1993 CHEVROLET PLYMOUTH ACCLAIM radiator cap

Flexible fuel vehicles can operate on a mixture of
up to 85 percent methanol, 15 percent unleaded gas-
oline. These vehicles also operate on mixtures con-
taining a lower percentage of methanol or just pure
unleaded gasoline. Engine components which are required for safe op-
eration using fuel containing methanol alcohol are
identified by a standard green color and/or display
the statement methanol compatible imprinted on the
component. To ensure continued safe operation, these
components must be serviced only with genuine MO-
PAR replacement parts. Methanol compatible parts for the 2.5L FFV (Flex-
ible Fuel Vehicle) engine include, but are not limited
to; the valve stem oil seals, all piston rings, the oil
fill cap, the fuel injectors, fuel rail, fuel pressure reg-
ulator, hoses and the vacuum control harness hose. BLOCK: All four cylinder cast iron blocks have
cast-in recesses in the bottom of each cylinder bore to
provide connecting rod clearance; especially needed
for 2.5L engines. The bores are also siamese to min-
imize engine length. A coolant passage is drilled
cross-ways through the siamese section to enhance
between the bore cooling on some engine types. A
partial open deck is used for cooling and weight re-
duction with oil filter, water pump, and distributor
mounting bosses molded into the front (radiator side)
of the block. Nominal wall thickness is 4.5 mm. Five
main bearing bulkheads and a block skirt extending
3 mm below the crankshaft center line add to the
blocks high rigidity with light weight. CRANKSHAFT: A nodular cast iron crankshaft is
used in TBI engines. A forged steel crankshaft is
used in the Turbo III engine. All engines have 5 main bearings, with number 3 flanged to control
thrust. The 60 mm diameter main and 50 mm diam-
eter crank pin journals (all) have undercut radiuses
fillets that are deep rolled for added strength. To op-
timize bearing loading 4 counterweights are used.
Hydrodynamic seals (installed in diecast aluminum
retainers) provide end sealing, where the crankshaft
exits the block. Anaerobic gasket material is used for
retainer-to-block sealing. No vibration damper is
used. A sintered iron (TBI engine and steel billet
Turbo III engines) timing belt sprocket is mounted
on the crankshaft nose. This sprocket provides mo-
tive power; via timing belt to the camshaft and inter-
mediate shaft sprockets (also sintered iron (TBI
engine and steel billet Turbo III engines) providing
timed valve, distributor, and oil pump actuation. PISTONS: Some Chrysler pistons have cast-in
steel struts at the pin bosses for autothermic control.
All 2.2L and 2.5L piston tops have cuts to provide
valve clearance. Some pistons are dished to provide
various compression ratios. Standard 2.2L and 2.5L
engines are designed for 9.5:1 and 8.9:1 compression
ratios respectively. The 2.5L piston is dished and is a
lightweight design to enhance engine smoothness.
The 2.2L turbo III uses dished pistons providing a
8.3:1 compression ratio. All standard 2.2/2.5L and
2.5L FFV engines use pressed-in piston pins to at-
tach forged steel connecting rods, 2.2L turbo III en-
gine uses a full floating piston pin and connecting
rod assembly. PISTONS RINGS: The 2.2/2.5L engines share
common piston rings throughout, including molybde-
num filled top ring for reliable compression sealing
and a tapered faced intermediate ring for additional
cylinder pressure control. The 2.5L FFV engine fea-
ture all chrome rings for enhanced long term dura-
bility under multi-fueled conditions. CYLINDER HEAD: The cylinder head is cast alu-
minum with in-line valves. The 2.2/2.5L and 2.5L
FFV valves are arranged with alternating exhaust
and intake. The intake and exhaust ports are located
in the rearward, facing side of the head. The Turbo
III valves are arranged in two inline banks, with the
ports of the bank of two intake valves per cylinder
facing toward the radiator side of engine and ports of
the bank of two exhaust valve per cylinder facing to-
ward the dash panel. The intake ports feed fast-burn
design combustion chambers (2.2/2.5L and 2.5L FFV
only) with the spark plug located close to the center
line of the combustion chamber for optimum effi-
ciency. An integral oil gallery within the cylinder
head supplies oil to the hydraulic lash adjusters,
camshaft, and valve mechanisms. CAMSHAFT: The nodular iron camshaft has five
bearing journals (2.2/2.5L and 2.5L FFV). The Turbo
III employs dual camshafts that have nine bearing
journals. Flanges at the rear journal control cam-
Fig. 1 Engine Identification
Ä 2.2/2.5L ENGINE 9 - 9

PISTONS: Are aluminum alloy with a steel strut,
short height, and thin wall so as to be autothermic
and light weight. The piston head with valve re-
cesses, in combination with the cylinder head, forms
a compact spherical head with clearance for total
valve lift with pistons at top dead center. The piston
skirt, top and second ring lands are finished to a ta-
pered roughness for oil retention and high resistance
to scuffing. Piston pins, press-fitted into place, join
the pistons to the connecting rods. CYLINDER HEAD: The alloy cylinder heads fea- ture cross-flow type intake and exhaust ports. Valve
guides and inserts are hardened cast iron. Valves of
heat resistance steel are arranged i
n a V with each
camshaft on center. To improve combustion speed the
chambers are a compact spherical design with a
squish area of approximately 30 percent of the piston
top area. The cylinder heads are common to either
cylinder bank by reversing the direction of installa-
tion. CAMSHAFTS: Two overhead camshafts provide
valve actuation, one front (radiator side of cylinder
bank) and one rear. The front camshaft is provided
with a distributor drive and is longer. Both cam-
shafts are supported by four bearing journals, thrust
for the front camshaft is taken at journal two and
the rear at journal three. Front and rear camshaft
driving sprockets are interchangeable. The sprockets
and the engine water pump are driven by a single
notched timing belt. ROCKER ARM SHAFTS: The shafts are retained
by the camshaft bearing journal caps. Four shafts are
used, one for each intake and exhaust rocker arm as-
sembly on each cylinder head. The hollow shafts pro-
vide a duct for lubricating oil flow from the cylinder
head to the valve mechanisms. ROCKER ARMS: Are of light weight die-cast
with roller type follower operating against the cam
shaft. The valve actuating end of the rocker arms are
machined to retain hydraulic lash adjusters, elimi-
nating valve lash adjustment. VALVES: Are made of heat resistant steel and are
further treated to resist heat. VALVE SPRINGS: Are especially designed to be
short. The valve spring wire cross-section is oval
SPECIFICATIONS
Fig. 1 Engine Identification
Ä 3.0L ENGINE 9 - 67

(2) Remove sensor using Tool C-4907 (Fig. 21).
Slightly tightening the sensor can ease removal. When the sensor is removed, the exhaust manifold
threads must be cleaned with an 18 mm X 1.5 + 6E
tap. If the same sensor is to be reinstalled, the sensor
threads must be coated with an anti-seize compound
such as Loctite 771-64 or equivalent. New sensors
are packaged with compound on the threads and do
not require additional compound. The sensor must be
tightened to 27 N Im (20 ft. lbs.) torque.
2.5L FLEXIBLE FUEL MULTI-PORT FUEL INJECTIONÐSYSTEM OPERATION
INDEX
page page
Air Conditioning (A/C) Clutch RelayÐPCM Output.61
Air Conditioning Switch SenseÐPCM Input ..... 57
Auto Shutdown (ASD) Relay and Fuel Pump RelayÐPCM Output ..................... 61
Battery VoltageÐPCM Input ................ 58
Brake SwitchÐPCM Input .................. 58
Camshaft Position SensorÐPCM Input ........ 58
CCD BUS .............................. 57
Data Link ConnectorÐPCM Output ........... 62
Duty Cycle Evap Purge SolenoidÐPCM Output . 61
Engine Coolant Temperature SensorÐPCM Input . 58
Fuel InjectorÐPCM Output ................. 62
Fuel Injectors and Fuel Rail Assembly ......... 65
Fuel Pressure Regulator ................... 65
Fuel Supply Circuit ....................... 65
General Information ....................... 55
Generator FieldÐPCM Output ............... 62
Heated Oxygen Sensor (O
2Sensor)ÐPCM Input . 59
Identifying Flexible Fuel Components .......... 55
Idle Air Control MotorÐPCM Output .......... 62 Ignition CoilÐPCM Output
.................. 62
Malfunction Indicator (Check Engine) LampÐPCM Output ............................... 62
Manifold Absolute Pressure (MAP) SensorÐPCM Input ................................ 58
Methanol Concentration SensorÐPCM Input .... 59
Modes of Operation ....................... 63
Powertrain Control Module ................. 57
Radiator Fan RelayÐPCM Output ............ 63
Speed Control SolenoidsÐPCM Output ........ 63
Speed ControlÐPCM Input ................. 60
System Diagnosis ........................ 56
System Operation ........................ 56
TachometerÐPCM Output .................. 63
Throttle Body ............................ 65
Throttle Position Sensor (TPS)ÐPCM Input ..... 60
Torque Converter Clutch SolenoidÐPCM Output . 63
Transaxle Park/Neutral SwitchÐPCM Input ..... 60
Vehicle Speed SensorÐPCM Input ........... 60
GENERAL INFORMATION
In this model year Chrysler began producing AA-
Body vehicles designed to operate on a mixture of
gasoline and methanol. These automobiles are re-
ferred to as Flexible Fuel vehicles. Fuel system com-
ponents designed for use in flexible fuel vehicles are
referred to as Methanol Compatible. Flexible fuel vehicles can operate on a mixture of
up to 85 percent methanol, 15 percent unleaded gas-
oline. These vehicles also operate on mixtures con-
taining a lower percentage of methanol or just pure
unleaded gasoline.
IDENTIFYING FLEXIBLE FUEL COMPONENTS
Flexible Fuel vehicles have unique methanol com-
patible fuel system components. Chrysler identifies
methanol compatible components that could be phys-
ically interchanged with gasoline only parts by color-
ing them green or applying a green label or tag to
them. Even though they may appear physically iden- tical, components for gasoline only AA-body vehicles
must not be used on flexible fuel vehicles.
FLEXIBLE FUEL COMPONENTS
The fuel system of flexible fuel AA-body vehicles
have the following unique methanol compatible com-
ponents.
² Duty Cycle EVAP Purge Solenoid
² Fuel pump module
² Fuel level sensor
² Fuel gauge (gauge cluster).
² Fuel tank
² Fuel pressure regulator (including O-rings)
² Fuel rail
² Fuel injectors (including O-rings)
² Fuel tubes
² Fuel filter
² EVAP canister
² Fuel filler cap
² Fuel filler tube
Fig. 21 Oxygen Sensor Socket
Ä FUEL SYSTEMS 14 - 55

Wastegate Duty Cycle
Battery Temperature
Map Sensor Voltage
Vehicle Speed
Oxygen Sensor State
Baro Read Update
MAP Gauge Reading
Throttle Opening (percentage)
Total Spark Advance
CIRCUIT ACTUATION TEST MODE
The purpose of the circuit actuation test mode is to
check for the proper operation of output circuits or
devices which the powertrain control module (PCM)
cannot internally recognize. The PCM can attempt to
activate these outputs and allow an observer to ver-
ify proper operation. Most of the tests available in
this mode provide an audible or visual indication of
device operation (click of relay contacts, spray fuel,
etc.). With the exception of an intermittent condition,
if a device functions properly during its test, assume
the device, its associated wiring, and its driver cir-
cuit are in working order.
OBTAINING CIRCUIT ACTUATION TEST
Connect the DRBII scan tool to the vehicle and ac-
cess the Actuators screen. The following is a list of
the engine control system functions accessible
through Actuators screens. Stop All Tests
Ignition Coil #1
Ignition Coil #2
Fuel Injector #1
Fuel Injector #2
Fuel Injector #3
Idle Air Control Motor Open/Close
Radiator Fan Relay
A/C Clutch Relay
Auto Shutdown Relay
Purge Solenoid
S/C Serv Solenoids
Generator Field
Tachometer Output
Wastegate Solenoid
Baro Read Solenoid
All Solenoids/Relays
Speed Control Vent Solenoid
Speed Control Vacuum Solenoid
ASD Fuel System Test
Fuel Injector #4
THROTTLE BODY MINIMUM AIR FLOW CHECK
PROCEDURE
(1) Warm the engine in neutral until the cooling
fan has cycled on and off at least once. (2) Shut off engine.
(3) Hook-up Tachometer.
(4) Disconnect the PCV valve hose from the nipple
on the intake manifold. (5) Attach air metering fitting, special tool 6457
(0.125 inch orifice), to the intake manifold PCV nip-
ple. (6) Disconnect 3/16 inch manifold vacuum purge
line from the top of the throttle body. Cap the 3/16
inch throttle body nipple. (7) Connect DRBII scan tool.
(8) Restart engine. Allow engine to idle for at least
one minute. (9) Using the DRBII scan tool, access Min. Airflow
Idle Spd. The following will then occur:
² Idle air control motor will fully close.
² Idle spark advance will become fixed.
² Engine RPM will be displayed on the DRBII scan
tool. (10) Check idle RPM with tachometer, if idle RPM
is within the below specification then the throttle
body minimum airflow is set correctly.
If the idle RPM is not within specification, replace
the throttle body. (11) Shut off engine.
(12) Remove air metering fitting 6457 from the in-
take manifold PCV nipple. Connect the PCV hose to
the nipple. (13) Remove DRBII scan tool.
(14) Disconnect tachometer.
(15) Reconnect purge line to throttle body.
IGNITION TIMING PROCEDURE
Ignition timing cannot be changed or set on the
Turbo III engine. Refer to Group 8D for a description
of the Direct Ignition System (DIS).
60-WAY PCM WIRING CONNECTOR
Refer to the PCM wiring connector diagram (Fig.
2) for information regarding wire colors and cavity
numbers.
IDLE SPECIFICATIONS
Ä FUEL SYSTEMS 14 - 105

S/C Vacuum Solenoid
A/C Clutch Relay
EGR Solenoid
Auto Shutdown Relay
Radiator Fan Relay
Purge Solenoid
Malfunction Indicator Lamp (Check Engine Lamp)
STATE DISPLAY SENSORS
Connect the DRBII scan tool to the vehicle and ac-
cess the State Display screen. Then access Sensor
Display. The following is a list of the engine control
system functions accessible through the Sensor Dis-
play screen. Oxygen Sensor Signal
Engine Coolant Temperature
Engine Coolant Temp Sensor
Throttle Position
Minimum Throttle
Battery Voltage
MAP Sensor Reading
Idle Air Control Motor Position
Adaptive Fuel Factor
Barometric Pressure
Min Airflow Idle Spd (speed)
Engine Speed
DIS Sensor Status
Fault #1 Key-On Info
Module Spark Advance
Speed Control Target
Fault #2 Key-on Info
Fault #3 Key-on Info
Speed Control Status
Speed Control Switch Voltage
Charging System Goal
Theft Alarm Status
Map Sensor Voltage
Vehicle Speed
Oxygen Sensor State
MAP Gauge Reading
Throttle Opening (percentage)
Total Spark Advance
CIRCUIT ACTUATION TEST MODE
The circuit actuation test mode checks for proper
operation of output circuits or devices which the pow-
ertrain control module (PCM) cannot internally rec-
ognize. The PCM can attempt to activate these
outputs and allow an observer to verify proper oper-
ation. Most of the tests provide an audible or visual
indication of device operation (click of relay contacts,
spray fuel, etc.). Except for intermittent conditions, if
a device functions properly during testing, assume
the device, its associated wiring, and driver circuit
working correctly.
OBTAINING CIRCUIT ACTUATION TEST
Connect the DRBII scan tool to the vehicle and ac-
cess the Actuators screen. The following is a list of
the engine control system functions accessible
through Actuators screens. Stop All Tests
Ignition Coil #1
Ignition Coil #2
Ignition Coil #3
Fuel Injector #1
Fuel Injector #2
Fuel Injector #3
Fuel Injector #4
Fuel Injector #5
Fuel Injector #6
Idle Air Control Motor Open/Close
Radiator Fan Relay
A/C Clutch Relay
Auto Shutdown Relay
EVAP Purge Solenoid
S/C Servo Solenoids
Generator Field
EGR Solenoid
All Solenoids/Relays
ASD Fuel System Test
Speed Control Vacuum Solenoid
Speed Control Vent Solenoid
THROTTLE BODY MINIMUM AIR FLOW CHECK
PROCEDURE
(1) Warm engine in Park or Neutral until the cool-
ing fan has cycled on and off at least once. (2) Ensure that all accessories are off.
(3) Shut off engine.
(4) Disconnect the PCV valve hose from the intake
manifold nipple. (5) Attach Air Metering Fitting #6457 (0.125 in.
orifice) to the intake manifold PCV nipple (Fig. 2).
(6) Disconnect the 3/16 inch idle purge line from
the throttle body nipple. Cap the 3/16 inch nipple. (7) Connect DRBII scan tool to vehicle.
(8) Restart the engine. Allow engine to idle for at
least one minute. (9) Using the DRBII scan tool, access Min. Airflow
Idle Spd.
Fig. 2 Air Metering Fitting #6457
14 - 166 FUEL SYSTEMS Ä

GRILLE AC/C BODY
GRILLE REMOVAL (FIG. 3)
(1) Loosen hidden screws holding grille to grille
opening panel at corners of grille. The screws are
captured in a clearance hole covered by a bracket be-
hind the grille. (2) Pull grille forward from grille opening panel.
GRILLE INSTALLATION
Reverse the preceding operation.
HOOD ORNAMENT AC/C
HOOD ORNAMENT REMOVAL (FIG. 3)
(1) Remove grille.
(2) Locate hood ornament spring under grille open-
ing panel header. (3) Compress hood ornament spring enough to
clear hooks on end of retaining wire. (4) Squeeze retainer wire hooks together and push
hooks inside spring. (5) Rotate spring counterclockwise to separate
spring from retainer. (6) Separate hood ornament from grille opening
panel.
HOOD ORNAMENT INSTALLATION
Reverse the preceding operation.
GRILLE OPENING PANEL AC/C-BODY
For service procedures for headlamp related compo-
nents refer to Group 8L, Lamps.
REMOVAL (FIG. 4)
(1) Remove front bumper.
(2) Remove front end splash shields as necessary to
gain access to behind fenders. (3) Remove nuts holding mouldings to front fend-
ers. (4) Remove bolts holding mouldings to bottom of
grille opening panel and separate mouldings from ve-
hicle. (5) Remove nuts holding grille opening panel to
front fenders. (6) Disconnect concealed headlamp motor wire con-
nector. (7) Disconnect headlamp wire connectors.
(8) Remove bolts holding grille opening panel to
radiator closure panel. (9) Separate grille opening panel from vehicle.
INSTALLATION
Reverse the preceding operation.
HOOD AND HINGES
HOOD REMOVAL (FIG. 5)
(1) Raise hood to full up position.
(2) Disconnect the under hood lamp wire connec-
tor. (3) Mark all bolt and hinge attachment locations
with a grease pencil or other suitable device to pro-
vide reference marks for installation. When install-
Fig. 2 Grille Opening PanelÐAC/D Body
Fig. 3 GrilleÐAC/C Body
Fig. 4 Grille Opening PanelÐAC/C Body
23 - 38 AC-BODY Ä

HEATER AND A/C PERFORMANCE TESTS
HEATER OUTPUT TEST
PRE-DIAGNOSTIC PREPARATIONS
Review Safety Precautions and Warnings before
performing the following procedures. Check the radiator coolant level, drive belt tension,
and engine vacuum line connections. Also check ra-
diator air flow and radiator fan operation. Start en-
gine and allow to warm up to normal operating
temperature.
WARNING: DO NOT REMOVE RADIATOR CAP
WHEN ENGINE IS HOT, PERSONAL INJURY CAN
RESULT.
If vehicle has been run recently, wait 15 minutes
before removing cap. Place a rag over the cap and
turn it to the first safety stop. Allow pressure to es-
cape through the overflow tube. When the system
stabilizes, remove the cap completely.
MAXIMUM HEATER OUTPUT: TEST AND ACTION
Engine coolant is provided to the heater system by
two 16 mm (5/8 inch inside diameter) heater hoses.
With engine idling at normal running temperature,
set the control to maximum heat, floor, and high
blower setting. Using a test thermometer, check the
air temperature coming from the floor outlets, refer
to Temperature Reference chart.
If the floor outlet air temperature is low, refer to
Group 7, Cooling System for coolant temperature
specifications. Both heater hoses should be HOT to
the touch. The coolant return hose should be slightly
cooler than the supply hose. If coolant return hose is
much cooler than the supply hose, locate and repair
engine coolant flow obstruction in heater system.
POSSIBLE LOCATIONS OR CAUSE OF OBSTRUCTED
COOLANT FLOW
(a) Pinched or kinked heater hoses.
(b) Improper heater hose routing. (c) Plugged heater hoses or supply and return
ports at cooling system connections, refer to Group
7, Cooling System. (d) Plugged heater core.
If proper coolant flow through heater system is ver-
ified and outlet air temperature is still low, a me-
chanical problem may exist.
POSSIBLE LOCATION OR CAUSE OF INSUFFICIENT HEAT
(a) Obstructed cowl air intake.
(b) Obstructed heater system outlets.
(c) Blend-air door not functioning properly.
TEMPERATURE CONTROL If temperature cannot be adjusted with the TEMP
lever on the control panel, or TEMP lever is difficult
to move, the following could require service: (a) Blend-air door binding.
(b) Control cables miss-routed, pinched, kinked,
or disconnected. (c) Improper engine coolant temperature.A/C PERFORMANCE TEST
The air conditioning system is designed to remove
heat and humidity from the air entering the passen-
ger compartment. The evaporator, located in the
heater A/C unit behind the instrument panel, is
cooled to temperatures near the freezing point. As
warm damp air passes over the fins in the evapora-
tor, moisture in the air condenses to water, dehumid-
ifying the air. Condensation on the evaporator fins
reduces the evaporators ability to absorb heat. Dur-
ing periods of high heat and humidity an A/C system
will be less effective than during periods of high heat
and low humidity. With the instrument control set to
RECIRC, only air from the passenger compartment
passes through the evaporator. As the passenger
compartment air dehumidifies, A/C performance lev-
els rise.
PERFORMANCE TEST PROCEDURE
Review Safety Precautions and Warnings before
proceeding with this procedure. Air temperature in
test room and on vehicle must be 70ÉF (21ÉC) mini-
mum for this test. (1) Connect a tachometer and manifold gauge set.
(2) Set control to A/C, RECIRC, PANEL, or MAX
A/C, temperature lever on full cool and blower on
high. (3) Start engine and hold at 1000 rpm with A/C
clutch engaged. (4) Engine should be warmed up with doors and
windows closed.
TEMPERATURE REFERENCE CHART
24 - 6 HEATING AND AIR CONDITIONING Ä

NONÐCOMPUTER AIDED DIAGNOSTIC TESTS
Determine whether the operator complaint is due
to a system failure or improper operation of the ATC
system. The system will to go into a maximum heat
or cooling mode if the operator changes the tempera-
ture setting four or more degrees. Check the following:
² Coolant level
² Refrigerant charge
² Drive belt tension
² Radiator air flow
² Radiator fan operation
² Air suction of In-car Temperature Sensor/Aspirator
To check air suction of the Aspirator, place a small
piece of tissue paper over the Aspirator opening on
the instrument panel. This opening is located to the
right of the steering column. The tissue paper should
cling to the opening if system is functioning properly. Bring the engine to normal operating temperature
and proceed with Computer Aided Diagnostic Proce-
dures. Always test the entire system after each re-
pair has been performed.
COMPUTER AIDED DIAGNOSTIC TESTS
The ATC control has a computer capable of trou-
bleshooting the entire ATC system in approximately
60 seconds. The engine must be running and at nor-
mal operating temperature during the test to provide
hot coolant for the heater. During the ATC Diagnostic Test, the computer will
calibrate the Mode and Blend Door actuators.
CAUTION: Do not remove the actuators from the
heater-A/C unit assembly with power applied. Re-
moval should only be done with the Ignition OFF.
The actuators have no mechanical stops to limit the
travel. If the actuator rotates and is not connected
to the unit assembly, it will become un-calibrated.
The Diagnostic Test is capable of checking all elec-
trical signals between the ATC Control Module, ac-
tuators, sensors and blower control. The Diagnostic Test will display two types of Diag-
nostic trouble Codes (Fig. 21). The Diagnostic Trou-
ble Codes numbered 01 through 22, have been
detected during the Diagnostic Test. Diagnostic Trou-
ble Codes numbered 23 through 28, have been de-
tected during normal ATC operation. Diagnostic
Trouble Codes 23 through 28 would then be stored in
the ATC control computer and are only being re-
trieved during the Diagnostic Test.
For electrical pin numbers, refer to the wiring Pin
out charts on the following pages in this section. (1) Start vehicle and allow engine to warm up.
(2) For two seconds, depress the DEFROST,
FLOOR and MODE buttons at the same time. The
ATC control should begin to flash on and off. (3) During the Diagnostic Test perform the follow-
ing symptom tests: (a) Do all display symbols and indicators illumi-
nate ?
Fig. 19 Sun Sensor
Fig. 20 Sun Sensor Removal
Fig. 21 Automatic Temperature Control Diagnostic Trouble Codes
24 - 72 HEATING AND AIR CONDITIONING Ä