump (Fig. 4).

(3) Connect negative battery cable.(4) Turn the ignition to the ON position and

observe the fuel gauge reading (Fig. 5).

(5) The fuel pressure should be 4.0 to 4.5 bar (58 -65 psi) If the fuel pressure is below specification,

Fig. 3 WATER IN FUEL SENSOR1 - WIF SENSOR2 - WIF DRAIN3 - FUEL FILTER4 - FUEL SUPPLY FROM TANK5 - FUEL SUPPLY TO HIGH PRESSURE PUMP

Fig. 4 FUEL GAUGE CONNECT AT HIGH PRESSUREPUMP

1 - FUEL SUPPLY FITTING2 - ADAPTOR3 - FUEL GAUGE HOSE4 - HIGH PRESSURE PUMP5 - FUEL RETURN FITTING

Fig. 5 FUEL PRESSURE TEST AT HIGH PRESSUREPUMP

14 - 4 FUEL SYSTEM VA

move the gauge to the fuel filter input line and re-test. (Fig. 6).

(6) If the fuel pressure is still below specification,replace the fuel pump. If the fuel pressure is withinthe specification, replace the fuel filter and retest atthe high pressure pump to verify system function.

Fig. 6 FUEL PRESSURE TEST AT FILTER1 - FUEL SUPPLY FROM FUEL TANK2 - FUEL FILTER ASSEMBLY


FUEL DELIVERY

TABLE OF CONTENTS

page page

FUEL DELIVERYDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7STANDARD PROCEDURE

STANDARD PROCEDURE - DRAININGFUEL TANK - DIESEL . . . . . . . . . . . . . . . . . . . 8

FUEL CONTAMINATION . . . . . . . . . . . . . . . . . 8SPECIFICATIONS

TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9SPECIAL TOOLS

FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 9FUEL DRAIN TUBES

DIAGNOSIS AND TESTING - FUEL SUPPLYRESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . 10

FUEL FILTERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11

FUEL LINESREMOVAL - HIGH PRESSURE LINES . . . . . . . . 11INSTALLATION - HIGH PRESSURE LINES . . . . 12

FUEL RAIL PRESSURE SENSORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13

FUEL PUMPDESCRIPTION

DESCRIPTION - HIGH PRESSURE PUMP . . . 13DESCRIPTION - LOW PRESSURE PUMP . . . 13

OPERATIONOPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 13OPERATION - LOW PRESSURE PUMP . . . . . 16

REMOVAL - HIGH PRESSURE PUMP . . . . . . . . 17INSTALLATION - HIGH PRESSURE PUMP . . . . 17

FUEL PUMP MODULEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20

FUEL QUANTITY CONTROL VALVEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 21OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21

FUEL RAILDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 22REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22

FUEL TANKDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 26

FUEL LEVEL SENDING UNIT / SENSORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 28REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 29

WATER IN FUEL SENSORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 30OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

FUEL DELIVERY

DESCRIPTIONFuel is collected in the fuel tank. The fuel is drawn

in by the fuel pump module in the tank and distrib-uted to the fuel filter and onto the high pressure fuelpump. From there the fuel is distributed onto thefuel rail and then to the various injectors. Any fuelnot needed flows back to the fuel tank through thecooler lines and mixes with the cool fuel in the fuelpump module bowl to be used again (Fig. 1).

14 - 6 FUEL DELIVERY VA

STEERING

TABLE OF CONTENTS

page page

STEERINGDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1DIAGNOSIS AND TESTING - POWER

STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . 1

COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

STEERING

DESCRIPTION

CAUTION: Use approved fluid only in the powersteering system (Refer to LUBRICATION & MAINTE-NANCE/FLUID TYPES - DESCRIPTION). No otherpower steering or automatic transmission fluid is tobe used in the system. Damage may result to thepower steering pump and system if any other fluidis used, and do not overfill.

Power steering systems consist of:• Steering column• Rack and pinion steering gear• Belt driven hydraulic steering pump• Pump pressure and return hoses• Oil Cooler

OPERATIONThe steering column shaft is attached to the gear

pinion. The rotation of the pinion moves the gearrack from side-to-side. This lateral action of the rackpushes and pulls the tie rods to change the directionof the front wheels (Fig. 1).

Power assist is provided by an engine mountedhydraulic pump which supplies hydraulic fluid pres-sure to the steering gear.

DIAGNOSIS AND TESTING - POWER STEERINGSYSTEM

There is some noise in all power steering systems.One of the most common is a hissing sound evident ata standstill parking. Or when the steering wheel is atthe end of it’s travel. Hiss is a high frequency noisesimilar to that of a water tap being closed slowly. Thenoise is present in all valves that have a high velocityfluid passing through an orifice. There is no relation-ship between this noise and steering performance.

Fig. 1 STEERING COMPONENTS1 - POWER STEERING PUMP ASSEMBLY2 - RESERVOIR3 - HOSES4 - TIE ROD ENDS5 - MOUNTING BOLTS6 - RACK & PINION

VA STEERING 19 - 1

STEERING NOISE


OBJECTIONAL HISS ORWHISTLE

1. Steering intermediate shaft to dashpanel seal.

1. Check and repair seal at dashpanel.

2. Noisy valve in power steering gear. 2. Replace steering gear.

RATTLE OR CLUNK 1. Gear mounting bolts loose. 1. Tighten bolts to specification.

2. Loose or damaged suspension compo-nents.

2. Inspect and repair suspension.

3. Internal gear noise. 3. Replace steering gear.

4. Pressure hose in contact with othercomponents.

4. Reposition hose.

5. Loose or damaged intermediate shaft orcolumn.

5. Inspect and repair or replace.

CHIRP OR SQUEAL 1. Loose belt. 1. Adjust or replace.

WHINE OR GROWL 1. Low fluid level. 1. Fill to proper level.

2. Pressure hose in contact with othercomponents.

2. Reposition hose.

3. Internal pump noise. 3. Replace pump.

4. Air in fluid 4. Check for lekas, Evacuate airfrom P/S system.

SUCKING AIR SOUND 1. Loose return line clamp. 1. Replace clamp.

2. O-ring missing or damaged on hosefitting.

2. Replace o-ring.

3. Low fluid level. 3. Fill to proper level.

4. Air leak between pump and reservoir. 4. Repair as necessary.

5. Reservoir cap not installed correctly. 5. Install reservoir cap correctly.

SCRUBBING OR KNOCK-ING

1. Wrong tire size. 1. Verify tire size.

BINDING AND STICKING


DIFFICULT TO TURN WHEELSTICKS OR BINDS


2. Tire pressure. 2. Adjust tire pressure.

3. Steering components (ball joints/tie rod ends).

3 Inspect and repair as necessary.

4. Loose belt. 4. Adjust or replace.

5. Low pump pressure. 5. Pressure test and replace if nec-essary.

6. Column shaft coupler binding. 6. Replace coupler.

7. Steering gear worn. 7. Replace gear.

8. Pump seized / Stuck valve 8. Replace pump.

19 - 2 STEERING VA

INSUFFICIENT ASST. OR POOR RETURN TO CENTER


HARD TURNING OR MOMEN-TARY INCREASE IN TURNINGEFFORT



3. Loose belt. 3. Adjust or replace.

4. Low pump pressure. 4. Pressure test and repair as nec-essary.

5. Internal gear leak. 5. Replace gear.

STEERING WHEEL DOES NOTWANT TO RETURN TO CENTERPOSITION


2. Wheel alignment. 2. Align front end.

3. Lack of lubrication. 3. Inspect and lubricate suspensioncompnents.

4. High friction in steering gear. 4. Replace gear.

LOOSE STEERING AND VEHICLE LEAD


EXCESSIVE PLAY IN STEERINGWHEEL

1. Worn or loose suspension orsteering components.

1. Inspect and repair as necessary.

2. Worn or loose wheel bearings. 2. Inspect and repair or adjustbearings.

3. Steering gear mounting. 3. Tighten gear mounting bolts tospecification.

4. Gear out of adjustment. 4. Replace gear.

5. Worn or loose steering coupler. 5. Inspect and replace as neces-sary.

VEHICLE PULLS OR LEADS TOONE SIDE.

1. Tire Pressure. 1. Adjust tire pressure.

2. Radial tire lead. 2. Rotate tires.

3. Brakes dragging. 3. Repair as necessary.

4. Wheel alignment. 4. Align front end.

VA STEERING 19 - 3

COLUMN

TABLE OF CONTENTS

page page

COLUMNSPECIFICATIONS - TORQUE CHART . . . . . . . . . 4

INTERMEDIATE SHAFTREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 5

KEY/LOCK CYLINDERREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6STEERING WHEEL


COLUMN




Steering Wheel With Air-bag To Steering Shaft

80 59 —

Jacket Tube For SteeringShaft To Waist Rail

25 18 221

U-Joint To Steering GearShaft

24 18 212

INTERMEDIATE SHAFT

REMOVAL(1) Disconnect the ground cable from the battery.(2) Remove the air bag module from the steering

wheel.(3) Turn the steering wheel and lock the steering

wheel in the straight ahead position. The positionof the steering gear must not be altered againfor the entire duration of the work procedure.

(4) Remove the electrical center.(5) Remove the steering wheel bolt.(6) Remove the steering wheel from the steering

column.(7) Remove the clockspring. Unscrew the retain-

ing bolts just enough to be able to remove theclockspring. Do not twist or disassemble theclockspring.

(8) Remove the combination switch.(9) Disconnect the electrical connector for the igni-

tion lock.(10) Remove the spring for the brake pedal from

the steering column.

(11) Remove the fitted bolt from the universal joint(Fig. 1).

(12) Remove the bolts in the steering columnbracket (Fig. 2).

Fig. 1 U-JOINT REMOVE / INSTALL1 - FITTED BOLT2 - U-JOINT

19 - 4 COLUMN VA

(13) Remove the steering shaft with the universaljoint off the steering gear drive shaft (Fig. 1).

(14) Pull the steering shaft out of the rubber grom-met in the cab floor.

INSTALLATION(1) Install the steering shaft through the rubber

grommet in the cab floor. Ensure that the rubbergrommet is properly seated.

(2) Install the steering shaft with the universaljoint onto the steering gear shaft (Fig. 1).

(3) Install the bolts in the steering column bracket(Fig. 2). Tighten to 24 N·m (18 ft. lbs.).

(4) Install the universal joint on the steering gearshaft (Fig. 1). Tighten to 24 N·m (18 ft. lbs.).

(5) Install the spring for the brake pedal to thesteering column.

(6) Reconnect the electrical connector to the igni-tion lock.

(7) Install the combination switch.(8) Install the clockspring.(9) Install the steering wheel.(10) Install the electrical center.(11) Reconnect the ground cable to the battery.

KEY / LOCK CYLINDER

REMOVAL(1) Remove the securing cover for the central elec-

tronics.(2) Remove the steering column shroud.(3) Remove the transponder coil off the ignition

lock (Fig. 3).

(4) Insert the key into the ignition lock.(5) Turn the ignition key to the first detent (Fig.

4).

(6) Turn the cap a 1/4 turn to the left (Fig. 5).

Fig. 2 STEERING COLUMN BOLTS1 - BOLT2 - COLUMN BOLT

Fig. 3 TRANSPONDER1 - TRANSPONDER2 - STEERING COLUMN

Fig. 4 IGNITION LOCK FIRST DETENT1 - LOCK HOUSING2 - FIRST DETENT WITH KEY INSTALLED

VA COLUMN 19 - 5

(7) Remove cap together with the lock cylinder offthe ignition lock (Fig. 6).

INSTALLATION(1) Install the cap together with the lock cylinder

onto the ignition lock (Fig. 6).(2) Turn the cap a 1/4 turn to the right.(3) Turn the ignition key to the first detent (Fig.

4).(4) Remove the ignition key from the ignition lock.(5) Install the transponder coil onto the ignition

lock (Fig. 3).(6) Install the steering column shroud. Pay atten-

tion to the cables routed under the steering col-umn cover. Do not trap the cables.

(7) Install the cover for the central electronics.

STEERING WHEEL

REMOVAL(1) Disconnect the ground cable on the battery.(2) Remove the air bag module from the steering

wheel.(3) Turn the steering wheel and lock the steering

wheel in the straight ahead position (Fig. 7).(4) Remove the steering wheel bolt (Fig. 7).(5) Remove the steering wheel from the steering

column (Fig. 7).

INSTALLATION(1) Install the steering wheel onto the column (Fig.

7).(2) Install the steering wheel bolt (Fig. 7). Tighten

to 80 N·m (59 ft. lbs.).(3) Install the air bag module.(4) Reconnect the battery ground cable.(5) Reset all the times and encode the radio.(6) Perform a road test to check the position of the

steering wheel.

Fig. 5 1/4 TURN LEFT1 - STEERING COLUMN2 - 1/4 TURN TO THE LEFT

Fig. 6 LOCK CYLINDER OFF THE IGNITION LOCK1 - LOCK HOUSING2 - LOCK CYLINDER

Fig. 7 STEERING WHEEL1 - STEERING WHEEL2 - STEERING WHEEL BOLT

19 - 6 COLUMN VA

TRANSMISSION

TABLE OF CONTENTS

page

AUTOMATIC TRANSMISSION NAG1 - SERVICEINFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

AUTOMATIC TRANSMISSION NAG1 - SERVICEINFORMATION

TABLE OF CONTENTS

page page

AUTOMATIC TRANSMISSION NAG1 - SERVICEINFORMATIONDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 3OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4DIAGNOSIS AND TESTING

AUTOMATIC TRANSMISSION . . . . . . . . . . . . 39PRELIMINARY . . . . . . . . . . . . . . . . . . . . . . . . 39ROAD TESTING . . . . . . . . . . . . . . . . . . . . . . 39AUTOMATIC TRANSMISSION . . . . . . . . . . . . 40

STANDARD PROCEDURE - ALUMINUMTHREAD REPAIR . . . . . . . . . . . . . . . . . . . . . . 42

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 46ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 60SCHEMATICS AND DIAGRAMS . . . . . . . . . . . . 65SPECIFICATIONS - NAG1 AUTOMATIC

TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 86SPECIAL TOOLS - AUTOMATIC

TRANSMISSION - NAG1 . . . . . . . . . . . . . . . . 87INPUT CLUTCHES

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 90OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

INPUT CLUTCH K1DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 92ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94

INPUT CLUTCH K2DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 97ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

INPUT CLUTCH K3DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 102ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

ELECTROHYDRAULIC UNITDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 105OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 112REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 121ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 129FLUID AND FILTER

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 131OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 131DIAGNOSIS AND TESTING

EFFECTS OF INCORRECT FLUID LEVEL . . 131CAUSES OF BURNT FLUID . . . . . . . . . . . . . 132FLUID CONTAMINATION . . . . . . . . . . . . . . . 132

STANDARD PROCEDURECHECK OIL LEVEL . . . . . . . . . . . . . . . . . . . 132TRANSMISSION FILL . . . . . . . . . . . . . . . . . 133FLUID/FILTER SERVICE . . . . . . . . . . . . . . . 134

FREEWHEELING CLUTCHDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 135OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 135DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 136ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 138

GEARSHIFT CABLEDIAGNOSIS AND TESTING

GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . 138REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 140

HOLDING CLUTCHESDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 141OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 142

HOLDING CLUTCH B1DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 143ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

HOLDING CLUTCH B2DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 148ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 150

INPUT SPEED SENSORSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 153OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 154

OIL PUMPDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 154OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 154DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 155

VA TRANSMISSION 21 - 1

INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 155ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 156

OUTPUT SHAFT BEARINGREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 158

OUTPUT SHAFT SEALREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 159

PARK LOCK CABLEREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 161

PISTONSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 163OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 163

PLANETARY GEARTRAINDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 164OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 165DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 166ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

SHIFT MECHANISMDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 168OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 168

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 170

SOLENOIDDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 171OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 174

TEMPERATURE SENSOR/PARK-NEUTRALCONTACTDESCRIPTION

PARK/NEUTRAL CONTACT . . . . . . . . . . . . . 176TRANSMISSION TEMPERATURE SENSOR . 176

OPERATIONPARK/NEUTRAL CONTACT . . . . . . . . . . . . . 177TRANSMISSION TEMPERATURE SENSOR . 177

TORQUE CONVERTERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 178OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 182REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 184

TORQUE CONVERTER HUB SEALREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 184

21 - 2 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION VA

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION

DESCRIPTION

The NAG1 automatic transmission (Fig. 1) is anelectronically controlled 5-speed transmission with alock-up clutch in the torque converter. The ratios forthe gear stages are obtained by 3 planetary gear sets.Fifth gear is designed as an overdrive with a high-speed ratio.

NAG1 identifies a family of transmissions andmeans “N”ew “A”utomatic “G”earbox, generation 1.Various marketing names are associated with theNAG1 family of transmissions, depending on thetransmisson variation being used in a specific vehi-cle. Some examples of the marketing names are:W5A300, W5A380, and W5A580. The marketingname can be interpreted as follows:

• W = A transmission using a hydraulic torqueconverter.

• 5 = 5 forward gears.• A = Automatic Transmission.

• 580 = Maximum input torque capacity in New-ton meters.

The gears are actuated electronically/hydraulically.The gears are shifted by means of an appropriatecombination of three multi-disc holding clutches,three multi-disc driving clutches, and two freewheel-ing clutches.

Electronic transmission control enables preciseadaptation of pressures to the respective operatingconditions and to the engine output during the shiftphase which results in a significant improvement inshift quality.

Furthermore, it offers the advantage of a flexibleadaptation to various vehicle and engines.

Basically, the automatic transmission with elec-tronic control offers the following advantages:

• Reduces fuel consumption.• Improved shift comfort.• More favourable step-up through the five gears.

Fig. 1 NAG1 Automatic Transmission1 - TORQUE CONVERTER 11 - PARKING LOCK GEAR2 - OIL PUMP 12 - INTERMEDIATE SHAFT3 - DRIVESHAFT 13 - FREEWHEEL F24 - MULTI-DISC HOLDING CLUTCH B1 14 - REAR PLANETARY GEAR SET5 - DRIVING CLUTCH K1 15 - CENTER PLANETARY GEAR SET6 - DRIVING CLUTCH K2 16 - ELECTROHYDRAULIC CONTROL UNIT7 - MULTI-DISC HOLDING CLUTCH B3 17 - FRONT PLANETARY GEAR SET8 - DRIVING CLUTCH K3 18 - FREEWHEEL F19 - MULTI-DISC HOLDING CLUTCH B2 19 - STATOR SHAFT10 - OUTPUT SHAFT 20 - TORQUE CONVERTER LOCK-UP CLUTCH

VA AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 3

• Increased service life and reliability.• Lower maintenance costs.

TRANSMISSION IDENTIFICATIONThe transmission can be generically identified

visually by the presence of a round 13-way connectorlocated near the front corner of the transmission oilpan, on the right side. Specific transmission informa-tion can be found stamped into a pad on the left sideof the transmission, above the oil pan rail.

TRANSMISSION GEAR RATIOSThe gear ratios for the NAG1 automatic transmis-

sion are as follows:

1st Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.59:12nd Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.19:13rd Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.41:14th Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:15th Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.83:1Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16:1

TRANSMISSION HOUSINGThe converter housing and transmission are made

from a light alloy. These are bolted together and cen-tered via the outer multi-disc carrier of multi-discholding clutch, B1. A coated intermediate plate pro-vides the sealing. The oil pump and the outer multi-disc carrier of the multi-disc holding clutch, B1, arebolted to the converter housing. The stator shaft ispressed into it and prevented from rotating bysplines. The electrohydraulic unit is bolted to thetransmission housing from underneath. A sheetmetal steel oil pan forms the closure.

MECHANICAL SECTIONThe mechanical section consists of a input shaft,

output shaft, a sun gear shaft, and three planetarygear sets which are coupled to each other. The plan-etary gear sets each have four planetary piniongears. The oil pressure for the torque converterlock-up clutch and clutch K2 is supplied throughbores in the input shaft. The oil pressure to clutchK3 is transmitted through the output shaft. Thelubricating oil is distributed through additional boresin both shafts. All the bearing points of the gear sets,as well as the freewheeling clutches and actuators,are supplied with lubricating oil. The parking lockgear is connected to the output shaft via splines.

Freewheeling clutches F1 and F2 are used to opti-mize the shifts. The front freewheel, F1, is supportedon the extension of the stator shaft on the transmis-sion side and, in the locking direction, connects thesun gear of the front planetary gear set to the trans-mission housing. In the locking direction, the rearfreewheeling clutch, F2, connects the sun gear of thecenter planetary gear set to the sun gear of the rearplanetary gear set.

ELECTROHYDRAULIC CONTROL UNITThe electrohydraulic control unit comprises the

shift plate made from light alloy for the hydrauliccontrol and an electrical control unit. The electricalcontrol unit comprises of a supporting body made ofplastic, into which the electrical components areassembled. The supporting body is mounted on theshift plate and screwed to it.

Strip conductors inserted into the supporting bodymake the connection between the electrical compo-nents and a plug connector. The connection to thewiring harness on the vehicle and the transmissioncontrol module (TCM) is produced via this 13-pinplug connector with a bayonet lock.

SHIFT GROUPSThe hydraulic control components (including actua-

tors) which are responsible for the pressure distribu-tion before, during, and after a gear change aredescribed as a shift group. Each shift group containsa command valve, a holding pressure shift valve, ashift pressure shift valve, overlap regulating valve,and a solenoid.

The hydraulic system contains three shift groups:1-2/4-5, 2-3, and 3-4. Each shift group can also bedescribed as being in one of two possible states. Theactive shift group is described as being in the shiftphase when it is actively engaging/disengaging aclutch combination. The 1-2/4-5 shift group controlthe B1 and K1 clutches. The 2-3 shift group controlsthe K2 and K3 clutches. The 3-4 shift group controlsthe K3 and B2 clutches.

OPERATIONThe transmission control is divided into the elec-

tronic and hydraulic transmission control functions.While the electronic transmission control is responsi-ble for gear selection and for matching the pressuresto the torque to be transmitted, the transmission’spower supply control occurs via hydraulic elementsin the electrohydraulic control module. The oil supplyto the hydraulic elements, such as the hydrodynamictorque converter, the shift elements and the hydrau-lic transmission control, is provided by way of an oilpump connected with the torque converter.

The Transmission Control Module (TCM) allows forthe precise adaptation of pressures to the correspond-ing operating conditions and to the engine outputduring the gearshift phase, resulting in a noticeableimprovement in shift quality. The engine speed limitcan be reached in the individual gears at full throttleand kickdown. The shift range can be changed in theforward gears while driving, but the TCM employs adownshift safeguard to prevent over-revving theengine. The system offers the additional advantage of


flexible adaptation to different vehicle and enginevariants.

EMERGENCY RUNNING FUNCTIONIn order to ensure a safe driving state and to pre-

vent damage to the automatic transmission, the TCMcontrol module switches to limp-home mode in theevent of critical faults. A diagnostic trouble code(DTC) assigned to the fault is stored in memory. Allsolenoid and regulating valves are thus de-energized.

The net effect is:• The last engaged gear remains engaged.• The modulating pressure and shift pressures

rise to the maximum levels.• The torque converter lockup clutch is deacti-

vated.In order to preserve the operability of the vehicle

to some extent, the hydraulic control can be used toengage 2nd gear or reverse using the following pro-cedure:

• Stop the vehicle.• Move selector lever to “P”.• Switch off engine.• Wait at least 10 seconds.• Start engine.• Move selector lever to D: 2nd gear.• Move selector lever to R: Reverse gear.The limp-home function remains active until the

DTC is rectified or the stored DTC is erased with theappropriate scan tool. Sporadic faults can be resetvia ignition OFF/ON.

CLUTCH APPLICATIONRefer to CLUTCH APPLICATION for which shift

elements are applied in each gear position.

CLUTCH APPLICATION

GEAR RATIO B1 B2 B3 K1 K2 K3 F1 F2

1 3.59 X* X X* X X

2 2.19 X X X* X

3 1.41 X X X

4 1.00 X X X

5 0.83 X X X X*

N N/A X X

R 3.16 X* X X X

R - LimpIn

1.93 X X X

* = The shift components required during coast.

VA AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 5

FIRST GEAR POWERFLOW

Fig. 2 First Gear Powerflow1 - TORQUE CONVERTER LOCK-UP CLUTCH 14 - CENTER PLANETARY CARRIER2 - TORQUE CONVERTER TURBINE 15 - REAR PLANETARY CARRIER3 - TORQUE CONVERTER IMPELLER 16 - TORQUE CONVERTER STATOR4 - HOLDING CLUTCH B1 17 - FRONT PLANETARY PINION GEARS5 - HOLDING CLUTCH B3 18 - CENTER PLANETARY PINION GEARS6 - HOLDING CLUTCH B2 19 - REAR PLANETARY PINION GEARS7 - DRIVING CLUTCH K1 20 - FREEWHEELING CLUTCH F18 - FRONT PLANETARY ANNULUS GEAR 21 - FRONT PLANETARY SUN GEAR9 - DRIVING CLUTCH K2 22 - CENTER PLANETARY SUN GEAR10 - CENTER PLANETARY ANNULUS GEAR 23 - REAR PLANETARY SUN GEAR11 - REAR PLANETARY ANNULUS GEAR 24 - FREEWHEELING CLUTCH F212 - DRIVING CLUTCH K3 25 - INPUT SHAFT13 - FRONT PLANETARY CARRIER 26 - OUTPUT SHAFTA - ENGINE SPEED D - SECOND GEAR RATIOB - TRANSMISSION INPUT SPEED E - THIRD GEAR RATIOC - FIRST GEAR RATIO F - FIXED PARTS


TIRES / WHEELS

TABLE OF CONTENTS

page page

TIRES/WHEELSDIAGNOSIS AND TESTING - TIRE AND

WHEEL RUNOUT . . . . . . . . . . . . . . . . . . . . . . 1STANDARD PROCEDURE

STANDARD PROCEDURE - MATCHMOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

STANDARD PROCEDURE - TIRE ANDWHEEL BALANCE . . . . . . . . . . . . . . . . . . . . . . 4

STANDARD PROCEDURE - TIRE ROTATION . 6SPECIFICATIONS

TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 7TIRES

DESCRIPTIONDESCRIPTION - TIRES . . . . . . . . . . . . . . . . . . 7DESCRIPTION - RADIAL – PLY TIRES . . . . . . 7DESCRIPTION - TIRE PRESSURE FOR

HIGH SPEEDS. . . . . . . . . . . . . . . . . . . . . . . . . 8DESCRIPTION - REPLACEMENT TIRES . . . . . 8DESCRIPTION - TIRE INFLATION

PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . 8DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - PRESSUREGAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

DIAGNOSIS AND TESTING - TIRE NOISEOR VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . 9

DIAGNOSIS AND TESTING - TREAD WEARINDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . 9

DIAGNOSIS AND TESTING - TIRE WEARPATTERNS . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

DIAGNOSIS AND TESTING - TIRE/VEHICLELEAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

STANDARD PROCEDURE - REPAIRINGLEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12SPECIFICATIONS

TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12SPARE TIRE CARRIER


WHEELSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13DIAGNOSIS AND TESTING

WHEEL INSPECTION . . . . . . . . . . . . . . . . . . 13STANDARD PROCEDURE

STANDARD PROCEDURE - WHEELREPLACEMENT. . . . . . . . . . . . . . . . . . . . . . . 13

STANDARD PROCEDURE - DUAL REARWHEEL INSTALLATION . . . . . . . . . . . . . . . . . 13


TIRES / WHEELS

DIAGNOSIS AND TESTING - TIRE AND WHEELRUNOUT

Radial runout is the difference between the highand low points on the tire or wheel (Fig. 1).

Lateral runout is the wobble of the tire orwheel.

Fig. 1 Checking Tire/Wheel/Hub Runout1 - RADIAL RUNOUT2 - LATERAL RUNOUT

VA TIRES/WHEELS 22 - 1

Radial runout of more than 1.5 mm (.060 inch)measured at the center line of the tread may causethe vehicle to shake.

Lateral runout of more than 2.0 mm (.080 inch)measured near the shoulder of the tire may cause thevehicle to shake.

Sometimes radial runout can be reduced. Relocatethe wheel and tire assembly on the mounting studs(See Method 1). If this does not reduce runout to anacceptable level, the tire can be rotated on the wheel.(See Method 2).

METHOD 1 (RELOCATE WHEEL ON HUB)(1) Drive vehicle a short distance to eliminate tire

flat spotting from a parked position.(2) Check wheel bearings and adjust if adjustable

or replace if necessary.(3) Check the wheel mounting surface.(4) Relocate wheel on the mounting, two studs

over from the original position.(5) Tighten wheel nuts until all are properly

torqued, to eliminate brake distortion.(6) Check radial runout. If still excessive, mark

tire sidewall, wheel, and stud at point of maximumrunout and proceed to Method 2.

METHOD 2 (RELOCATE TIRE ON WHEEL)

NOTE: Rotating the tire on wheel is particularlyeffective when there is runout in both tire andwheel.

(1) Remove tire from wheel and mount wheel onservice dynamic balance machine.

(2) Check wheel radial runout (Fig. 2) and lateralrunout (Fig. 3).

• STEEL WHEELS: Radial runout 0.031 in., Lat-eral runout 0.031 in. (maximum)

• ALUMINUM WHEELS: Radial runout 0.020 in.,Lateral runout 0.025 in. (maximum)

(3) If point of greatest wheel lateral runout is nearoriginal chalk mark, remount tire 180 degrees.Recheck runout, Refer to match mounting proce-dure.

STANDARD PROCEDURE

STANDARD PROCEDURE - MATCH MOUNTINGWheels and tires are match mounted at the factory.

This means that the high spot of the tire is matchedto the low spot on the wheel rim. Each are markedwith a bright colored temporary label on the out-board surface for alignment. The wheel is also

Fig. 2 Radial Runout1 - MOUNTING CONE2 - SPINDLE SHAFT3 - WING NUT4 - PLASTIC CUP5 - DIAL INDICATOR6 - WHEEL7 - DIAL INDICATOR

Fig. 3 Lateral Runout1 - MOUNTING CONE2 - SPINDLE SHAFT3 - WING NUT4 - PLASTIC CUP5 - DIAL INDICATOR6 - WHEEL7 - DIAL INDICATOR

22 - 2 TIRES/WHEELS VA

marked permanently on the inside of the rim in thetire well. This permanent mark may be a paint dotor line, a permanent label or a stamped impressionsuch as an X. An optional location mark is a smallspherical indentation on the vertical face of the out-board flange on some non styled base steel wheels.The tire must be removed to locate the permanentmark on the inside of the wheel.

Before dismounting a tire from its wheel, a refer-ence mark should be placed on the tire at the valvestem location. This reference will ensure that it isremounted in the original position on the wheel.

(1) Remove the tire and wheel assembly from thevehicle and mount on a service dynamic balancemachine.

(2) Measure the total runout on the center of thetire tread rib with a dial indicator. Record the indi-cator reading. Mark the tire to indicate the high spot.Place a mark on the tire at the valve stem location(Fig. 4).

(3) Break down the tire and remount it 180degrees on the rim (Fig. 5).

(4) Measure the total indicator runout again. Markthe tire to indicate the high spot.

(5) If runout is still excessive, the following proce-dures must be done.

• If the high spot is within 101.6 mm (4.0 in.) ofthe first spot and is still excessive, replace the tire.

• If the high spot is within 101.6 mm (4.0 in.) ofthe first spot on the wheel, the wheel may be out ofspecifications. Refer to Wheel and Tire Runout.

• If the high spot is NOT within 101.6 mm (4.0in.) of either high spot, draw an arrow on the treadfrom second high spot to first. Break down the tireand remount it 90 degrees on rim in that direction(Fig. 6). This procedure will normally reduce therunout to an acceptable amount, if not replace therim.

Fig. 4 First Measurement On Tire1 - REFERENCE MARK2 - 1ST MEASUREMENTHIGH SPOT MARK TIRE AND RIM3 - WHEEL4 - VALVE STEM

Fig. 5 Remount Tire 180 Degrees1 - VALVE STEM2 - REFERENCE MARK


STANDARD PROCEDURE - TIRE AND WHEELBALANCE

It is recommended that a two plane servicedynamic balancer be used when a tire and wheelassembly require balancing. Refer to balancer opera-tion instructions for proper cone mounting proce-dures. Typically use front cone mounting method forsteel wheels. For aluminum wheel use back conemounting method without cone spring.

NOTE: Static should be used only when a two planebalancer is not available.

NOTE: Cast aluminum and forged aluminum wheelsrequire coated balance weights and special align-ment equipment.

Wheel balancing can be accomplished with eitheron or off vehicle equipment. When using on-vehiclebalancing equipment, remove the opposite wheel/tire.Off-vehicle balancing is recommended.

For static balancing, find the location of the heavyspot causing the imbalance. Counter balance wheeldirectly opposite the heavy spot. Determine weightrequired to counter balance the area of imbalance.Place half of this weight on the inner rim flange andthe other half on the outer rim flange (Fig. 7).

For dynamic balancing, the balancing equipment isdesigned to locate the amount of weight to be appliedto both the inner and outer rim flange (Fig. 8).

Fig. 6 Remount Tire 90 Degrees In Direction ofArrow

1 - 2ND HIGH SPOT ON TIRE2 - 1ST HIGH SPOT ON TIRE


Fig. 7 Static Unbalance & Balance1 - HEAVY SPOT2 - CENTER LINE OF SPINDLE3 - ADD BALANCE WEIGHTS HERE

4 - CORRECTIVE WEIGHT LOCATION5 - TIRE OR WHEEL TRAMP, OR WHEEL HOP


STANDARD PROCEDURE - TIRE ROTATIONTires on the front and rear axles operate at differ-

ent loads and perform different steering, driving, andbraking functions. For these reasons, the tires wearat unequal rates. They may also develop irregularwear patterns. These effects can be reduced by rotat-ing the tires according to the maintenance schedulein the Owners Manual. This will improve tread life,traction and maintain a smooth quiet ride.

The recommended method of tire rotation is (Fig.9) & (Fig. 10). Other methods can be used, but maynot provide the same tire longevity benefits.

CAUTION: 3500 Dual rear tires have a new tire rota-tion pattern. This is to accommodate the asymmet-rical design of the ON/OFF road tires and the use ofthe outlined white letter (OWL) tires. When replac-ing a flat, the spare tire may have to be remountedon the rim or installed at a different location tomaintain the correct placement of the asymmetricaldesign or the (OWL).

Fig. 8 Dynamic Unbalance & Balance1 - CENTER LINE OF SPINDLE2 - ADD BALANCE WEIGHTS HERE

3 - CORRECTIVE WEIGHT LOCATION4 - HEAVY SPOT WHEEL SHIMMY AND VIBRATION

Fig. 9 TIRE ROTATION PATTERN - SINGLE REARWHEEL (SRW)

Fig. 10 TIRE ROTATION PATTERN - DUAL REARWHEELS (DRW)


BODY

TABLE OF CONTENTS

page page

BODYWARNING

SAFETY PRECAUTIONS AND WARNINGS . . . 1DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - WATER LEAKS . 1DIAGNOSIS AND TESTING - WIND NOISE . . . 2

STANDARD PROCEDURESTANDARD PROCEDURE - PLASTIC BODY

PANEL REPAIR . . . . . . . . . . . . . . . . . . . . . . . . 3STANDARD PROCEDURE - BUZZ, SQUEAK

& RATTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 10SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . 11

DOOR - FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . 13DOORS - REAR . . . . . . . . . . . . . . . . . . . . . . . . . . 23DOORS - SLIDING . . . . . . . . . . . . . . . . . . . . . . . . 35EXTERIOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . 55INTERIOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70PAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79STATIONARY GLASS . . . . . . . . . . . . . . . . . . . . . 84WEATHERSTRIP/SEALS . . . . . . . . . . . . . . . . . . . 90BODY STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . 91

BODY

WARNING

SAFETY PRECAUTIONS AND WARNINGS

WARNING: USE AN OSHA APPROVED BREATHINGFILTER WHEN SPRAYING PAINT OR SOLVENTS INA CONFINED AREA. PERSONAL INJURY CANRESULT.

• AVOID PROLONGED SKIN CONTACT WITHPETROLEUM OR ALCOHOL – BASED CLEANINGSOLVENTS. PERSONAL INJURY CAN RESULT.

• DO NOT STAND UNDER A HOISTED VEHICLETHAT IS NOT PROPERLY SUPPORTED ON SAFETYSTANDS. PERSONAL INJURY CAN RESULT.

CAUTION: When holes must be drilled or punchedin an inner body panel, verify depth of space to theouter body panel, electrical wiring, or other compo-nents. Damage to vehicle can result.

• Do not weld exterior panels unless combustiblematerial on the interior of vehicle is removed fromthe repair area. Fire or hazardous conditions, canresult.

• Always have a fire extinguisher ready for usewhen welding.

• Disconnect the negative (-) cable clamp fromthe battery when servicing electrical componentsthat are live when the ignition is OFF. Damage toelectrical system can result.

• Do not use abrasive chemicals or compoundson painted surfaces. Damage to finish can result.

• Do not use harsh alkaline based cleaning sol-vents on painted or upholstered surfaces. Damageto finish or color can result.

• Do not hammer or pound on plastic trim panelwhen servicing interior trim. Plastic panels canbreak.


DIAGNOSIS AND TESTING - WATER LEAKSWater leaks can be caused by poor sealing,

improper body component alignment, body seamporosity, missing plugs, or blocked drain holes. Cen-trifugal and gravitational force can cause water todrip from a location away from the actual leak point,making leak detection difficult. All body sealingpoints should be water tight in normal wet-drivingconditions. Water flowing downward from the front ofthe vehicle should not enter the passenger or luggagecompartment. Moving sealing surfaces will notalways seal water tight under all conditions. Attimes, side glass or door seals will allow water toenter the passenger compartment during high pres-sure washing or hard driving rain (severe) condi-tions. Overcompensating on door or glassadjustments to stop a water leak that occurs undersevere conditions can cause premature seal wear andexcessive closing or latching effort. After completinga repair, water test vehicle to verify leak has stoppedbefore returning vehicle to use.

VISUAL INSPECTION BEFORE WATER LEAK TESTSVerify that floor and body plugs are in place, body

drains are clear, and body components are properly

VA BODY 23 - 1

aligned and sealed. If component alignment or seal-ing is necessary, refer to the appropriate section ofthis group for proper procedures.

WATER LEAK TESTS

WARNING: DO NOT USE ELECTRIC SHOP LIGHTSOR TOOLS IN WATER TEST AREA. PERSONALINJURY CAN RESULT.

When the conditions causing a water leak havebeen determined, simulate the conditions as closelyas possible.

• If a leak occurs with the vehicle parked in asteady light rain, flood the leak area with an open-ended garden hose.

• If a leak occurs while driving at highway speedsin a steady rain, test the leak area with a reasonablevelocity stream or fan spray of water. Direct thespray in a direction comparable to actual conditions.

• If a leak occurs when the vehicle is parked on anincline, hoist the end or side of the vehicle to simu-late this condition. This method can be used whenthe leak occurs when the vehicle accelerates, stops orturns. If the leak occurs on acceleration, hoist thefront of the vehicle. If the leak occurs when braking,hoist the back of the vehicle. If the leak occurs on leftturns, hoist the left side of the vehicle. If the leakoccurs on right turns, hoist the right side of the vehi-cle. For hoisting recommendations (Refer to LUBRI-CATION & MAINTENANCE/HOISTING -STANDARD PROCEDURE).

WATER LEAK DETECTIONTo detect a water leak point-of-entry, do a water

test and watch for water tracks or droplets formingon the inside of the vehicle. If necessary, remove inte-rior trim covers or panels to gain visual access to theleak area. If the hose cannot be positioned withoutbeing held, have someone help do the water test.

Some water leaks must be tested for a considerablelength of time to become apparent. When a leakappears, find the highest point of the water track ordrop. The highest point usually will show the point ofentry. After leak point has been found, repair theleak and water test to verify that the leak hasstopped.

Locating the entry point of water that is leakinginto a cavity between panels can be difficult. Thetrapped water may splash or run from the cavity,often at a distance from the entry point. Most waterleaks of this type become apparent after accelerating,stopping, turning, or when on an incline.

MIRROR INSPECTION METHODWhen a leak point area is visually obstructed, use

a suitable mirror to gain visual access. A mirror can

also be used to deflect light to a limited-access areato assist in locating a leak point.

BRIGHT LIGHT LEAK TEST METHODSome water leaks in the luggage compartment can

be detected without water testing. Position the vehi-cle in a brightly lit area. From inside the darkenedluggage compartment inspect around seals and bodyseams. If necessary, have a helper direct a drop lightover the suspected leak areas around the luggagecompartment. If light is visible through a normallysealed location, water could enter through the open-ing.

PRESSURIZED LEAK TEST METHODWhen a water leak into the passenger compart-

ment cannot be detected by water testing, pressurizethe passenger compartment and soap test exterior ofthe vehicle. To pressurize the passenger compart-ment, close all doors and windows, start engine, andset heater control to high blower in HEAT position. Ifengine can not be started, connect a charger to thebattery to ensure adequate voltage to the blower.With interior pressurized, apply dish detergent solu-tion to suspected leak area on the exterior of thevehicle. Apply detergent solution with spray device orsoft bristle brush. If soap bubbles occur at a bodyseam, joint, seal or gasket, the leak entry point couldbe at that location.

DIAGNOSIS AND TESTING - WIND NOISEWind noise is the result of most air leaks. Air leaks

can be caused by poor sealing, improper body compo-nent alignment, body seam porosity, or missing plugsin the engine compartment or door hinge pillar areas.All body sealing points should be airtight in normaldriving conditions. Moving sealing surfaces will notalways seal airtight under all conditions. At times,side glass or door seals will allow wind noise to benoticed in the passenger compartment during highcross winds. Over compensating on door or glassadjustments to stop wind noise that occurs undersevere conditions can cause premature seal wear andexcessive closing or latching effort. After a repair pro-cedure has been performed, test vehicle to verifynoise has stopped before returning vehicle to use.

VISUAL INSPECTION BEFORE TESTSVerify that floor and body plugs are in place and

body components are aligned and sealed. If compo-nent alignment or sealing is necessary, refer to theappropriate section of this group for proper proce-dures.

ROAD TESTING WIND NOISE(1) Drive the vehicle to verify the general location

of the wind noise.

23 - 2 BODY VA

(2) Apply 50 mm (2 in.) masking tape in 150 mm(6 in.) lengths along weatherstrips, weld seams ormoldings. After each length is applied, drive the vehi-cle. If noise goes away after a piece of tape is applied,remove tape, locate, and repair defect.

POSSIBLE CAUSE OF WIND NOISE• Moldings standing away from body surface can

catch wind and whistle.• Gaps in sealed areas behind overhanging body

flanges can cause wind-rushing sounds.• Misaligned movable components.• Missing or improperly installed plugs in pillars.• Weld burn through holes.

STANDARD PROCEDURE

STANDARD PROCEDURE - PLASTIC BODYPANEL REPAIR

There are many different types of plastics used intoday’s automotive environment. We group plastics inthree different categories: Rigid, Semi-Rigid, andFlexible. Any of these plastics may require the use ofan adhesion promoter for repair. These types of plas-tic are used extensively on DaimlerChrysler Motorsvehicles. Always follow repair material manufactur-er’s plastic identification and repair procedures.

Rigid Plastics:Examples of rigid plastic use: Fascias, Hoods,

Doors, and other Body Panels, which include SMC,ABS, and Polycarbonates.

Semi - Rigid Plastics:Examples of semi-rigid plastic use: Interior Panels,

Under Hood Panels, and other Body Trim Panels.

Flexible Plastics:Examples of flexible plastic use: Fascias, Body

Moldings, and upper and lower Fascia Covers.

Repair Procedure:The repair procedure for all three categories of

plastics is basically the same. The one difference isthe material used for the repair. The materials must

be specific for each substrate, rigid repair materialfor rigid plastic repair, semi-rigid repair material forsemi-rigid plastic repair and flexible repair materialfor flexible plastic repair.

Adhesion Promoter / Surface Modifier:Adhesion Promoters/Surface Modifiers are required

for certain plastics. All three categories may haveplastics that require the use of adhesion promoter/surface modifiers. Always follow repair material man-ufacturer’s plastic identification and repairprocedures.

SAFETY PRECAUTION AND WARNINGS

WARNING:• EYE PROTECTION SHOULD BE USED WHEN

SERVICING COMPONENTS. PERSONAL INJURYCAN RESULT.

• USE AN OSHA APPROVED BREATHING MASKWHEN MIXING EPOXY, GRINDING, AND SPRAYINGPAINT OR SOLVENTS IN A CONFINED AREA. PER-SONAL INJURY CAN RESULT.

• AVOID PROLONGED SKIN CONTACT WITHRESIN, PETROLEUM, OR ALCOHOL BASED SOL-VENTS. PERSONAL INJURY CAN RESULT.

• DO NOT VENTURE UNDER A HOISTED VEHI-CLE THAT IS NOT PROPERLY SUPPORTED ONSAFETY STANDS. PERSONAL INJURY CANRESULT.

NOTE:• When holes must be drilled or cut in body pan-

els, verify locations of internal body componentsand electrical wiring. Damage to vehicle can result.

• Do not use abrasive chemicals or compoundson undamaged painted surfaces around repairareas. Damage to finish can result.

RIGID, SEMI-RIGID, AND FLEXIBLE PLASTIC PARTS TYPES

CODE FAMILY NAME COMMON TRADE NAME TYPICAL APPLICATION

ASA ACRYLONITRILE STYRENEACRYLITE

LURAN S CONSOLES, GRILLES

ABS ACRYLONITRILE BUTADI-ENE STYRENE

TERLURAN 9A” PILLARS, CONSOLES,GRILLES

ABS/PC ABS/PC ALLOY PULSE, PROLOY, BAY-BLEND

DOORS, INSTRUMENT PAN-ELS

VA BODY 23 - 3


ABS/PVC ABS/PV ALLOY PROLOY, PULSE, LUSTRAN,CYCLOVIN

DOOR PANELS, GRILLES,TRIM

BMC BULK MOLDING COM-POUND

BMC FENDER EXTENSIONS

EMA EHTYLENE METHYL ACRY-LATE/IONOMER

SURLYN, EMA, IONOMER BUMPER GUARDS, PADS

METTON METTON METTON GRILLES, KICK PANELS,RUNNING BOARDS

MPPO MODIFIED POLYPHE-NYLENE OXIDE

MPPO SPOILER ASSEMBLY

PA POLYAMID ZYTEL, VYDYNE, PA, MIN-LON

FENDERS, QUARTER PAN-ELS

PET THERMOPLASTIC POLYES-TER

RYNITE TRIM

PBT/PPO PBT/PPO ALLOY GERMAX CLADDINGS

PBTP POLYBUTYLENETHEREPTHALATE

PBT, PBTP, POCAN, VALOX WHEEL COVERS, FENDERS,GRILLES

PBTP/EEBC POLYBUTYLENETHEREPTHALATE/EEBCALLOY

BEXLOY, “M”, PBTP/EEBC FASCIAS, ROCKER PANEL,MOLDINGS

PC POLYCARBONATE LEXAN, MERLON, CALIBRE,MAKROLON PC

TAIL LIGHT LENSES, IPTRIM, VALANCE PANELS

PC/ABS PC/ABS ALLOY GERMAX, BAY BLENDS,PULSE

DOORS, INSTRUMENT PAN-ELS

PPO POLYPHENYLENE OXIDE AZDEL, HOSTALEN, MAR-LEX, PRFAX, NORYL, GTX,PPO

INTERIOR TRIM, DOOR PAN-ELS, SPLASH SHIELDS,STEERING COLUMNSHROUD

PPO/PA POLYPHENYLENE/POLYA-MID

PPO/PA, GTX 910 FENDERS, QUARTER PAN-ELS

PR/FV FIBERGLASS REINFORCEDPLASTIC

FIBERGLASS, FV, PR/FV BODY PANELS

PS POLYSTYRENE LUSTREX, STYRON, PS DOOR PANELS, DASH PAN-ELS

RTM RESIN TRANSFER MOLD-ING COMPOUND

RTM BODY PANELS

SMC SHEET MOLDED COM-POUND

SMC BODY PANELS

TMC TRANSFER MOLDINGCOMPOUND

TMC GRILLES

UP UNSATURATED POLYES-TER (THERMOSETTING)

SMC, BMC, TMC, ZMC, IMC,XSMC, UP

GRILLE OPENING PANEL,LIFTGATES, FLARESIDEFENDERS, FENDER EXTEN-SIONS

EEBC ETHER/ESTER BLOCKEDCO-POLYMER

EEBC BUMPERS

EEBC/PBTP EEBC/POLYBUTYLENETEREPTHALATE

EEBC, PBTP, BEXLOY BUMPER, ROCKER PANELS

23 - 4 BODY VA


EMPP ETHYLENE MODIFIEDPOLYPROPYLENE

EMPP BUMPER COVERS

EPDM ETHYLENE/PROPROPY-LENE DIENE MONOMER

EPDM, NORDEL, VISTALON BUMPERS

EPM ETHYLENE/PROPROPY-LENE CO-POLYMER

EPM FENDERS

MPU FOAM POLYURETHANE MPU SPOILERS

PE POLYETHYLENE ALATHON, DYLAN,LUPOLEN, MARLEX

-

PP POLYPROPYLENE(BLENDS)

NORYL, AZDEL, MARLOX,DYLON, PRAVEX

INNER FENDER, SPOILERS,KICK PANELS

PP/EPDM PP/EPDM ALLOY PP/EPDM SPOILERS, GRILLES

PUR POLYURETHANE COLONELS, PUR, PU FASCIAS, BUMPERS

PUR/PC PUR/PC ALLOY TEXIN BUMPERS

PVC POLYVINYL CHLORIDE APEX, GEON, VINYLITE BODY MOLDINGS, WIRE IN-SULATION, STEERINGWHEELS

RIM REACTION INJECTEDMOLDED POLYURETHANE

RIM, BAYFLEX FRONT FASCIAS, MODULARWINDOWS

RRIM REINFORCED REACTIONINJECTED MOLDED

PUR, RRIM FASCIAS, BODY PANELS,BODY TRIMS

TPE THERMO POLYETHYLENE TPE, HYTREL, BEXLOY-V FASCIAS, BUMPERS, CLAD-DINGS

TPO THERMOPOLYOLEFIN POLYTROPE, RENFLEX,SANTOPRENE, VISAFLEX,ETA, APEX, TPO, SHIELDS,CLADDINGS

BUMPERS, END CAPS, TEL-CAR, RUBBER, STRIPS,SIGHT, INTERIOR B POST

TPP THERMO-POLYPROPYLENE TPP BUMPERS

TPU THERMOPOLYURETHANE,POLYESTER

TPU, HYTREL, TEXIN, ES-TANE

BUMPERS, BODY SIDE,MOLDINGS, FENDERS, FAS-CIAS

PANEL SECTIONINGIf it is required to section a large panel for a plas-

tic repair, it will be necessary to reinforce the panel(Fig. 1). To bond two plastic panels together, a rein-forcement must overlap both panels. The panelsmust be “V’d” at a 20 degree angle. The area to bereinforced should be washed, then sanded. Be sure towipe off any excess soap and water when finished.Lightly sand or abrade the plastic with an abrasivepad or sandpaper. Blow off any dust with compressedair or wipe with a clean dry rag.

Fig. 1 PANEL SECTIONING1 - EXISTING PANEL2 - NEW PANEL3 - PANEL ADHESIVE4 - BONDING STRIP

VA BODY 23 - 5

When bonding plastic panels, Follow repair mate-rial manufacturers recommendations. Be sure thatenough adhesive has been applied to allow squeezeout and to fill the full bond line. Once the pieceshave been brought together, do not move them untilthe adhesive is cured. The assembly can be heldtogether with clamps, rivets, etc. A faster cure can beobtained by heating with a heat lamp or heat gun.After the parts have been bonded and have had timeto cure, rough sand the seam and apply the finaladhesive filler to the area being repaired. Smooth thefiller with a spreader, wooden tongue depressor, orsqueegee. For fine texturing, a small amount ofwater can be applied to the filler surface whilesmoothing. The cured filler can be sanded as neces-sary and, as a final step, cleanup can be done withsoapy water. Wipe the surface clean with a dry clothallowing time for the panel to dry before moving onwith the repair.

PANEL REINFORCEMENTStructural repair procedures for rigid panels with

large cracks and holes will require a reinforcementbacking. Reinforcements can be made with severalapplications of glass cloth saturated with structuraladhesive. Semi-rigid or flexible repair materialsshould be used for semi-rigid or flexible backing rein-forcement (Fig. 2) and (Fig. 3). Open meshed fiber-glass dry wall tape can be used to form areinforcement. The dry wall tape allows the resin topenetrate through and make a good bond betweenthe panel and the adhesive. Structurally, the moredry wall tape used, the stronger the repair.

Another kind of repair that can be done to repairlarge cracks and holes is to use a scrap piece of sim-ilar plastic and bond with structural adhesive. Thereinforcement should cover the entire break andshould have a generous amount of overlap on eitherside of the cracked or broken area.

When repairing plastic, the damaged area is first“V’d” out, or beveled. Large bonding areas are desir-able when repairing plastic because small repairs areless likely to hold permanently. Beveling the areaaround a crack at a 20 degree angle will increase thebonding surface for a repair (Fig. 4). It is recom-mended that sharp edges be avoided because thejoint may show through after the panel is refinished.

• Panel repair for both flexible and rigid panelsare basically the same. The primary differencebetween flexible panel repair and rigid panel repairis in the adhesive materials used (Fig. 5).

• The technician should first decide what needs tobe done when working on any type of body panel.One should determine if it is possible to return thedamage part to its original strength and appearancewithout exceeding the value of the replacement part.

• When plastic repairs are required, it is recom-mended that the part be left on the vehicle whenevery possible. That will save time, and the panel

Fig. 2 SOFTENED EDGES1 - SOFTENED EDGES2 - PANEL ADHESIVE3 - BONDING STRIP

Fig. 3 PANEL REINFORCEMENT1 - PANEL ADHESIVE2 - REINFORCEMENT

Fig. 4 BEVELING ANGLE - 20 DEGREE

23 - 6 BODY VA

HEATING & AIR CONDITIONING

TABLE OF CONTENTS

page page

HEATING & AIR CONDITIONINGDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2DIAGNOSIS AND TESTING

A/C PERFORMANCE . . . . . . . . . . . . . . . . . . . . 3HEATER PERFORMANCE TEST . . . . . . . . . . . 5ATC FUNCTION TEST . . . . . . . . . . . . . . . . . . . 6

SPECIFICATIONSHEATING-A/C SYSTEM . . . . . . . . . . . . . . . . . . 6

CONTROLS-FRONT . . . . . . . . . . . . . . . . . . . . . . . . 8CONTROLS - REAR . . . . . . . . . . . . . . . . . . . . . . 24DISTRIBUTION - FRONT . . . . . . . . . . . . . . . . . . . 45DISTRIBUTION - REAR . . . . . . . . . . . . . . . . . . . . 52PLUMBING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60CABIN HEATER . . . . . . . . . . . . . . . . . . . . . . . . . 104

HEATING & AIR CONDITION-ING

DESCRIPTIONAn automatic temperature control (ATC) single

zone type heating-A/C system is standard equipmenton this model.

To maintain the performance level of the heating,ventilation and air conditioning (HVAC) system, theengine cooling system must be properly maintained.The use of a bug screen is not recommended. Anyobstructions in front of the radiator or A/C condenserwill reduce the performance of the A/C and enginecooling systems.

The engine cooling system includes the radiator,thermostat, radiator hoses and the engine coolantpump. Refer to 7 - Cooling for more informationbefore opening or attempting any service to theengine cooling system.

All vehicles are equipped with a common ventila-tion housing (Fig. 1) located in the engine compart-ment which includes:

• Blower motor• Blower motor resistor block• Recirculation door and actuator

All vehicles are also equipped with a commonheater housing (Fig. 2) mounted under the instru-ment panel which includes:

• Heater core• Evaporator core• Evaporator temperature sensor• Expansion valve• Air outlet temperature sensor• Mode doors

Fig. 1 Ventilation Housing1 - NUT (5)2 - WASHER (5)3 - VENTILATION HOUSING4 - HOUSING COVER

VA HEATING & AIR CONDITIONING 24 - 1

Some vehicles are equipped with an additionalDenso 10S17 A/C compressor mounted to the enginewhich is used for the optional rear A/C system andvarious add-on A/C systems (Fig. 3).

A heater booster is used to aid in warming theengine coolant. The heater booster system can beswitched on while the vehicle is being driven to helpthe engine reach its normal operating temperaturequickly and will help aid in heating up the air withinthe passenger compartment quickly when requestedby the operator (Fig. 4).

OPERATIONOutside air enters the vehicle through the hood

opening at the base of the windshield, and passesthrough the ventilation housing located in the enginecompartment into the heater housing located behindthe instrument panel. Air flow velocity is adjustedwith the blower motor speed selector thumbwheel onthe A/C-heater control. The air intake openings mustbe kept free of snow, ice, leaves, and other obstruc-tions for the HVAC system to receive a sufficient vol-ume of outside air.

The automatic temperature control (ATC) systemcontrols interior temperature by taking actual valuesfrom the temperature sensors and the CAN bus andcomparing them to the nominal value of the temper-ature control switch. The electric pulsed heater valveis then energized depending on the requested quan-tity of heat and an electrically-operated water pumpgives a nearly constant water flow for exact temper-ature regulation. If the solenoid is not energized, thecoolant circuit to the heat exchanger is fully open. Tocontrol the temperature the solenoid valve is pulsedby the ATC in periods of four seconds.

The mode control knob on the A/C-heater control isused to direct the conditioned air flow to the selectedair outlets. The mode control knob operates the modedoors by cables connected to the mode doors.

Fig. 2 Heater Housing1 - SCREW (12)2 - UPPER HOUSING3 - A/C EVAPORATOR4 - EVAPORATOR O-RING SEAL (2)5 - EVAPORATOR GASKET6 - VENTILATION HOUSING GASKET7 - LOWER HOUSING8 - WIRING HARNESS9 - BOLT (3)10 - HEATER CORE11 - HEATER CORE TUBE ASSEMBLY12 - HEATER CORE TUBE GASKET13 - HEATER CORE TUBE O-RING SEAL (2)

Fig. 3 Denso 10S17 A/C Compressor

Fig. 4 Heater Booster

24 - 2 HEATING & AIR CONDITIONING VA

When the outside air contains smoke, odors, highhumidity, or if rapid cooling is desired, interior aircan by recirculated by selecting the RecirculationMode with the mode control knob. The mode controlknob operates the recirculation door through use of avacuum actuator. When the Recirculation Mode isselected, the recirculation door is closed to preventoutside air from entering the passenger compart-ment.

To maintain minimum evaporator temperature andprevent evaporator freezing, an evaporator tempera-ture sensor is used.

The A/C system is designed for the use of non-CFC,R-134a refrigerant only and uses an expansion valveto meter refrigerant flow to the evaporator.


A / C PERFORMANCEThe A/C system is designed to provide the passen-

ger compartment with low temperature and lowhumidity air. The A/C evaporator, located in theHVAC housing is cooled to temperatures near thefreezing point. As warm damp air passes over thefins of the A/C evaporator, the air transfers its heatto the refrigerant in the evaporator coils and themoisture in the air condenses on the evaporator fins.During periods of high heat and humidity, an A/Csystem will be more effective in the Recirculationmode (max-A/C). With the system in the Recircula-tion mode, only air from the passenger compartmentpasses through the A/C evaporator. As the passengercompartment air dehumidifies, the A/C system per-formance levels rise.

Humidity has an important bearing on the temper-ature of the air delivered to the interior of the vehi-cle. It is important to understand the effect thathumidity has on the performance of the A/C system.When humidity is high, the A/C evaporator has toperform a double duty. It must lower the air temper-ature, and it must lower the temperature of themoisture in the air that condenses on the evaporatorfins. Condensing the moisture in the air transfersheat energy into the evaporator fins and coils. Thisreduces the amount of heat the A/C evaporator canabsorb from the air. High humidity greatly reducesthe ability of the A/C evaporator to lower the temper-ature of the air.

However, evaporator capacity used to reduce theamount of moisture in the air is not wasted. Wring-ing some of the moisture out of the air entering thevehicle adds to the comfort of the passengers.Although, an owner may expect too much from theirA/C system on humid days. A performance test is thebest way to determine whether the system is per-forming up to design standards. This test also pro-vides valuable clues as to the possible cause of

trouble with the A/C system. The ambient air tem-perature in the location where the vehicle will betested must be a minimum of 21° C (70° F) for thistest.

A / C PERFORMANCE TEST

WARNING: Refer to the applicable warnings andcautions for this system before performing the fol-lowing operation (Refer to 24 - HEATING & AIRCONDITIONING/PLUMBING - WARNINGS) and (Referto 24 - HEATING & AIR CONDITIONING/PLUMBING -CAUTIONS). Failure to follow the warnings and cau-tions could result in possible personal injury ordeath.

NOTE: Very specific instructions and conditionspertain to this procedure which are significantly dif-ferent than procedures used in other vehicle appli-cations. Follow each step in the order they arepresented. Do not skip steps or change conditionsfrom those stated or results will be adverselyaffected and invalid.

NOTE: When connecting the service equipmentcoupling to the line fitting, verify that the valve ofthe coupling is fully closed. This will reduce theamount of effort required to make the connection.

(1) Check for diagnostic trouble codes using aDRBIIIt scan tool. If no DTCs are found in theengine control module (ECM), go to Step 2. If anyDTCs are found, repair as required, then proceed toStep 2.

(2) Place the vehicle in the shade and operate theheating-A/C system under the following conditions.

• Engine at idle at operating temperature• All doors or windows open• Transaxle in Neutral• All A/C duct louvers open• A/C-heater controls set to fresh air (NOT Recir-

culate), full cool, panel mode, high blower and withA/C compressor engaged.

NOTE: The A/C compressor clutch is de-energizedunder any of the following conditions:

• Restricted compressor (thermal fuse in the pul-ley)

• Low pressure in the system• Low evaporator temperature• Hard acceleration (WOT)• High coolant temperatures

(3) Insert a thermometer in the driver side centerpanel air outlet and operate the A/C system until thethermometer temperature stabilizes.


(4) With the A/C compressor clutch engaged, ducttemperature should not be less than 2° C (35° F) ormore than 12° C (54° F). The compressor clutch maycycle, depending upon the ambient temperature andhumidity. If the clutch cycles, use the readingsobtained before the clutch disengaged.

(5) If the A/C compressor clutch has not cycled offand the duct temperature is less than 2° C (35° F),check the evaporator temperature sensor and circuit

by performing the ATC Function Test (Refer to 24 -HEATING & AIR CONDITIONING - DIAGNOSISAND TESTING - ATC FUNCTION TEST).

(6) If the air outlet temperature fails to meet thespecifications, refer to the A/C System Diagnosischart.

A/C SYSTEM DIAGNOSIS

Condition Possible Causes Correction

Rapid A/C compressor clutchcycling (ten or more cyclesper minute).

Very low refrigerant systemcharge.

See Refrigerant System Leaks in this group.Test the refrigerant system for leaks. Repair,evacuate and charge the refrigerant system, ifrequired.

Equal pressures, but thecompressor clutch does notengage.

1. No refrigerant in the refrig-erant system.

1. See Refrigerant System Leaks in thisgroup. Test the refrigerant system for leaks.Repair, evacuate and charge the refrigerantsystem, if required.

2. Faulty fuse. 2. Check the fuses in the Power distributionblock and junction block. Repair the shortedcircuit or component and replace the fuses, ifrequired. Refer to Group 8.

3. Faulty A/C compressorclutch coil.

3. See A/C Compressor Clutch Coil in thisgroup. Test the compressor clutch coil andreplace, if required.

4. Improperly installed or faultyevaporator temperature sensor.

4. See Evaporator Temperature Sensor in thisgroup. Test the sensor and replace, if re-quired.

5. Faulty A/C pressure trans-ducer.

5. See A/C Pressure Transducer in thisgroup. Test the sensor and replace, if re-quired.

6. Faulty engine Control Mod-ule (ECM).

6. Refer to Group 9 - Engine Electrical Diag-nostics for testing of the ECM. Test the ECMand replace, if required.

Normal pressures, but A/CPerformance Test air temper-atures at center panel outletare too high.

1. Excessive refrigerant oil insystem.

1. See Refrigerant Oil Level in this group.Recover the refrigerant from the refrigerantsystem and inspect the refrigerant oil content.Restore the refrigerant oil to the proper level,if required.

2. Blend door cable improperlyinstalled or faulty.

2. See Mode Door Cables in this group. In-spect the cable for proper operation and re-place, if required.

3. Blend-air door(s) inoperativeor sealing improperly.

3. See HVAC Housing in this group. Inspectthe blend-air door(s) for proper operation andsealing. Repair if required.


Condition Possible Causes Correction

The low side pressure isnormal or slightly low, andthe high side pressure is toolow.

1. Low refrigerant systemcharge.

1. See Refrigerant System Leaks in thisgroup. Test the refrigerant system for leaks.Repair, evacuate and charge the refrigerantsystem, if required.

2. Refrigerant flow through theA/C evaporator is restricted.

2. See A/C Evaporator in this group. Replacethe restricted A/C evaporator, if required.

3. Faulty A/C compressor. 3. See A/C Compressor in this group. Re-place the A/C compressor, if required.

The low side pressure isnormal or slightly high, andthe high side pressure is toohigh.

1. A/C condenser air flow re-stricted.

1. Check the A/C condenser for damagedfins, foreign objects obstructing air flowthrough the condenser fins, and missing orimproperly installed air seals. Clean, repair, orreplace components as required.

2. Refrigerant flow through thereceiver/drier is restricted.

2. See Receiver/Drier in this group. Replacethe restricted receiver/drier, if required.

3. Inoperative radiator coolingfan.

3. Test the radiator cooling fan and replace, ifrequired. Refer to Group 7 - Cooling.

4. Refrigerant system over-charged.

4. See Refrigerant System Charge in thisgroup. Recover the refrigerant from the refrig-erant system. Charge the refrigerant systemto the proper level, if required.

5. Air in the refrigerant system. 5. See Refrigerant System Leaks in thisgroup. Test the refrigerant system for leaks.Repair, evacuate and charge the refrigerantsystem, if required.

6. Engine overheating. 6. Test the engine cooling system and repair,if required. Refer to Group 7 - Cooling.

The low side pressure is toohigh, and the high side pres-sure is too low.

1. Accessory drive belt slip-ping.

1. Inspect the accessory drive belt conditionand tension. Repair as required. Refer toGroup 7 - Cooling.

2. Faulty A/C expansion valve. 2. See A/C Expansion Valve in this group.Replace the valve, if required.

3. Faulty A/C compressor. 3. See A/C Compressor in this group. Re-place the A/C compressor, if required.

The low side pressure is toolow, and the high side pres-sure is too high.

1. Restricted refrigerant flowthrough the refrigerant lines.

1. See Liquid Line, Suction Line and Dis-charge Line in this group. Inspect the refriger-ant lines for kinks, tight bends or improperrouting. Correct the routing or replace the re-frigerant line, if required.

2. Restricted refrigerant flowthrough the A/C expansionvalve.

2. See A/C Expansion Valve in this group.Replace the valve, if required.

3. Restricted refrigerant flowthrough the A/C condenser.

3. See A/C Condenser in this group. Replacethe restricted A/C condenser, if required.

HEATER PERFORMANCE TESTBefore performing the following tests, perform the

ATC Function Test using the DRBIIIt and refer toCooling for the procedures to check the radiator cool-ant level, serpentine drive belt tension, radiator airflow and the radiator fan operation.

MAXIMUM HEATER OUTPUTEngine coolant is provided to the heater core

through a heater valve and heater hose. With theengine idling at normal operating temperature, setthe heater-A/C controls as follows:

• Temperature control in the full hot position


• Mode control in the floor heat position• Blower motor control in the highest speed posi-

tionUsing a test thermometer, check the temperature

of the air being discharged at the floor outlets. Com-

pare the test thermometer reading to the Tempera-ture Reference chart.

TEMPERATURE REFERENCE CHART

Ambient Temperature Minimum Floor Outlet Temperature

Celsius Fahreheit Celsius Fahreheit

15.5° 60° 62.2° 144°

21.1° 70° 63.8° 147°

26.6° 80° 65.5° 150°

32.2° 90° 67.2° 153°

If the floor outlet air temperature is insufficient,check for a faulty heater valve (perform ATC Func-tion Test) and verify that the cooling system is oper-ating to specifications (Refer to 7 - COOLING/ENGINE/COOLANT - DIAGNOSIS AND TESTING).Both of the heater hoses should be HOT to the touch(the coolant return heater hose should be slightlycooler than the supply hose. If the coolant returnhose is much cooler than the supply hose, locate andrepair the engine coolant flow obstruction in theheater system.

POSSIBLE LOCATIONS OR CAUSE OFOBSTRUCTED COOLANT FLOW

• Pinched or kinked heater hoses.• Improper heater hose routing.• Plugged heater hoses or supply and return ports

at the cooling system connections.• Inoperative or stuck heater water valve.• Plugged heater core.If proper coolant flow is verified, and heater floor

outlet air temperature is insufficient, a mechanicalproblem may exist.

POSSIBLE LOCATIONS OR CAUSE OF INSUFFI-CIENT HEAT

• An obstructed cowl air intake.• Obstructed heater system outlets.• Heater water valve not functioning properly.

TEMPERATURE CONTROLIf outlet air temperature cannot be adjusted with

the A/C-heater temperature control, one of the follow-ing could require service:

• Faulty A/C-heater control switch.• Faulty temperature sensor.

• Faulty A/C-heater control cable or actuator.• Faulty A/C-heater control module.

ATC FUNCTION TESTThe automatic temperature control (ATC) system

can perform an self-test, which can be activated bythe DRBIIIt scan tool to confirm that the A/C systemis performing satisfactorily. This test provides aquick confirmation of heating and A/C system perfor-mance to the service technician. Refer to Body Diag-nostic Procedures for the appropriate diagnosticinformation.

SPECIFICATIONS

HEATING - A / C SYSTEM

FRONT A/C SYSTEM

Item Description Notes

A/C Compres-sor

Denso 7SBU16C ND-8 PAG oil

Freeze-up Con-trol

Evaporator tem-perature sensor

HVAC hous-ing mounted -input to A/C-heater control- operatingrange of -10°C (14° F) to40° C (104°F)


EMISSIONS CONTROL

TABLE OF CONTENTS

page page

EVAPORATIVE EMISSIONS . . . . . . . . . . . . . . . . . . 1 EXHAUST GAS RECIRCULATION . . . . . . . . . . . . . 4

EVAPORATIVE EMISSIONS

TABLE OF CONTENTS

page page

CRANKCASE VENTILATION HEATERREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 1

CRANKCASE VENTILATION BREATHERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2


CRANKCASE VENTILATIONHEATER

REMOVAL(1) Disconnect the negative battery cable.(2) Remove the turbocharger heat shield.(3) Disconnect the CCV heater wiring harness con-

nector.(4) Using a slight twisting motion, separate the

CCV breather tube from the heater.(5) Separate the CCV heater from the turbo-

charger air inlet duct.

INSTALLATION(1) Clean all mating surfaces.(2) Insert the CCV heater into the turbocharger

inlet hose aligning the arrow on the heater with thetab on the hose (Fig. 1).

(3) Connect and properly seat the CCV breatherhose on the CCV heater (Fig. 1).

Fig. 1 CCV HEATER1 - BREATHER HOSE2 - HARNESS CONNECTOR3 - TURBOCHANGER INLET HOSE4 - HEATER ALIGNMENT AREA5 - CCV HEATER

VA EMISSIONS CONTROL 25 - 1

(4) Connect the wiring harness connector to theCCV heater (Fig. 1).

(5) Install the turbocharger heat shield.(6) Connect the negative battery cable.

CRANKCASE VENTILATIONBREATHER

DESCRIPTIONThe crankcase ventilation breather is a three

staged, filtered, oil separating breather with a oilreturn passage into the cylinder head cover (Fig. 2).The oil separator removes oil from the blow by gassesto reduce MAF sensor contamination. For serviceprocedures refer to (Refer to 25 - EMISSIONS CON-TROL/EVAPORATIVE EMISSIONS/CCVRESTRICTER - REMOVAL).

REMOVAL(1) Remove the engine cover.(2) Disconnect the breather outlet hose at the

breather (Fig. 3).(3) Remove the breather fasteners (Fig. 3).(4) Wiggle the breather free from the cylinder head

cover (Fig. 3).

Fig. 2 CCV BREATHER

25 - 2 EVAPORATIVE EMISSIONS VA

INSTALLATION(1) Remove the oil fill cap, clean the oil return pas-

sage in the cylinder head cover, then blow out withlow pressure compressed air.

(2) Clean mating surfaces.(3) Install the CCV breather and tighten fasteners

to 11 N·m (97 in.lbs.) (Fig. 3).(4) Connect the CCV breather outlet hose (Fig. 3).(5) Install the engine cover (Refer to 9 - ENGINE -

INSTALLATION).

Fig. 3 CCV BREATHER1 - FUEL RAIL 6 - CAM POSITION SENSOR2 - FUEL RAIL PRESSURE SENSOR 7 - FUEL INJECTOR3 - FUEL INJECTOR RETURN LINE 8 - HIGH PRESSURE FUEL INJECTOR SUPPLY LINE4 - CCV BREATHER 9 - FUEL PRESSURE SOLENOID5 - CYLINDER HEAD COVER 10 - FUEL RAIL SUPPLY LINE

VA EVAPORATIVE EMISSIONS 25 - 3

EXHAUST GAS RECIRCULATION

TABLE OF CONTENTS

page page

EXHAUST GAS RECIRCULATIONDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 4

VALVEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 5OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6


VALVE COOLERDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6

EXHAUST GAS RECIRCULA-TION

DESCRIPTIONThe EGR system can provide up to 35% exhaust

gas recirculation. The EGR operates during allengine speed and load conditions. At wide open throt-tle, it provides a 5% recirculation rate. The EGRshuts down during high engine idle to avoid carbonbuild up on the valve. The EGR also deactivates ifthe EGR temperature is too high. The EGR also hasa self cleaning function that opens and closes twiceafter the engine has been shut off to eliminate sootdeposits.

Apart from the charge air distribution manifoldand the mixing chamber, the intake manifold alsoincludes a finned EGR cooler. Coolant flows throughthe cooler to reduce the temperature of the recircu-lated gas after it was cooled by running through thecylinder head. The management of this temperaturesignificantly reduces emissions (Fig. 1).

25 - 4 EXHAUST GAS RECIRCULATION VA

VALVE

DESCRIPTIONExhaust gas recirculation reduces the quantity of

fresh air supplied to the cylinders per stroke withouthaving to throttle the air supply. Exhaust gas isrecirculated during all engine speed and engine loadconditions. As a result, emissions are reduced. If aquantity of exhaust gas is mixed with the air that isto be used to burn the fuel in the cylinders, the oxy-gen content is reduced because the exhaust gas islow in oxygen. The result is that the combustion rateis reduced, as is the combustion temperature. Thisreduces the quantity of NOx that are emitted in theexhaust gas. (Fig. 2).

The ECM power supply relay has a power off delayfeature. The relay is powered off approximately 15seconds after the ignition switch is turned off. Thisallows for the self-cleaning function of the EGR valveand a function check of the sensors for diagnosis pur-poses.

Fig. 1 EGR AND COOLER1 - EGR VALVE 3 - COOLING FINS2 - COOLANT PASSAGE 4 - EXHAUST GAS PASSAGE

VA EXHAUST GAS RECIRCULATION 25 - 5

OPERATIONThe mass of the air supplied to the cylinders per

stroke is the decisive factor for determining the opti-mum quantity of exhaust gas for the operating con-dition. This is calculated from the Mass Air Flowsensor information.

The ECM evaluates this signal as well as thatfrom the Charge Air Pressure sensor, and outputs aPWM signal in accordance with one of the mapsstored in it. The signal is sent to the exhaust gasrecirculation valve. The map is formulated to keepthe NOx as low as possible. The EGR valve is actu-ated by an electric positioning motor and has a selfcleaning function. Every time the ignition switch isturned off, the valve rotates twice to eliminate anycarbon deposits.

REMOVAL

NOTE: The EGR and EGR Cooler are serviced as anassembly.

(1) Disconnect the negative battery cable.(2) Partailly drain the cooling system (Refer to 7 -

COOLING/ENGINE/COOLANT - STANDARD PRO-CEDURE).

(3) Lift up on the charge air hose retaining clip atthe intake manifold and disconnect hose with seal

(4) Disconnect the electrical connector at the EGRpositioner (Fig. 3).

(5) Disconnect the EGR cooler hose.(6) Remove the EGR fasteners and EGR with

cooler assembly (Fig. 3).

INSTALLATION(1) Clean all gasket mating surfaces.(2) Position the EGR positioner to the intake man-

ifold with a new gasket, install bolts and tighten to124 lbs.in (14 N·m) (Fig. 3).

(3) Connect the EGR positioner electrical connec-tor (Fig. 3).

(4) Inspect the seal of the charge air inlet tube,replace as necessary (Fig. 3).

(5) Seat the charge air tube with gasket into theintake manifold and push down on the charge airtube retaining clip.

(6) Refill the cooling system (Refer to 7 - COOL-ING/ENGINE/COOLANT - STANDARD PROCE-DURE).

(7) Connect negative battery cable.

VALVE COOLER

DESCRIPTIONThe exhaust gas recirculation (EGR) cooler is an

integrated part of the EGR valve. Coolant flowsaround the exhaust gasses, cooling them before theyare remixed with the incoming air and reburned inthe combustion chamber (Fig. 4).

Fig. 2 EXHAUST GAS RECIRCULATION1 - EGR VALVE2 -CHARGE AIR PRESSURE SENSOR3 - EXHAUST MANIFOLD4 - EGR DUCT IN CYLINDER HEAD5 - INTAKE MANIFOLD

Fig. 3 EGR VALVE1 - EGR VALVE2 - INTAKE MANIFOLD3 - EGR COOLER HOSE4 - HARNESS CONNECTOR

25 - 6 EXHAUST GAS RECIRCULATION VA

INDEXABS INDICATOR . . . . . . . . . . . . . . . . . . . . . . . 8J-9ACCELERATOR PEDAL POSITION SENSOR . . . 14-32ACCESSORY SWITCH BEZEL . . . . . . . . . . . . 23-56ADR INDICATOR . . . . . . . . . . . . . . . . . . . . . 8J-10AIR CLEANER ELEMENT . . . . . . . . . . . . . . . . 9-21AIR CLEANER HOUSING . . . . . . . . . . . . . . . . 9-21AIR FILTER . . . . . . . . . . . . . . . . . . . . 24-45, 24-58AIR OUTLET TEMPERATURE SENSOR . . . . 24-16AIR OUTLETS . . . . . . . . . . . . . . . . . . . . . . . 24-45AIRBAG CONTROL MODULE . . . . . . . . . . . . . 8O-8AIRBAG INDICATOR . . . . . . . . . . . . . . . . . . . 8J-11ALB CONTROLLER . . . . . . . . . . . . . . . . . . . . 5-16ALB LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16AMBIENT TEMPERATURE INDICATOR . . . . . 8J-11AMBIENT TEMPERATURE SENSOR . . . . . . . 24-17ANTENNA BODY & CABLE . . . . . . . . . . . . . . 8A-1ARMREST . . . . . . . . . . . . . . . . . . . . . . . . . . 23-79ASH RECEIVER . . . . . . . . . . . . . . . . . . . . . . 23-57ASH RECEIVER / CIGAR LIGHTER LAMP

UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-30ASSIST HANDLE . . . . . . . . . . . . . . . . . . . . . 23-71AUDIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-1AUTOMATIC TRANSMISSION NAG1 -

SERVICE INFORMATION . . . . . . . . . . . . . . . . 21-3A - PILLAR TRIM . . . . . . . . . . . . . . . . . . . . . 23-70A / C CLUTCH RELAY . . . . . . . . . . . . . . . . . 24-24A / C COMPRESSOR CLUTCH COIL . . . . . . . 24-12A / C COMPRESSOR CLUTCH . . . . . . . . . . . . 24-8A / C COMPRESSOR . . . . . . . . . . . . . . . . . . 24-66A / C CONDENSER COVER . . . . . . . . . . . . . 24-52A / C CONDENSER FAN RELAY . . . . . . . . . . 24-26A / C CONDENSER HOUSING . . . . . . . . . . . 24-52A / C CONDENSER . . . . . . . . . . . . . . . . . . . . 24-69A / C CONTROL MODULE . . . . . . . . . . . . . . 24-28A / C DISCHARGE LINE . . . . . . . . . . . . . . . . 24-71A / C EVAPORATOR COVER . . . . . . . . . . . . . 24-55A / C EVAPORATOR HOUSING . . . . . . . . . . . 24-55A / C EVAPORATOR . . . . . . . . . . . . . . . . . . . 24-72A / C EXPANSION VALVE . . . . . . . . . . . . . . . 24-73A / C HEATER CONTROL . . . . . . . . . . . . . . . 24-12A / C HIGH PRESSURE SWITCH . . . . . . . . . 24-30A / C LOW PRESSURE SWITCH . . . . . . . . . 24-32A / C PRESSURE TRANSDUCER . . . . . . . . . 24-14BACKLITE - BULKHEAD TRIM PANEL . . . . . 23-84BACKUP LAMP BULB . . . . . . . . . . . . . . . . . . 8L-5BASECOAT / CLEARCOAT FINISH . . . . . . . . 23-77BATTERY CABLES . . . . . . . . . . . . . . . . . . . . 8F-14BATTERY HOLDDOWN . . . . . . . . . . . . . . . . . 8F-13BATTERY SYSTEM . . . . . . . . . . . . . . . . . . . . . 8F-1BATTERY TRAY . . . . . . . . . . . . . . . . . . . . . . 8F-16BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-6BEARINGS - DIFFERENTIAL CASE . . . . . . . . . 3-38BEARING / SEAL - AXLE HUB . . . . . . . . . . . . 3-28BEARING / SEAL - AXLE . . . . . . . . . . . . . . . . 3-24BELT TENSIONERS . . . . . . . . . . . . . . . . . . . . . 7-5BLOWER MOTOR RELAY . . . . . . . . . . . . . . . 24-33BLOWER MOTOR RESISTOR . . . . . . . . . . . . 24-17BLOWER MOTOR SWITCH . . . . . . . . 24-19, 24-35BLOWER MOTOR . . . . . . . . . . . . . . . 24-47, 24-58BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1BOOST PRESSURE SENSOR . . . . . . . . . . . . 14-33BRAKE INDICATOR . . . . . . . . . . . . . . . . . . . 8J-12BRAKE LAMP SWITCH . . . . . . . . . . . . . . . . . 8L-6BRAKE LINES . . . . . . . . . . . . . . . . . . . . . . . . . 5-8BRAKE PADS / SHOES . . . . . . . . . . . . . . . . . . . 5-8BRAKE WEAR INDICATOR . . . . . . . . . . . . . . 8J-13BRAKES - ABS . . . . . . . . . . . . . . . . . . . . . . . . 5-30BRAKES - BASE . . . . . . . . . . . . . . . . . . . . . . . . 5-2BRAKE / PARK LAMP BULB . . . . . . . . . . . . . 8L-7BULKHEAD TRIM PANEL . . . . . . . . . . . . . . . 23-72BUMPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1BUSHINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3B - PILLAR TRIM . . . . . . . . . . . . . . . . . . . . . 23-71CABIN HEATER . . . . . . . . . . . . . . . . . . . . . 24-104CABLE TENSIONER . . . . . . . . . . . . . . . . . . . . 5-24CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-2CABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24CAMSHAFT POSITION SENSOR . . . . . . . . . . 14-33CAMSHAFT(S) . . . . . . . . . . . . . . . . . . . . . . . . 9-28CARGO LAMP SWITCH . . . . . . . . . . . . . . . . 8L-31CARGO / DOME LAMP BULB . . . . . . . . . . . . 8L-30CARGO / DOME LAMP UNIT . . . . . . . . . . . . 8L-31CARPETS AND FLOOR MATS . . . . . . . . . . . 23-72CATALYTIC CONVERTER . . . . . . . . . . . . . . . . 11-3CENTER BEARING . . . . . . . . . . . . . . . . . . . . . . 3-9CENTER HIGH MOUNTED STOP LAMP BULB . . . 8L-8CENTER HIGH MOUNTED STOP LAMP UN . . . . . 8L-8CENTER ROLLER ARM . . . . . . . . . . . . . . . . 23-36

CENTER TRACK . . . . . . . . . . . . . . . . . . . . . . 23-37CENTRAL TIMER MODULE . . . . . . . . . . . . . . 8E-1CHARGE AIR COOLER AND PLUMBING . . . . 11-4CHARGING INDICATOR . . . . . . . . . . . . . . . . 8J-14CHARGING SYSTEM . . . . . . . . . . . . . . . . . . 8F-17CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . 8R-11CHECK . . . . . . . . . . . . . . . . . . . . . . . 23-13, 23-23CHIME / BUZZER . . . . . . . . . . . . . . . . . . . . . . 8B-1CIGAR LIGHTER OUTLET . . . . . . . . . . . . 8W-97-1CIRCUIT BREAKER . . . . . . . . . . . . . . . . . 8W-97-2CLEARANCE LAMP BULB . . . . . . . . . . . . . . . 8L-9CLEARANCE LAMP UNIT . . . . . . . . . . . . . . . . 8L-9CLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-14CLOCKSPRING . . . . . . . . . . . . . . . . . . . . . . 8O-12CLUSTER BEZEL . . . . . . . . . . . . . . . . . . . . . 23-55COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-4CONNECTOR . . . . . . . . . . . . . . . . . . . . . . . Intro.-9CONNECTOR/GROUND/SPLICE

LOCATION . . . . . . . . . . . . . . . . . . . . . . . . 8W-91-1CONTROLLER ANTILOCK BRAKE . . . . . . . . . 8E-3COOLANT LEVEL SENSOR . . . . . . . . . . . . . . . 7-13COOLANT LOW INDICATOR . . . . . . . . . . . . . 8J-15COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1COWL TRIM . . . . . . . . . . . . . . . . . . . . . . . . 23-73CRANKCASE VENTILATION BREATHER . . . . . . 25-2CRANKCASE VENTILATION HEATER . . . . . . . 25-1CRANKSHAFT OIL SEAL - FRONT . . . . . . . . . 9-42CRANKSHAFT OIL SEAL - REAR . . . . . . . . . . 9-41CRANKSHAFT POSITION SENSOR . . . . . . . . 14-35CRANKSHAFT . . . . . . . . . . . . . . . . . . . . . . . . 9-39CUP HOLDER . . . . . . . . . . . . . . . . . . . . . . . . 23-57CYLINDER HEAD COVER(S) . . . . . . . . . . . . . 9-33CYLINDER HEAD . . . . . . . . . . . . . . . . . . . . . . 9-22DAYTIME RUNNING LAMP RELAY . . . . . . . 8L-10DEFROSTER DUCTS . . . . . . . . . . . . . . . . . . 24-47DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . 3-31DIODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro.-9DISC BRAKE CALIPER ADAPTER . . . . . . . . . 5-14DISC BRAKE CALIPERS . . . . . . . . . . . . . . . . . 5-11DOME LAMP / INTRUSION SENSOR

BULB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-33DOME LAMP / INTRUSION SENSOR . . . . . . 8L-33DOME / READING LAMP BULB . . . . . . . . . . 8L-32DOME / READING LAMP UNIT . . . . . . . . . . 8L-32DOOR GLASS . . . . . . . . . . . . 23-15, 23-30, 23-46DOOR JAMB SWITCH . . . . . . . . . . . . . . . . . 8L-34DOOR LOCK MOTOR . . . . . . . . . . . . . . . . . . . 8N-1DOOR OPENING SEALS . . . . . . . . . . . . . . . . 23-90DOOR . . . . . . . . . . . . . . . . . . . . . . . . 23-14, 23-23DRIVE BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5DRIVER AIRBAG . . . . . . . . . . . . . . . . . . . . . 8O-16DRIVER HEATED SEAT SWITCH . . . . . . . . . 8G-11D - PILLAR TRIM . . . . . . . . . . . . . . . . . . . . . 23-73ELECTRIC COOLANT PUMP . . . . . . . . . . . . . 24-75ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . 5-30ELECTROHYDRAULIC UNIT . . . . . . . . . . . . 21-105ENGINE BLOCK HEATER . . . . . . . . . . . . . . . . 7-14ENGINE BLOCK . . . . . . . . . . . . . . . . . . . . . . . 9-37ENGINE CONTROL MODULE . . . . . . . . . . . . . 8E-3ENGINE COOLANT TEMP SENSOR . . . . . . . . 7-15ENGINE COOLANT THERMOSTAT . . . . . . . . . 7-16ENGINE CRADLE CROSSMEMBER . . . . . . . . 13-8ENGINE TEMPERATURE GAUGE . . . . . . . . . 8J-15ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2ENTRY / EXIT LAMP BULB . . . . . . . . . . . . . 8L-34ENTRY / EXIT LAMP UNIT . . . . . . . . . . . . . . 8L-35ESP INDICATOR . . . . . . . . . . . . . . . . . . . . . . 8J-16EVAPORATOR TEMPERATURE

SENSOR . . . . . . . . . . . . . . . . . . . . . . 24-19, 24-37EXHAUST GAS RECIRCULATION . . . . . . . . . . 25-4EXHAUST MANIFOLD . . . . . . . . . . . . . . . . . . 9-68EXHAUST PIPE . . . . . . . . . . . . . . . . . . . . . . . 11-3EXHAUST SYSTEM . . . . . . . . . . . . . . . . . . . . 11-1EXHAUST TUBE . . . . . . . . . . . . . . . . . . . . . 24-105EXTERIOR HANDLE . . . . . . . 23-16, 23-31, 23-35FAN DRIVE VISCOUS CLUTCH . . . . . . . . . . . 7-17FASTENER IDENTIFICATION . . . . . . . . . . . Intro.-3FASTENER USAGE . . . . . . . . . . . . . . . . . . . Intro.-6FINESSE SANDING / BUFFING & POLISH . . 23-78FLOOR DISTRIBUTION DUCTS . . . . . . . . . . 24-47FLUID AND FILTER . . . . . . . . . . . . . . . . . . 21-131FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . 0-5FLUID COOLER TUBE . . . . . . . . . . . . . . . . . 19-13FLUID FILL / CHECK LOCATIONS . . . . . . . . . . 0-5FLUID RESERVOIR . . . . . . . . . . . . . . . . . . . . 5-15FLUID TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1FLYWHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-43

FOG LAMP BULB . . . . . . . . . . . . . . . . . . . . . 8L-10FOG LAMP RELAY . . . . . . . . . . . . . . . . . . . . 8L-11FOG LAMP SWITCH . . . . . . . . . . . . . . . . . . . 8L-12FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3FREEWHEELING CLUTCH . . . . . . . . . . . . . 21-135FRONT BUMPER - STEPS . . . . . . . . . . . . . . . 13-2FRONT DOOR INNER BELT

WEATHERSTRIP . . . . . . . . . . . . . . . . . . . . . 23-90FRONT DOOR OUTER BELT

WEATHERSTRIP . . . . . . . . . . . . . . . . . . . . . 23-90FRONT FASCIA . . . . . . . . . . . . . . . . . . . . . . . 13-2FRONT LAMP UNIT . . . . . . . . . . . . . . . . . . . 8L-13FRONT POSITION LAMP BULB . . . . . . . . . . 8L-14FRONT SEAT BELT & RETRACTOR . . . . . . . 8O-20FRONT SEAT BELT BUCKLE . . . . . . . . . . . . 8O-23FRONT TURN / PARK / SIDE MARKER

LAMP BULB . . . . . . . . . . . . . . . . . . . . . . . . . 8L-15FRONT WHEEL SPEED SENSOR . . . . . . . . . . 5-31FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1FUEL DELIVERY . . . . . . . . . . . . . . . . . . . . . . . 14-6FUEL DOSING PUMP . . . . . . . . . . . . . . . . . 24-106FUEL DRAIN TUBES . . . . . . . . . . . . . . . . . . 14-10FUEL FILL DOOR . . . . . . . . . . . . . . . . . . . . . 23-48FUEL FILTER CLOGGED INDICATOR . . . . . . 8J-17FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . 14-10FUEL GAUGE . . . . . . . . . . . . . . . . . . . . . . . . 8J-17FUEL INJECTOR . . . . . . . . . . . . . . . . . . . . . . . 14-35FUEL LEVEL SENDING UNIT / SENSOR . . . . 14-28FUEL LINE . . . . . . . . . . . . . . . . . . . . . . . . . 24-107FUEL LINES . . . . . . . . . . . . . . . . . . . . . . . . . 14-11FUEL PRESSURE SENSOR . . . . . . . . . . . . . 14-39FUEL PRESSURE SOLENOID . . . . . . . . . . . . 14-40FUEL PUMP MODULE . . . . . . . . . . . . . . . . . 14-18FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . 14-13FUEL QUANTITY CONTROL VALVE . . . . . . . 14-21FUEL RAIL PRESSURE SENSOR . . . . . . . . . 14-12FUEL RAIL . . . . . . . . . . . . . . . . . . . . . . . . . . 14-22FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 14-1FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . 14-23FUEL TEMPERATURE SENSOR . . . . . . . . . . 14-42FUSE BLOCK #1 . . . . . . . . . . . . . . . . . . . 8W-97-2FUSE BLOCK #2 . . . . . . . . . . . . . . . . . . . 8W-97-3GAP AND FLUSH . . . . . . . . . . . . . . . . . . . . . 23-91GEAR SELECTOR INDICATOR . . . . . . . . . . . 8J-18GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-7GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . 21-138GEAR - PINION / RING . . . . . . . . . . . . . . . . . 3-41GENERATOR DECOUPLER PULLEY . . . . . . . 8F-19GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . 8F-18GLOVE BOX . . . . . . . . . . . . . . . . . . . . . . . . . 23-58GLOW PLUG RELAY . . . . . . . . . . . . . . . . . . . . 8I-1GLOW PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . 8I-1GRILLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-48HCU (HYDRAULIC CONTROL UNIT) . . . . . . . 5-36HEADLAMP LEVELING MOTOR . . . . . . . . . . 8L-16HEADLAMP LEVELING SWITCH . . . . . . . . . 8L-17HEADLINER . . . . . . . . . . . . . . . . . . . . . . . . . 23-73HEADREST . . . . . . . . . . . . . . . . . . . . . . . . . . 23-79HEATED GLASS . . . . . . . . . . . . . . . . . . . . . . . 8G-1HEATED MIRRORS . . . . . . . . . . . . . . . . . . . . 8G-9HEATED SEAT ELEMENT . . . . . . . . . . . . . . . 8G-12HEATED SEAT RELAY . . . . . . . . . . . . . . . . . 8G-12HEATED SEAT SENSOR . . . . . . . . . . . . . . . . 8G-13HEATED SEATS . . . . . . . . . . . . . . . . . . . . . . 8G-10HEATER CORE . . . . . . . . . . . . . . . . . . . . . . . 24-76HEATER UNIT . . . . . . . . . . . . . . . . . . . . . . 24-110HEATING & AIR CONDITIONING . . . . . . . . . . 24-1HIGH BEAM HEADLAMP BULB . . . . . . . . . . 8L-18HIGH BEAM INDICATOR . . . . . . . . . . . . . . . 8J-19HINGE . . . . . . . . . . . . . . . . . . 23-17, 23-32, 23-51HOISTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-5HOLDING CLUTCH B1 . . . . . . . . . . . . . . . . 21-143HOLDING CLUTCH B2 . . . . . . . . . . . . . . . . 21-148HOLDING CLUTCHES . . . . . . . . . . . . . . . . . 21-141HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-51HORN SWITCH . . . . . . . . . . . . . . . . . . . . . . . 8H-1HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-1HOSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-14HUB / BEARING . . . . . . . . . . . . . . . . . . . . . . . . 2-4HVAC HOUSING . . . . . . . . . . . . . . . . . . . . . . 24-48HYDRAULIC / MECHANICAL . . . . . . . . . . . . . . 5-5IGNITION CONTROL . . . . . . . . . . . . . . . . . . . . 8I-1INLET HOSE . . . . . . . . . . . . . . . . . . . . . . . . 24-111INPUT CLUTCH K1 . . . . . . . . . . . . . . . . . . . 21-92INPUT CLUTCH K2 . . . . . . . . . . . . . . . . . . . 21-97INPUT CLUTCH K3 . . . . . . . . . . . . . . . . . . 21-102INPUT CLUTCHES . . . . . . . . . . . . . . . . . . . . 21-90INPUT SPEED SENSORS . . . . . . . . . . . . . . 21-153

VA INDEX 1

Description Group-Page Description Group-Page Description Group-Page

INSIDE HANDLE ACTUATOR . . . . . . 23-33, 23-36INSTRUMENT CLUSTER . . . . . . . . . . . . . . . . 8J-2INSTRUMENT PANEL ANTENNA CABLE . . . . 8A-2INSTRUMENT PANEL ASSEMBLY . . . . . . . . 23-59INSTRUMENT PANEL CENTER BEZEL . . . . . 23-57INSTRUMENT PANEL DUCTS . . . . . . . . . . . 24-51INTAKE AIR PRESSURE SENSOR . . . . . . . . 14-43INTAKE AIR TEMPERATURE SENSOR . . . . . 14-42INTAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . 9-65INTERIOR . . . . . . . . . . . . . . . . . . . . . . . . . . 23-70INTERMEDIATE SHAFT . . . . . . . . . . . . . . . . . 19-4INTERNATIONAL SYMBOLS . . . . . . . . . . . . . . . 0-9INTERNATIONAL SYMBOLS . . . . . . . . . . . Intro.-2INTRUSION SENSOR . . . . . . . . . . . . . . . . . . . 8Q-1IN - CAR TEMPERATURE SENSOR . . . . . . . 24-21JUMP STARTING . . . . . . . . . . . . . . . . . . . . . . . 0-6KEY / LOCK CYLINDER . . . . . . . . . . . . . . . . . 19-5KNUCKLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5LAMPS / LIGHTING - EXTERIOR . . . . . . . . . . 8L-2LAMPS / LIGHTING - INTERIOR . . . . . . . . . 8L-28LATCH RELEASE CABLE . . . . . . . . . . . . . . . 23-52LATCH RELEASE HANDLE . . . . . . . . . . . . . . 23-52LATCH STRIKER . . . . . . . . . . . . . . . . . . . . . 23-18LATCH . . . . . . . . . . . . . . . . . . 23-18, 23-33, 23-52LATCH / LOCK CONTROL . . . . . . . . . . . . . . . 23-38LATERAL ACCELERATION SENSOR . . . . . . . . 5-33LEFT MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . 9-55LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26LICENSE PLATE BRACKET . . . . . . . . . . . . . . 23-48LICENSE PLATE LAMP BULB . . . . . . . . . . . 8L-19LICENSE PLATE LAMP UNIT . . . . . . . . . . . . 8L-19LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-9LIQUID LINE . . . . . . . . . . . . . . . . . . . . . . . . 24-77LOCK CYLINDER . . . . . . . . . . . . . . . . . . . . . 23-18LOW BEAM HEADLAMP BULB . . . . . . . . . . 8L-20LOW FUEL INDICATOR . . . . . . . . . . . . . . . . 8J-19LOW OIL LEVEL INDICATOR . . . . . . . . . . . . 8J-20LOWER BALL JOINT . . . . . . . . . . . . . . . . . . . . 2-6LOWER CONTROL ARM . . . . . . . . . . . . . . . . . 2-6LOWER ROLLER ARM . . . . . . . . . . . . . . . . . 23-37MAINTENANCE INDICATOR . . . . . . . . . . . . . 8J-20MAINTENANCE SCHEDULES . . . . . . . . . . . . . . 0-8MALFUNCTION INDICATOR LAMP (MIL) . . . 8J-21MANIFOLD AIR FLOW (MAF) SENSOR . . . . 14-44MASTER CYLINDER . . . . . . . . . . . . . . . . . . . 5-17MASTER LOCK SWITCH . . . . . . . . . . . . . . . . 8N-1METRIC SYSTEM . . . . . . . . . . . . . . . . . . . Intro.-6MODE DOOR CABLES . . . . . . . . . . . . . . . . . 24-21MULTI - FUNCTION INDICATOR . . . . . . . . . . 8J-22MULTI - FUNCTION SWITCH . . . . . . . . . . . . 8L-21O2 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . 14-45ODOMETER . . . . . . . . . . . . . . . . . . . . . . . . . 8J-22OIL COOLER & LINES . . . . . . . . . . . . . . . . . . 9-56OIL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . 9-57OIL JET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-57OIL PAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-58OIL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-61OIL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . 21-154OIL SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . 9-64OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-56OPENING DIMENSIONS . . . . . . . . . . . . . . . . 23-93OUTPUT SHAFT BEARING . . . . . . . . . . . . . 21-156OUTPUT SHAFT SEAL . . . . . . . . . . . . . . . . 21-159PAINT TOUCH - UP . . . . . . . . . . . . . . . . . . . 23-77PAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-77PARK BRAKE INDICATOR . . . . . . . . . . . . . . 8J-23PARK BRAKE SWITCH . . . . . . . . . . . . . . . . . 8L-21PARK LOCK CABLE . . . . . . . . . . . . . . . . . . 21-160PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . 5-23PASSENGER AIRBAG BRACKET . . . . . . . . . 8O-27PASSENGER AIRBAG . . . . . . . . . . . . . . . . . 8O-24PASSENGER HEATED SEAT SWITCH . . . . . 8G-13PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19PISTON & CONNECTING ROD . . . . . . . . . . . . 9-45PISTON RINGS . . . . . . . . . . . . . . . . . . . . . . . 9-52PISTONS . . . . . . . . . . . . . . . . . . . . . . . . . . 21-163PLANETARY GEARTRAIN . . . . . . . . . . . . . . 21-164PLUMBING . . . . . . . . . . . . . . . . . . . . . . . . . 24-61POWER BRAKE BOOSTER . . . . . . . . . . . . . . . 5-19POWER DISTRIBUTION CENTER . . . . . . . 8W-97-3POWER DISTRIBUTION . . . . . . . . . . . . . . 8W-97-1POWER MIRROR SWITCH . . . . . . . . . . . . . . 8N-3POWER MIRRORS . . . . . . . . . . . . . . . . . . . . 8N-3POWER OUTLET . . . . . . . . . . . . . . . . . . . 8W-97-3POWER WINDOW SWITCH . . . . . . . . . . . . . . 8N-5POWER WINDOWS . . . . . . . . . . . . . . . . . . . . 8N-5PROP ROD . . . . . . . . . . . . . . . . . . . . . . . . . 23-53PROPELLER SHAFT . . . . . . . . . . . . . . . . . 3-1, 3-7

PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-11QUARTER TRIM PANEL . . . . . . . . . . . . . . . . 23-74QUARTER WINDOW . . . . . . . . . . . . . . . . . . 23-84RADIATOR CROSSMEMBER . . . . . . . . . . . . 23-49RADIATOR FAN . . . . . . . . . . . . . . . . . . . . . . . 7-14RADIATOR PRESSURE CAP . . . . . . . . . . . . . . 7-19RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-2RAIN SENSOR CONTROL MODULE . . . . . . 8R-15RAIN SENSOR . . . . . . . . . . . . . . . . . . . . . . . 8R-12REAR AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12REAR A / C CONDENSER FAN . . . . . . . . . . . 24-83REAR A / C EVAPORATOR . . . . . . . . . . . . . . 24-84REAR A / C EXPANSION VALVE . . . . . . . . . . 24-85REAR BUMPER - STEP . . . . . . . . . . . . . . . . . 13-2REAR CROSSMEMBER - TRANSMISSION . . 13-11REAR DISCHARGE LINE . . . . . . . . . . . . . . . 24-88REAR FASCIA . . . . . . . . . . . . . . . . . . . . . . . . 13-3REAR LATCH STRIKER . . . . . . . . . . . . . . . . 23-40REAR LATCH . . . . . . . . . . . . . . . . . . . . . . . . 23-40REAR LIQUID LINE . . . . . . . . . . . . . . . . . . . 24-91REAR RECEIVER / DRIER . . . . . . . . . . . . . . 24-94REAR REFRIGERANT RESERVOIR . . . . . . . . 24-95REAR SEAT BACK SHIELD . . . . . . . . . . . . . . 23-82REAR SEAT BELT & RETRACTOR . . . . . . . . 8O-28REAR SEAT BELT BUCKLE . . . . . . . . . . . . . 8O-30REAR SIDE MARKER LAMP BULB . . . . . . . 8L-22REAR SUCTION LINE . . . . . . . . . . . . . . . . . . 24-96REAR TURN LAMP BULB . . . . . . . . . . . . . . 8L-23REAR VIEW MIRROR . . . . . . . . . . . . . . . . . 23-75REAR WHEEL SPEED SENSOR . . . . . . . . . . . 5-31REAR WINDOW DEFOGGER GRID . . . . . . . . 8G-7REAR WINDOW DEFOGGER RELAY . . . . . . . 8G-3REAR WINDOW DEFOGGER SWITCH . . . . . . 8G-4REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11RECEIVER / DRIER . . . . . . . . . . . . . . . . . . . 24-79RECIRCULATION DOOR ACTUATOR . . . . . . 24-22REFRIGERANT LINE COUPLER . . . . . . . . . . 24-98REFRIGERANT OIL . . . . . . . . . . . . . . . . . . . 24-81REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . 24-80RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-4REMOTE KEYLESS ENTRY

TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . 8N-1REPEATER LAMP BULB . . . . . . . . . . . . . . . . 8L-23REPEATER LAMP UNIT . . . . . . . . . . . . . . . . 8L-24RESTRAINTS . . . . . . . . . . . . . . . . . . . . . . . . . 8O-2RIGHT MOUNT . . . . . . . . . . . . . . . . . . . . . . . 9-56ROTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20SAFETY LATCH . . . . . . . . . . . . . . . . . . . . . . 23-53SEAL - PINION . . . . . . . . . . . . . . . . . . . . . . . . 3-39SEAT ADJUSTERS - FRONT . . . . . . . . . . . . . 23-81SEAT BACK CUSHION / COVER - REAR . . . . 23-82SEAT BACK - FRONT . . . . . . . . . . . . . . . . . . 23-80SEAT BELT SWITCH . . . . . . . . . . . . . . . . . . 8O-31SEAT BELT TENSIONER . . . . . . . . . . . . . . . . 8O-32SEAT BELT TURNING LOOP ADJUSTER . . . 8O-33SEAT CUSHION - FRONT . . . . . . . . . . . . . . . 23-80SEAT CUSHION / COVER - REAR . . . . . . . . . 23-83SEATBELT INDICATOR . . . . . . . . . . . . . . . . . 8J-24SEAT - FRONT . . . . . . . . . . . . . . . . . . . . . . . 23-79SEAT - REAR . . . . . . . . . . . . . . . . . . . . . . . . 23-81SECURITY SYSTEM MODULE . . . . . . . . . . . . 8Q-2SENTRY KEY REMOTE ENTRY MODULE . . . . 8Q-2SERVO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-2SHAFT - AXLE DUAL REAR WHEELS . . . . . . 3-27SHAFT - AXLE SINGLE REAR WHEEL . . . . . . 3-23SHIFT MECHANISM . . . . . . . . . . . . . . . . . . 21-168SHOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13SHOES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27SIDE CURTAIN AIRBAG . . . . . . . . . . . . . . . . 8O-35SIDE IMPACT SENSOR . . . . . . . . . . . . . . . . 8O-39SIDE VIEW MIRROR . . . . . . . . . . . . . . . . . . 23-49SIDE VIEW MIRROR - GLASS . . . . . . . . . . . 23-50SIREN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Q-4SLIDING DOOR . . . . . . . . . . . . . . . . . . . . . . 23-40SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . 21-171SPARE TIRE CARRIER . . . . . . . . . . . . . . . . . 22-12SPEAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-2SPEED CONTROL . . . . . . . . . . . . . . . . . . . . . 8P-1SPEEDOMETER . . . . . . . . . . . . . . . . . . . . . . 8J-25SPRING CLAMP PLATES . . . . . . . . . . . . . . . . . 2-8SPRING SHACKLE . . . . . . . . . . . . . . . . . . . . . 2-15SPRING STOP PLATES . . . . . . . . . . . . . . . . . . 2-9SPRING . . . . . . . . . . . . . . . . . . . . . . . . . 2-7, 2-14STABILIZER BAR . . . . . . . . . . . . . . . . . . 2-9, 2-15STABILIZER LINK . . . . . . . . . . . . . . . . . 2-10, 2-16STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . 23-45STARTER MOTOR RELAY . . . . . . . . . . . . . . 8F-35

STARTER MOTOR . . . . . . . . . . . . . . . . . . . . 8F-33STARTING SYSTEM . . . . . . . . . . . . . . . . . . . 8F-28STEERING ANGLE SENSOR . . . . . . . . . . . . . . 5-32STEERING COLUMN OPENING COVER . . . . 23-68STEERING WHEEL . . . . . . . . . . . . . . . . . . . . . 19-6STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-1STEPWELL SCUFF PADS . . . . . . . . . . . . . . . 23-75STRUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10SUCTION LINE . . . . . . . . . . . . . . . . . . . . . . . 24-81SUN VISOR . . . . . . . . . . . . . . . . . . . . . . . . . 23-76SUPPORT PLATE . . . . . . . . . . . . . . . . . . . . . . 5-23SUPPRESSOR FILTER - REAR BLOWER

MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-41SUPPRESSOR FILTER - REAR

CONDENSER FAN . . . . . . . . . . . . . . . . . . . . 24-43SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-3TACHOMETER . . . . . . . . . . . . . . . . . . . . . . . 8J-25TAIL LAMP UNIT . . . . . . . . . . . . . . . . . . . . . 8L-25TAILPIPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3TEMPERATURE CONTROL . . . . . . . . . . . . . . 24-38TEMPERATURE SENSOR . . . . . . . . . . . . . . . 24-40TEMPERATURE SENSOR / PARK -

NEUTRAL CONTACT . . . . . . . . . . . . . . . . . . 21-176TERMINAL . . . . . . . . . . . . . . . . . . . . . . . . Intro.-10THREADED HOLE REPAIR . . . . . . . . . . . . . Intro.-6TIE ROD END . . . . . . . . . . . . . . . . . . . . . . . . 19-10TIME DELAY RELAY . . . . . . . . . . . . . . . . . . . . 8L-35TIMING CHAIN AND SPROCKETS . . . . . . . . . 9-72TIMING CHAIN COVER . . . . . . . . . . . . . . . . . 9-70TIMING CHAIN TENSIONER . . . . . . . . . . . . . . 9-81TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-7TIRES / WHEELS . . . . . . . . . . . . . . . . . . . . . . 22-1TONE WHEEL . . . . . . . . . . . . . . . . . . . . . . . . 5-32TOP COVER . . . . . . . . . . . . . . . . . . . . . . . . . 23-67TOP COVER - CLUSTER . . . . . . . . . . . . . . . . 23-64TOP COVER - TRAY . . . . . . . . . . . . . . . . . . . 23-65TORQUE CONVERTER HUB SEAL . . . . . . . 21-184TORQUE CONVERTER . . . . . . . . . . . . . . . . 21-178TORQUE REFERENCES . . . . . . . . . . . . . . . Intro.-9TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-7TRACTION CONTROL INDICATOR . . . . . . . . 8J-26TRACTION CONTROL MALFUNCTION

INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . 8J-27TRAILER HITCH . . . . . . . . . . . . . . . . . . . . . . 13-11TRANSMISSION CONTROL MODULE . . . . . . 8E-6TRANSPONDER KEY . . . . . . . . . . . . . . . . . . . 8Q-5TRIM PANEL . . . . . . . . . . . . . 23-18, 23-34, 23-46TURBOCHARGER SYSTEM . . . . . . . . . . . . . . 11-3TURBOCHARGER . . . . . . . . . . . . . . . . . . . . . . 11-6TURN SIGNAL INDICATOR . . . . . . . . . . . . . . 8J-27TURN SIGNAL RELAY . . . . . . . . . . . . . . . . . 8L-26UNDERBODY LINES . . . . . . . . . . . . . . . . . . 24-100UPPER ROLLER ARM . . . . . . . . . . . . . . . . . 23-36VACUUM PUMP . . . . . . . . . . . . . . . . . . . . . . . 9-54VALVE COOLER . . . . . . . . . . . . . . . . . . . . . . . 25-6VALVE SPRINGS . . . . . . . . . . . . . . . . . . . . . . 9-35VALVE STEM SEALS . . . . . . . . . . . . . . . . . . . 9-34VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-5VEHICLE IDENTIFICATION NUMBER . . . . . Intro.-1VEHICLE THEFT SECURITY . . . . . . . . . . . . . . 8Q-1VIBRATION DAMPER . . . . . . . . . . . . . . . . . . . 9-53VOLTAGE REGULATOR . . . . . . . . . . . . . . . . . 8F-24WAIT - TO - START INDICATOR . . . . . . . . . . 8J-28WASHER FLUID INDICATOR . . . . . . . . . . . . 8J-29WASHER FLUID LEVEL SWITCH . . . . . . . . . 8R-16WASHER HOSES / TUBES . . . . . . . . . . . . . . 8R-18WASHER NOZZLE . . . . . . . . . . . . . . . . . . . . 8R-18WASHER PUMP / MOTOR . . . . . . . . . . . . . . 8R-19WASHER RESERVOIR . . . . . . . . . . . . . . . . . 8R-21WATER IN FUEL SENSOR . . . . . . . . . . . . . . 14-30WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . 7-20WATER VALVE . . . . . . . . . . . . . . . . . . . . . . . 24-83WATER - IN - FUEL INDICATOR . . . . . . . . . . 8J-29WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . 2-17WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-13WINDOW MOTOR . . . . . . . . . . . . . . . . . . . . . 8N-5WINDOW REGULATOR - MANUAL . . . . . . . . 23-21WINDOW REGULATOR - POWER . . . . . . . . 23-20WINDSHIELD . . . . . . . . . . . . . . . . . . . . . . . . 23-85WIPER ARM . . . . . . . . . . . . . . . . . . . . . . . . 8R-23WIPER BLADE . . . . . . . . . . . . . . . . . . . . . . . 8R-26WIPER LINKAGE . . . . . . . . . . . . . . . . . . . . . 8R-28WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . 8R-31WIPER RELAY . . . . . . . . . . . . . . . . . . . . . . . 8R-34WIPERS/WASHERS . . . . . . . . . . . . . . . . . . . . 8R-2WIRING DIAGRAM INFORMATION . . . . . . Intro.-1YAW RATE SENSOR . . . . . . . . . . . . . . . . . . . 5-35

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Transcript of SERVICE MANUAL 2006 SPRINTER - …€¦ · removal may cause personal ... A Service Manual Comment...