1996 CHRYSLER VOYAGER engine oil capacity

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Page 1256 of 1938

CHRYSLER VOYAGER 1996 Service Manual (3) If internal diameter of original bearing is being
checked and figures are not within specifications,
new bearings must be used.
(4) Check crankshaft main bearing journals to
bearing clearances. Cl

Page 1547 of 1938

CHRYSLER VOYAGER 1996 Service Manual CAUTION: Some clutch packs appear similar, but
they are not the same. Do not interchange clutch
components, as they might fail.
HYDRAULICS
The hydraulics of the transaxle provide:
²Manual shift lever

CAUTION: Some clutch packs appear similar, but
they are not the same. Do not interchange clutch
components, as they might fail.
HYDRAULICS
The hydraulics of the transaxle provide:
²Manual shift lever select function
²Main line pressure regulation
²Torque converter and cooler flow control
Oil flow to the friction elements is controlled
directly by four solenoid valves. The hydraulics also
include a unique logic- controlled solenoid torque con-
verter clutch control valve. This valve locks out the
1st gear reaction element with the application of 2nd,
direct, or overdrive gear elements. It also redirects
the 1st gear solenoid output so that it can control
torque converter clutch operation. To regain access to
1st gear, a sequence of commands must be used to
move the solenoid TCC control valve. This precludes
any application of the 1st gear reaction element with
other elements applied. It also allows one solenoid to
control two friction elements.
Small, high-rate accumulators are provided in each
controlled friction element circuit. These serve to
absorb the pressure responses, and allow the controls
to read and respond to changes that are occurring.
SOLENOIDS
The solenoid valves perform most control functions,
these valves must be extremely durable and tolerant
of dirt. For that reason hardened-steel poppet and
ball valves are used. These are free from any close
operating clearances. The solenoids operate the
valves directly without any intermediate element.
Direct operation means that these units must have
very high output. They must close against the size-
able flow areas and high line pressures. Fast
response is also required to meet the control require-
ments.
Two of the solenoids are normally-venting and two
are normally-applying; this was done to provide a
default mode of operation. With no electrical power,
the transmission provides 2nd gear in (OD), (3), or
(L) shift lever positions. All other transmission lever
positions will operate normally. The choice of 2nd
gear was made to provide adequate breakaway per-
formance while still accommodating highway speeds.
SENSORS
There are three pressure switches to identify sole-
noid application. There are two speed sensors to read
input (torque converter turbine) and output (parking
sprag) speeds. There is also a transmission range
sensor to indicate the manual shift lever position.
The pressure switches are incorporated in an assem-
bly with the solenoids. Engine speed, throttle posi-tion, temperature, etc., are also observed. Some of
these signals are read directly from the engine con-
trol sensors; others are read from a multiplex circuit
with the powertrain control module.
ELECTRONICS
The 41TE Transmission Control Module (TCM) is
located underhood in a potted, die-cast aluminum
housing. The module used is a new controller called
EATX III. The TCM has a sealed, 60-way connector.
ADAPTIVE CONTROLS
These controls function by reading the input and
output speeds over 140 times a second and respond-
ing to each new reading. This provides the precise
and sophisticated friction element control needed to
make smooth clutch-to-clutch shifts for all gear
changes. The use of overrunning clutches or other
shift quality aids are not required. As with most
automatic transaxles, all shifts involve releasing one
element and applying a different element. In simpli-
fied terms, the upshift logic allows the releasing ele-
ment to slip backwards slightly. This ensures that it
does not have excess capacity. The apply element is
filled until it begins to make the speed change to the
higher gear. The apply pressure is then controlled to
maintain the desired rate of speed change. This con-
tinues until the shift is made. The key to providing
excellent shift quality is precision. For example, the
release element for upshifts is allowed to slip back-
wards slightly. The amount of that slip is typically
less than a total of 20 degrees. To achieve that pre-
cision, the TCM learns the traits of the transaxle
that it is controlling. It learns the release rate of the
releasing element and the apply time of the applying
element. It also learns the rate at which the apply
element builds pressure sufficient to begin making
the speed change. This method achieves more preci-
sion than would be possible with exacting tolerances.
It can also adapt to any changes that occur with age
or environment.
For kickdown shifts, the control logic allows the
releasing element to slip. Then controls the rate at
which the input (and engine) accelerate. When the
lower gear speed is achieved, the releasing element
reapplies to maintain that speed until the apply ele-
ment is filled. This provides quick response since the
engine begins to accelerate immediately. This also
provides a smooth torque exchange since the release
element can control the rate of torque increase. This
control can make any powertrain feel more respon-
sive without increasing harshness.
Adaptive controls respond to input speed changes.
They compensate for changes in engine or friction
element torque and provide good, consistent shift
quality for the life of the transaxle.
NSTRANSAXLE AND POWER TRANSFER UNIT 21 - 73
DESCRIPTION AND OPERATION (Continued)

Page 1660 of 1938

CHRYSLER VOYAGER 1996 Service Manual ²Improper operation
HARD SHIFTING
Hard shifting may be caused by a misadjusted
crossover cable. If hard shifting is accompanied by
gear clash, synchronizer clutch and stop rings or gear
teeth may be

²Improper operation
HARD SHIFTING
Hard shifting may be caused by a misadjusted
crossover cable. If hard shifting is accompanied by
gear clash, synchronizer clutch and stop rings or gear
teeth may be worn or damaged.
Misassembled synchronizer components also cause
shifting problems. Incorrectly installed synchronizer
sleeves, struts, or springs can cause shift problems.
NOISY OPERATION
Transaxle noise is most often a result of worn or
damaged components. Chipped, broken gear or syn-
chronizer teeth, and brinnelled, spalled bearings all
cause noise.
Abnormal wear and damage to the internal compo-
nents is frequently the end result of insufficient
lubricant.
SLIPS OUT OF GEAR
Transaxle disengagement may be caused by mis-
aligned or damaged shift components, or worn teeth
on the drive gears or synchronizer components. Incor-
rect assembly also causes gear disengagement.
LOW LUBRICANT LEVEL
Insufficient transaxle lubricant is usually the
result of leaks, or inaccurate fluid level check or refill
method. Leakage is evident by the presence of oil
around the leak point. If leakage is not evident, the
condition is probably the result of an underfill.
If air±powered lubrication equipment is used to fill
a transaxle, be sure the equipment is properly cali-
brated. Equipment out of calibration can lead to an
underfill condition.
The transaxle fill plug is located on the lower left
side of the transaxle end cover. With the vehicle at a
level position, remove the fill plug and check the
level of the lubricant. The lubricant level should be
within 3.175mm (1/8 inch) from the bottom of the fill
hole. If the lubricant level is low, fill the transaxle to
the bottom of the fill hole with SAE 5W-30 engine oil,
meeting SG and/or SG-CD qualifications, as the fac-
tory fill lubricant. SAE GL5 10W-40 engine oil is a
suitable service fill alternative.
CLUTCH PROBLEMS
Worn, damaged, or misaligned clutch components
can cause difficult shifting, gear clash, and noise.
A worn or damaged clutch disc, pressure plate, or
release bearing can cause hard shifting and gear
clash.
SERVICE PROCEDURES
FLUID DRAIN AND FILL
TRANSAXLE FLUID DRAIN
(1) Hoist vehicle.
(2) Install a drain pan underneath the transaxle
drain plug.
(3) Remove the transaxle drain plug. The drain
plug is located on the bottom of the transaxle hous-
ing.
(4) Let fluid drain out till there is just an occa-
sional drip.
(5) Reinstall drain plug. Tighten drain plug to 28
N´m (250 in. lbs.)
TRANSAXLE FLUID FILL
NOTE: All A-598 transaxles are equipped with a fill
plug. The fill plug is located on the end cover side
of the transaxle.
(1) Remove transaxle fill plug
The fluid level should be within 3.175mm (1/8
inch) from the bottom of the transaxle fill hole (vehi-
cle must be level when checking).
(2) Fill transaxle to proper level with SAE 5W-30
engine oil, meeting SG and/or SG-CD qualifications.
G5 SAE 10W-40 engine oil is a suitable service fill
alternative. Dry fill lubricant capacity is approxi-
mately 1.9-2.2 liters (4.0-4.6 pints)..
(3) Wipe the outside of the transaxle if any lubri-
cant spills.
(4) Reinstall transaxle fill plug.
FLUID DRAIN AND FILLÐRHD VEHICLES
TRANSAXLE FLUID DRAIN
(1) Hoist vehicle.
(2) Install a drain pan underneath the transaxle
drain plug.
(3) Remove the transaxle drain plug. The drain
plug is located on the bottom of the transaxle hous-
ing (Fig. 5).
(4) Let fluid drain out till there is just an occa-
sional drip.
(5) Reinstall drain plug. Tighten drain plug to 28
N´m (250 in. lbs.)
TRANSAXLE FLUID FILL
NOTE: All A-558 transaxles are equipped with a fill
plug. The fill plug is located on the end cover side
of the transaxle.
(1) Remove transaxle fill plug
21 - 4 A±598 MANUAL TRANSAXLENS/GS
DIAGNOSIS AND TESTING (Continued)

Page 1661 of 1938

CHRYSLER VOYAGER 1996 Service Manual The fluid level should be within 3.175mm (1/8
inch) from the bottom of the transaxle fill hole (vehi-
cle must be level when checking).
(2) Fill transaxle to proper level with SAE 5W-30
engine oil, me

Page 1819 of 1938

CHRYSLER VOYAGER 1996 Service Manual The High Side service port is a two piece port and
is serviceable. The Low Side service port is not ser-
viceable, the suction line would have to be replaced.
REAR BLOWER SPEED SWITCH
The rear blower

The High Side service port is a two piece port and
is serviceable. The Low Side service port is not ser-
viceable, the suction line would have to be replaced.
REAR BLOWER SPEED SWITCH
The rear blower speed switch controls the rear
blower with the choice of low and high speeds. When
the switch is on it allows the blower speed switch
located on the rear headliner to control rear blower
speed. This switch will override the rear headliner
blower switch. For operation instructions refer to the
Owner's Manual. The rear blower speed switch is
serviced separately from the A/C control module. For
service procedures, refer to Group 8E, Instrument
Panel And Gauges.
COMPRESSOR HIGH-PRESSURE RELIEF VALVE
The High Pressure Relief Valve prevents damage
to the air conditioning system if excessive pressure
develops. Excessive pressure can be caused by con-
denser air flow blockage, refrigerant overcharge, or
air and moisture in the system.The high pressure relief valve vents only a small
amount of refrigerant necessary to reduce system
pressure and then reseats itself. The majority of the
refrigerant is conserved in the system. The valve is
calibrated to vent at a pressure of 3450 to 4140 kPa
(500 to 600 psi). If a valve has vented a small
amount of refrigerant, it does not necessarily mean
the valve is defective.
The High Pressure Relief Valve is located on the
compressor manifold at the discharge passage.
NOTE: Special effort must be used to keep all
R-134a system components moisture-free. Moisture
in the oil is very difficult to remove and will cause a
reliability problem with the compressor.
CONDENSATE DRAIN
Condensation from the evaporator housing is
drained through the dash panel and on to the
ground. This drain must be kept open to prevent
water from collecting in the bottom of the housing.
If the drain is blocked condensate cannot drain,
causing water to back up and spill into the passenger
compartment. It is normal to see condensate drain-
age below the vehicle.
ENGINE COOLING SYSTEM REQUIREMENTS
To maintain ample temperature levels from the
heating-A/C system, the cooling system must be in
proper working order. Refer to Group 0, Lubrication
and Maintenance or Group 7, Cooling System of this
manual.
The use of a bug screen is not recommended. Any
obstructions forward of the condenser can reduce the
effectiveness of the air conditioning system.
EVAPORATOR PROBE
The Evaporator probe is located on the HVAC. The
probe prevents evaporator freeze-up by signaling the
Powertrain Control Module to cycle the compressor
ON and OFF. The probe monitors the temperature of
the refrigerant after expansion.
The evaporator probe is inserted into the evapora-
tor between the coils. The probe is a sealed unit and
cannot be adjusted or repaired. It must be replaced if
found defective.
HANDLING TUBING AND FITTINGS
Kinks in the refrigerant tubing or sharp bends in
the refrigerant hose lines will greatly reduce the
capacity of the entire system. High pressures are pro-
duced in the system when it is operating. Extreme
care must be exercised to make sure that all connec-
tions are pressure tight. Dirt and moisture can enter
the system when it is opened for repair or replace-
ment of lines or components. The refrigerant oil will
Fig. 1 A/C Pressure Transducer
Fig. 2 Valve Service Ports
NSHEATING AND AIR CONDITIONING 24 - 3
DESCRIPTION AND OPERATION (Continued)

Page 1822 of 1938

CHRYSLER VOYAGER 1996 Service Manual CAUTION: The refrigerant oil used in a R-134a A/C
system is unique. Use only oils which were
designed to work with R-134a refrigerant. The oil
designated for this vehicle is ND8 PAG (polyalka-
lene gl

CAUTION: The refrigerant oil used in a R-134a A/C
system is unique. Use only oils which were
designed to work with R-134a refrigerant. The oil
designated for this vehicle is ND8 PAG (polyalka-
lene glycol).
SERVICING REFRIGERANT OIL LEVEL
(1) Using a refrigerant recovery machine, remove
refrigerant from the A/C system.
(2) Remove refrigerant lines from A/C compressor.
(3) Remove compressor from vehicle.
(4) From suction port on top of compressor, drain
refrigerant oil from compressor.
(5) Add system capacity minus the capacity of
components that have not been replaced through suc-
tion port on compressor. Refer to the Refrigerant Oil
Capacity Chart.
(6) Install compressor, connect refrigerant lines,
evacuate, and charge refrigerant system.
DIAGNOSIS AND TESTING
ACTUATOR CALIBRATION/DIAGNOSTICS AND
COOLDOWN TEST
GENERAL INFORMATION
If the HVAC control module is replaced, the Cali-
bration Diagnostic and Cooldown tests will need to
be performed. Once this group of tests have success-
fully passed, they can be performed individually. The
engine must be running during the test to provide
hot coolant for the heater, A/C compressor operation
and to assure that the actuators are calibrated cor-
rectly. The HVAC control module is capable of trou-
bleshooting the system in approximately 120 seconds.
If a condition is detected, an error code is displayed.
The error code cannot be erased until the condition is
repaired and the diagnostic test is performed. Check
wire before replacing components, refer to Group 8W,
Wiring Diagrams.CAUTION: Do not remove the actuators from the
Heater-A/C unit assembly with power applied.
Removal 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 out of calibra-
tion.
ACTUATOR CALIBRATION
Mode, Blend and Zone (if equipped) door calibra-
tion compensates for mechanical variations in the
actuators, HVAC control module and its linkages. In-
vehicle calibration can be entered from the control's
front panel. If the REAR WIPE and INTERMIT-
TENT LED's flash simultaneously when Ignition is
cycled ON, the actuators have not been calibrated or
during the previous calibration a failure occurred
(Fig. 6) and (Fig. 7). Diagnostics will always occur
during Calibration Diagnostic and Cooldown test.
REFRIGERANT OIL CAPACITIES
Refrigerant
Oil Capaci-
tiesFront A/C Dual A/C
Component ml oz ml oz
Compressor 150 ml 5.0 oz 220 ml 7.4 oz
Filter-Drier 30 ml 1.0 oz 30 ml 1.0 oz
Condenser 30 ml 1.0 oz 30 ml 1.0 oz
Evaporator 60 ml 2.0 oz 60 ml 2 .0 oz
Rear Evap. N/A N/A 60 ml 2.0 oz
Fig. 6 Radio Bezel and HVAC Control
24 - 6 HEATING AND AIR CONDITIONINGNS
DESCRIPTION AND OPERATION (Continued)

Page 1869 of 1938

CHRYSLER VOYAGER 1996 Service Manual pressor is driven off the back of the power steering
pump. A rubber flex coupling transfers the power from
the power steering pump to the compressor clutch.
COMPRESSOR HIGH-PRESSURE RELIEF VALVE
The H

pressor is driven off the back of the power steering
pump. A rubber flex coupling transfers the power from
the power steering pump to the compressor clutch.
COMPRESSOR HIGH-PRESSURE RELIEF VALVE
The High Pressure Relief Valve prevents damage
to the air conditioning system if excessive pressure
develops. Excessive pressure can be caused by con-
denser air flow blockage, refrigerant overcharge, or
air and moisture in the system.
The high pressure relief valve vents only a small
amount of refrigerant necessary to reduce system
pressure and then reseats itself. The majority of the
refrigerant is conserved in the system. The valve is
calibrated to vent at a pressure of 3450 to 4140 kPa
(500 to 600 psi). If a valve has vented a small
amount of refrigerant, it does not necessarily mean
the valve is defective.
The High Pressure Relief Valve is located on the
compressor manifold at the discharge passage.
NOTE: Special effort must be used to keep all
R-134a system components moisture-free. Moisture
in the oil is very difficult to remove and will cause a
reliability problem with the compressor.
CONDENSATE DRAIN
Condensation from the evaporator housing is
drained through the dash panel and on to the
ground. This drain must be kept open to prevent
water from collecting in the bottom of the housing.
If the drain is blocked condensate cannot drain,
causing water to back up and spill into the passenger
compartment. It is normal to see condensate drain-
age below the vehicle.
ENGINE COOLING SYSTEM REQUIREMENTS
To maintain ample temperature levels from the
heating-A/C system, the cooling system must be in
proper working order. Refer to Group 0, Lubrication
and Maintenance or Group 7, Cooling System of this
manual.
The use of a bug screen is not recommended. Any
obstructions forward of the condenser can reduce the
effectiveness of the air conditioning system.
EVAPORATOR PROBE
The Evaporator probe is located on the HVAC. The
probe prevents evaporator freeze-up by signaling the
Powertrain Control Module to cycle the compressor
ON and OFF. The probe monitors the temperature of
the refrigerant after expansion.
The evaporator probe is inserted into the evapora-
tor between the coils. The probe is a sealed unit and
cannot be adjusted or repaired. It must be replaced if
found defective.
HANDLING TUBING AND FITTINGS
Kinks in the refrigerant tubing or sharp bends in
the refrigerant hose lines will greatly reduce the
capacity of the entire system. High pressures are pro-
duced in the system when it is operating. Extreme
care must be exercised to make sure that all connec-
tions are pressure tight. Dirt and moisture can enter
the system when it is opened for repair or replace-
ment of lines or components. The refrigerant oil will
absorb moisture readily out of the air. This moisture
will convert into acids within a closed system.
CAUTION: The system must be completely empty
before opening any fitting or connection in the
refrigeration system. Open fittings with caution
even after the system has been emptied. If any
pressure is noticed as a fitting is loosened,
retighten fitting and evacuate the system again.
A good rule for the flexible hose lines is to keep
the radius of all bends at least 10 times the diame-
ter of the hose. Sharper bends will reduce the flow
of refrigerant. The flexible hose lines should be
routed so they are at least 3 inches (80 mm) from
the exhaust manifold. Inspect all flexible hose lines
to make sure they are in good condition and prop-
erly routed.
The use of correct wrenches when making con-
nections is very important. Improper wrenches or
improper use of wrenches can damage the fittings.
The internal parts of the A/C system will remain
stable as long as moisture-free refrigerant and
refrigerant oil is used. Abnormal amounts of dirt,
moisture or air can upset the chemical stability.
This may cause operational troubles or even seri-
ous damage if present in more than very small
quantities.
When opening a refrigeration system, have every-
thing you will need to repair the system ready. This
will minimize the amount of time the system must
be opened. Cap or plug all lines and fittings as
soon as they are opened. This will help prevent the
entrance of dirt and moisture. All new lines and
components should be capped or sealed until they
are ready to be used.
All tools, including the refrigerant dispensing
manifold, the manifold gauge set, and test hoses
should be kept clean and dry.
HVAC CONTROL MODULE
The HVAC control module regulates the operation
of the various actuator motors. The actuator motors
are used to move the mode, blend- air, and recirc.
doors (Fig. 2).
The control module is included in the A/C control
head located on the instrument panel. The control
head includes the blower speed switch, rear wiper
NS/GSHEATING AND AIR CONDITIONING 24 - 3
DESCRIPTION AND OPERATION (Continued)

Page 1871 of 1938

CHRYSLER VOYAGER 1996 Service Manual capacity of the system and consequently result in
higher discharge air temperatures.
NOTE: The oil used in the Denso 2.5L Turbo Diesel
and the Denso 2.0L gasoline engine compressors is
ND-8 PAG R134a

capacity of the system and consequently result in
higher discharge air temperatures.
NOTE: The oil used in the Denso 2.5L Turbo Diesel
and the Denso 2.0L gasoline engine compressors is
ND-8 PAG R134a refrigerant oil. Only refrigerant oil
of the same type should be used to service the sys-
tem. Do not use any other oil. The oil container
should be kept tightly capped until it is ready for
use. Tightly cap afterwards to prevent contamina-
tion from dirt and moisture. Refrigerant oil will
quickly absorb any moisture it comes in contact
with. Special effort must be used to keep all R-134a
system components moisture-free. Moisture in the
oil is very difficult to remove and will cause a reli-
ability problem with the compressor.
It will not be necessary to check oil level in the
compressor or to add oil unless there has been an oil
loss. Oil loss at a leak point will be evident by the
presence of a wet, shiny surface around the leak.
REFRIGERANT OIL LEVEL CHECK
When an air conditioning system is first assem-
bled, all components (except the compressor) are
refrigerant oil free. After the system has been
charged with R134a refrigerant and operated, the oil
in the compressor is dispersed through the lines and
components. The evaporator, condenser, and filter-
drier will retain a significant amount of oil, refer to
the Refrigerant Oil Capacities chart. When a compo-
nent is replaced, the specified amount of refrigerant
oil must be added. When the compressor is replaced,
the amount of oil that is retained in the rest of the
system must be drained from the replacement com-
pressor. When a line or component has ruptured and
oil has escaped, the compressor should be removed
and drained. The compressor is drained through the
suction port or by removing the sump bolt on top of
the compressor, refer to Compressor Removal and
Installation procedures. The filter-drier must be
replaced along with the ruptured part. The oil capac-
ity of the system, minus the amount of oil still in the
remaining components, can be measured and poured
into the suction port of the compressor.
Example: The evaporator retains 50 ml (1.7 oz.).
The condenser retains 30 ml (1 oz) of oil, and system
capacity may be 220 ml (7.40 oz) of oil.
220 ml minus 90 ml = 130 ml (4.40 oz.).
CAUTION: The refrigerant oil used in a R-134a A/C
system is unique. Use only oils which were designed
to work with R-134a refrigerant. The oil designated
for the Denso 2.5L Turbo Diesel and Denso 2.0L gas-
oline engine compressors is ND-8 PAG compressor
oil. For gasoline vehicles still using R-12 refrigerant,
use ND8 PAG compressor oil.
SERVICING REFRIGERANT OIL LEVEL
(1) Using a refrigerant recovery machine, remove
refrigerant from the A/C system.
(2) Remove refrigerant lines from A/C compressor.
(3) Remove compressor from vehicle.
(4) From suction port on top of compressor, drain
refrigerant oil from compressor.
(5) Add system capacity minus the capacity of
components that have not been replaced through suc-
tion port on compressor. Refer to the Refrigerant Oil
Capacity Chart.
(6) Install compressor, connect refrigerant lines,
evacuate, and charge refrigerant system.
DIAGNOSIS AND TESTING
ACTUATOR CALIBRATION/DIAGNOSTICS AND
COOLDOWN TEST
GENERAL INFORMATION
If the HVAC control module is replaced, the Cali-
bration Diagnostic and Cooldown tests will need to
be performed. Once this group of tests have success-
fully passed, they can be performed individually. The
engine must be running during the test to provide
hot coolant for the heater, A/C compressor operation
and to assure that the actuators are calibrated cor-
rectly. The HVAC control module is capable of trou-
bleshooting the system in approximately 120 seconds.
If a condition is detected, an error code is displayed.
The error code cannot be erased until the condition is
repaired and the diagnostic test is performed. Check
wire before replacing components, refer to Group 8W,
Wiring Diagrams.
CAUTION: Do not remove the actuators from the
Heater-A/C unit assembly with power applied.
Removal 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 out of calibration.
ACTUATOR CALIBRATION
Mode, Blend and Zone (if equipped) door calibra-
tion compensates for mechanical variations in the
REFRIGERANT OIL CAPACITIES
REFRIGERANT OIL CAPACITIES
COMPONENT ML OZ
Compressor 135 ml 4.5 oz
Filter-Drier 30 ml 1.0 oz
Condenser 30 ml 1.0 oz
Evaporator 50 ml 1.7 oz
NS/GSHEATING AND AIR CONDITIONING 24 - 5
DESCRIPTION AND OPERATION (Continued)

Page: < prev 1-8 9-16

gas tank size window check transmission fluid fuel cap technical specifications drain bolt