1996 CHRYSLER VOYAGER tire pressure

the steering column. The CAB and the body control-
ler, controls the yellow ABS warning lamp by directly
grounding the circuit.
HYDRAULIC CIRCUITS AND VALVE OPERATION
Through the following operation descriptions the
function of the various hydraulic control valves in the
ABS will be described. The fluid control valves men-
tioned below, control the flow of pressurized brake
fluid to the wheel brakes during the different modes
of ABS braking.
For explanation purposes, all wheel speed sensors
except the right front are sending the same wheel
speed information. The following diagrams show only
the right front wheel in a antilock braking condition.
NORMAL BRAKING HYDRAULIC CIRCUIT AND
SOLENOID VALVE FUNCTION
This condition is the normal operation of the vehi-
cles base brake hydraulic system. The hydraulic sys-
tem circuit diagram (Fig. 11) shows a situation where
no wheel spin or slip is occurring relative to the
speed of the vehicle. The driver is applying the brake
pedal to build pressure in the brake hydraulic system
to apply the brakes and stop the vehicle.
TEVES MARK 20 ABS CIRCUIT AND
SOLENOID VALVE FUNCTION
This hydraulic circuit diagram (Fig. 12) shows the
vehicle in the ABS braking mode. This hydraulic cir-
cuit (Fig. 12) shows a situation where one wheel is
slipping because the driver is attempting to stop the
vehicle at a faster rate than the surface the vehicle's
tires are on will allow. The normally open and nor-
mally closed valves modulate the brake hydraulic
pressure as required. The pump/motor is switched on
so that the brake fluid from the low pressure accu-
mulators is returned to the master cylinder circuits.
The brake fluid will then be routed to either the mas-
ter cylinder or the wheel brake depending on the
position of the normally open valve.
TEVES MARK 20 SECONDARY ABS CIRCUIT
AND SOLENOID VALVE FUNCTION
This hydraulic circuit diagram (Fig. 13) shows the
vehicle in the ABS braking mode. This hydraulic cir-
cuit (Fig. 13) shows a situation where one wheel is
slipping because the driver is attempting to stop the
vehicle at a faster rate than the surface the vehicle's
tires are on will allow. The normally open and nor-
mally closed valves modulate the brake hydraulic
pressure as required. The pump/motor is switched on
so that the brake fluid from the low pressure accu-
Fig. 11 Normal Braking Hydraulic Circuit
5 - 92 BRAKESNS
DESCRIPTION AND OPERATION (Continued)

mulators is returned to the master cylinder circuits.
The brake fluid will then be routed to either the mas-
ter cylinder or the wheel brake depending on the
position of the normally open valve. A volume of 1.2
cc's of brake fluid is taken in by the lip seal saver
(Fig. 13) to protect the lip seals on the piston of the
master cylinder.
TEVES MARK 20 ABS WITH TRACTION
CONTROL NORMAL BRAKING HYDRAULIC
CIRCUIT ± SOLENOID AND SHUTTLE VALVE
FUNCTION
This condition is the normal operation of the vehi-
cles base brake hydraulic system when the vehicle is
equipped with ABS and traction control. The hydrau-
lic system circuit diagram (Fig. 14) shows a situation
where no wheel spin or slip is occurring relative to
the speed of the vehicle. The driver is applying the
brake pedal to build pressure in the brake hydraulic
system to apply the brakes and stop the vehicle. The
hydraulic shuttle valve (Fig. 14) closes with every
brake pedal application so pressure is not created at
the inlet to the pump.
TEVES MARK 20 ABS WITH TRACTION
CONTROL ABS BRAKING HYDRAULIC
CIRCUIT ± SOLENOID AND SHUTTLE VALVE
FUNCTION
This hydraulic circuit diagram (Fig. 15) shows a
vehicle equipped with ABS and traction control in
the ABS braking mode. This hydraulic circuit (Fig.
15) shows a situation where one wheel is slipping
because the driver is attempting to stop the vehicle
at a faster rate than the surface the vehicle's tires
are on will allow. The hydraulic shuttle valve (Fig.
15) closes upon brake application so that the pump
can not suck brake fluid from the master cylinder.
The normally open and normally closed valves mod-
ulate the brake hydraulic pressure as required. The
pump/motor is switched on so that the brake fluid
from the low pressure accumulators is returned to
the master cylinder circuits. The brake fluid will
then be routed to either the master cylinder or the
wheel brake depending on the position of the nor-
mally open valve.
Fig. 12 ABS Mode Hydraulic Circuit
NSBRAKES 5 - 93
DESCRIPTION AND OPERATION (Continued)

If the brake system is to be bled using pressurized
bleeding equipment, refer to Bleeding Brake System
in the Service Adjustments section at the beginning
of this group for proper equipment usage and proce-
dures.
(1) Assemble and install all brake system compo-
nents on the vehicle making sure all hydraulic fluid
lines are installed and properly torqued.
(2) Connect the DRB Diagnostics Tester to the
diagnostics connector. The Teves Mark 20 ABS diag-
nostic connector is located under the instrument
panel to the left of the steering column cover.
(3) Using the DRB, check to make sure the CAB
does not have any fault codes stored. If it does,
remove them using the DRB.
WARNING: WHEN BLEEDING THE BRAKE SYS-
TEM WEAR SAFETY GLASSES. A CLEAR BLEED
TUBE MUST BE ATTACHED TO THE BLEEDER
SCREWS AND SUBMERGED IN A CLEAR CON-
TAINER FILLED PART WAY WITH CLEAN BRAKE
FLUID. DIRECT THE FLOW OF BRAKE FLUID AWAY
FROM THE PAINTED SURFACES OF THE VEHICLE.
BRAKE FLUID AT HIGH PRESSURE MAY COME
OUT OF THE BLEEDER SCREWS WHEN OPENED.
(4) Bleed the base brake system using the stan-
dard pressure or manual bleeding procedure as out-
lined in the Service Adjustments section of this
service manual.
(5) Using the DRB, go to the9Bleed ABS9routine.
Apply the brake pedal firmly and initiate the9Bleed
ABS9cycle one time. Release the brake pedal.
(6) Bleed the base brake system again, as in step
Step 4 above.
(7) Repeat steps Step 5 and Step 6 above until
brake fluid flows clear and is free of any air bubbles.
Check brake fluid level in reservoir periodically to
prevent reservoir from running low on brake fluid.
(8) Test drive the vehicle to be sure brakes are
operating correctly and that brake pedal is solid.
REMOVAL AND INSTALLATION
ABS GENERAL SERVICE PRECAUTIONS
CAUTION: Review this entire section prior to per-
forming any mechanical work on a vehicle equipped
with the ITT Tevis Mark 20 ABS brake system. This
section contains information on precautions per-
taining to potential component damage, vehicle
damage and personal injury which could result
when servicing an ABS equipped vehicle.
CAUTION: Only the recommended jacking or hoist-
ing positions for this vehicle are to be used when-ever it is necessary to lift a vehicle. Failure to raise
a vehicle from the recommended locations could
result in lifting a vehicle by the hydraulic control
unit mounting bracket. Lifting a vehicle by the
hydraulic control unit mounting bracket will result
in damage to the mounting bracket and the hydrau-
lic control unit.
CAUTION: Certain components of the ABS System
are not intended to be serviced individually.
Attempting to remove or disconnect certain system
components may result in improper system opera-
tion. Only those components with approved
removal and installation procedures in this manual
should be serviced.
CAUTION: Brake fluid will damage painted sur-
faces. If brake fluid is spilled on any painted sur-
faces, wash off with water immediately.
CAUTION: When performing any service procedure
on a vehicle equipped with ABS do not apply a 12
volt power source to the ground circuit of the pump
motor in the CAB. Doing this will damage the pump
motor and will require replacement of the HCU.
The following are general cautions which should be
observed when servicing the ABS system and/or
other vehicle systems. Failure to observe these pre-
cautions may result in ABS System component dam-
age.
If welding work is to be performed on the vehicle,
using an electric arc welder, the CAB connector
should be disconnected during the welding operation.
The CAB 25 way connector connector should never
be connected or disconnected with the ignition switch
in the ON position.
Many components of the ABS System are not ser-
viceable and must be replaced as an assembly. Do not
disassemble any component which is not designed to
be serviced.
HYDRAULIC CONTROL UNIT
REMOVE
(1) Disconnect the negative (ground) cable from
the battery and isolate cable.
(2) Using a brake pedal depressor, move and lock
the brake pedal to a position past the first inch of
pedal travel.This will prevent brake fluid from
draining out of the master cylinder when the
brake tubes are removed from the HCU.
(3) Raise vehicle. Vehicle is to be raised and sup-
ported on jackstands or on a frame contact type
5 - 100 BRAKESNS
SERVICE PROCEDURES (Continued)

either the crankshaft position sensor/camshaft posi-
tion sensor 8 volt supply circuit, or the camshaft
position sensor output or ground circuits. Use the
DRB scan tool to test the camshaft position sensor
and the sensor circuits. Refer to the appropriate Pow-
ertrain Diagnostics Procedure Manual. Refer to the
wiring diagrams section for circuit information.
IGNITION TIMING PROCEDURE
The engines for this vehicle, use a fixed ignition
system. The PCM regulates ignition timing. Basic
ignition timing is not adjustable.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
TEST
Refer to Group 14, Fuel System for Diagnosis and
Testing.
CAMSHAFT POSITION SENSOR AND CRANKSHAFT
POSITION SENSOR
The output voltage of a properly operating cam-
shaft position sensor or crankshaft position sensor
switches from high (5.0 volts) to low (0.3 volts). By
connecting an Moper Diagonostic System (MDS) and
engine analyzer to the vehicle, technicians can view
the square wave pattern.
ENGINE COOLANT TEMPERATURE SENSOR
Refer to Group 14, Fuel System for Diagnosis and
Testing.
INTAKE AIR TEMPERATURE SENSOR
Refer to Group 14, Fuel System, for Diagnosis and
Testing.
SPARK PLUG CONDITION
NORMAL OPERATING CONDITIONS
The few deposits present will be probably light tan
or slightly gray in color with most grades of commer-
cial gasoline (Fig. 23). There will not be evidence of
electrode burning. Gap growth will not average more
than approximately 0.025 mm (.001 in) per 1600 km
(1000 miles) of operation for non platinum spark
plugs. Non-platnium spark plugs that have normal
wear can usually be cleaned, have the electrodes filed
and regapped, and then reinstalled.
CAUTION: Never attempt to file the electrodes or
use a wire brush for cleaning platinum spark plugs.
This would damage the platinum pads which would
shorten spark plug life.
Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
may coat the entire tip of the spark plug with a rustcolored deposit. The rust color deposits can be misdi-
agnosed as being caused by coolant in the combustion
chamber. Spark plug performance is not affected by
MMT deposits.
COLD FOULING (CARBON FOULING)
Cold fouling is sometimes referred to as carbon
fouling because the deposits that cause cold fouling
are basically carbon (Fig. 23). A dry, black deposit on
one or two plugs in a set may be caused by sticking
valves or misfire conditions. Cold (carbon) fouling of
the entire set may be caused by a clogged air cleaner.
Cold fouling is normal after short operating peri-
ods. The spark plugs do not reach a high enough
operating temperature during short operating peri-
ods.Replace carbon fouled plugs with new
spark plugs.
FUEL FOULING
A spark plug that is coated with excessive wet fuel
is called fuel fouled. This condition is normally
observed during hard start periods.Clean fuel
fouled spark plugs with compressed air and
reinstall them in the engine.
OIL FOULING
A spark plug that is coated with excessive wet oil
is oil fouled. In older engines, wet fouling can be
caused by worn rings or excessive cylinder wear.
Break-in fouling of new engines may occur before
normal oil control is achieved.Replace oil fouled
spark plugs with new ones.
OIL OR ASH ENCRUSTED
If one or more plugs are oil or ash encrusted, eval-
uate the engine for the cause of oil entering the com-
bustion chambers (Fig. 24). Sometimes fuel additives
can cause ash encrustation on an entire set of spark
Fig. 23 Normal Operation and Cold (Carbon) Fouling
NSIGNITION SYSTEM 8D - 11
DIAGNOSIS AND TESTING (Continued)

(2) Add an oil soluble dye (use as recommended by
manufacturer). Start the engine and let idle for
approximately 15 minutes. Check the oil dipstick to
make sure the dye is thoroughly mixed as indicated
with a bright yellow color under a black light.
(3) Using a black light, inspect the entire engine
for fluorescent dye, particularly at the suspected area
of oil leak. If the oil leak is found and identified,
repair per service manual instructions.
(4) If dye is not observed, drive the vehicle at var-
ious speeds for approximately 24km (15 miles), and
repeat inspection.
(5)If the oil leak source is not positively
identified at this time, proceed with the air leak
detection test method as follows:
(6) Disconnect the fresh air hose (makeup air) at
the cylinder head cover and plug or cap the nipple on
the cover.
(7) Remove the PCV valve hose from the cylinder
head cover. Cap or plug the PCV valve nipple on the
cover.
(8) Attach an air hose with pressure gauge and
regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to
more than 20.6 kpa (3 PSI) of test pressure.
(9) Gradually apply air pressure from 1 psi to 2.5
psi maximum while applying soapy water at the sus-
pected source. Adjust the regulator to the suitable
test pressure that provide the best bubbles which
will pinpoint the leak source. If the oil leak is
detected and identified, repair per service manual
procedures.
(10) If the leakage occurs at the rear oil seal area,
refer to the section, Inspection for Rear Seal Area
Leak.
(11) If no leaks are detected, turn off the air sup-
ply and remove the air hose and all plugs and caps.
Install the PCV valve and breather cap hose. Proceed
to next step.
(12) Clean the oil off the suspect oil leak area
using a suitable solvent. Drive the vehicle at various
speeds approximately 24 km (15 miles). Inspect the
engine for signs of an oil leak by using a black light.INSPECTION FOR REAR SEAL AREA LEAKS
Since it is sometimes difficult to determine the
source of an oil leak in the rear seal area of the
engine, a more involved inspection is necessary. The
following steps should be followed to help pinpoint
the source of the leak.
If the leakage occurs at the crankshaft rear oil seal
area:
(1) Disconnect the battery.
(2) Raise the vehicle.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak. If a leak is
present in this area remove transmission for further
inspection.
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, oil galley cup
plug, bedplate to cylinder block mating surfaces
and seal bore. See proper repair procedures for
these items.
(4) If no leaks are detected, pressurized the crank-
case as outlined in the, Inspection (Engine oil Leaks
in general)
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks and
scratches. The crankshaft seal flange is especially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until dis-
assembled.
(7) After the oil leak root cause and appropriate
corrective action have been identified. Refer to Rear
Crankshaft Seals, for proper replacement procedures.
NSENGINE 9 - 9
DIAGNOSIS AND TESTING (Continued)

ENGINE ASSEMBLY
REMOVAL
(1) Perform fuel pressure release procedure. Refer
to Group 14, Fuel System for procedure. Remove fuel
line to fuel rail.
(2) Disconnect battery.
(3) Remove Air cleaner and hoses.
(4) Drain cooling system. Refer to Group 7, Cooling
System for procedure.
(5) Remove upper radiator hose and remove radia-
tor fans. Refer to Group 7, Cooling System for proce-
dure.
(6) Remove lower radiator hose.
(7) Disconnect automatic transmission cooler lines
and plug, if equipped.
(8) Disconnect transmission shift linkage.
(9) Disconnect throttle body linkage.
(10) Disconnect engine wiring harness.
(11) Disconnect heater hoses.
(12) Discharge Air Conditioning System. Refer to
Group 24, Air Conditioning for procedure.
(13) Hoist vehicle and remove right inner splash
shield. Remove wheels and tires.
(14) Loosen power steering belt for pump removal.
Refer to Group 7, Cooling System for procedure.
(15) Remove axle shafts. Refer to Group 2, Suspen-
sion and Driveshafts for procedure.
(16) Disconnect exhaust pipe from manifold.
(17) Remove front and rear engine mount brackets
from the body.
(18) Remove bending braces and front engine
mount bracket. Remove transmission inspection
cover.
(19) Mark flexplate to torque converter and
remove torque converter bolts.
(20) Install front engine mount bracket.
(21) Lower vehicle.
(22) Remove power steering pump. Set pump
aside.
(23) Remove A/C lines at compressor and cap.
(24) Remove ground straps to body.
(25) Raise vehicle enough to allow engine dolly
Special Tool 6135, cradle Special Tool 6710 with
Posts Special Tool 6848 and Adaptor Special Tool
8130 to be installed under vehicle (Fig. 27).
(26) Loosen cradle posts to allow movement for
proper positioning. Locate two rear posts (right side
of engine) into the holes on the engine bedplate.
Locate the two front posts (left side of engine) on the
front engine bracket and A/C compressor bracket
(Fig. 27). Lower vehicle and position cradle mounts
until the engine is resting on mounts. Tighten
mounts to cradle frame. This will keep mounts from
moving when removing or installing engine and
transmission.(27) Lower vehicle so the weight ofONLY THE
ENGINE AND TRANSMISSIONare on the cradle.
(28) Remove engine and transmission mount bolts.
(29) Raise vehicle slowly. It may be necessary to
move the engine/transmission assembly on the cradle
to allow for removal around the body.
INSTALLATION
(1) Position engine and transmission assembly
under vehicle and slowly lower the vehicle over the
engine and transmission.
(2) Align engine and transmission mounts to
attaching points. Install mounting bolts at the right
engine and left transmission mounts. Refer to proce-
dures outlined in this section.
(3) Slowly raise vehicle enough to remove the
engine dolly and cradle Special Tools 6135 and 6710.
(4) Install axle shafts. Refer to Group 2, Suspen-
sion and Driveshafts for procedure.
(5) Install transmission and engine braces and
splash shields.
(6) Connect exhaust system to manifold. Refer to
Group 11, Exhaust System and Intake Manifold for
procedure and torque specifications.
(7) Install power steering pump. Refer to Cooling
System Group 7, Accessory Drive Section for belt ten-
sion adjustment.
(8) Install A/C compressor hoses. Refer to Group
24, Heater and Air Conditioning for procedure.
(9) Install accessory drive belts. Refer to Group 7,
Cooling System Accessory Drive Section for belt ten-
sion adjustment.
(10) Install front and rear engine mounts. Refer to
this section for procedure.
(11) Install inner splash shield. Install wheels and
tires.
(12) Connect automatic transmission cooler lines,
and shift linkage. Refer to Group 21, Transmission
for procedures.
(13) Connect fuel line and heater hoses.
(14) Install ground straps. Connect engine and
throttle body connections and harnesses. Refer to
Group 8, Electrical for procedure.
(15) Connect throttle body linkage. Refer to Group
14, Fuel System for procedure.
(16) Install radiator fans. Install radiator hoses.
Fill cooling system. Refer to Group 7, Cooling System
for filling procedure.
(17) Connect battery.
(18) Install air cleaner and hoses.
(19) Install oil filter. Fill engine crankcase with
proper oil to correct level.
(20) Start engine and run until operating temper-
ature is reached.
(21) Adjust transmission linkage, if necessary.
9 - 26 2.4L ENGINENS
REMOVAL AND INSTALLATION (Continued)

leaks are not present. The component should be
replaced immediately if there is any evidence of deg-
radation that could result in failure.
Never attempt to repair a plastic fuel line/tube or a
quick±connect fitting. Replace complete line/tube as
necessary.
Avoid contact of any fuel tubes/hoses with other
vehicle components that could cause abrasions or
scuffing. Be sure that the fuel lines/tubes are prop-
erly routed to prevent pinching and to avoid heat
sources.
The lines/tubes/hoses are of a special construction.
If it is necessary to replace these lines/tubes/hoses,
use only original equipment type.
The hose clamps used to secure the rubber hoses
are of a special rolled edge construction. This con-
struction is used to prevent the edge of the clamp
from cutting into the hose. Only these rolled edge
type clamps may be used in this system. All other
types of clamps may cut into the hoses and cause
fuel leaks.
Where a rubber hose is joined to a metal tube
(staked), do not attempt to repair. Replace entire
line/tube assembly.
Use new original equipment type hose clamps.
Tighten hose clamps to 2 N´m (20 in. lbs.) torque.
QUICK-CONNECT FITTINGSÐLOW PRESSURE
TYPE
Different types of quick-connect fittings are used to
attach various fuel system components. These are: a
single-tab type, a two-tab type or a plastic retainer
ring type (Fig. 8). Refer to Quick-Connect Fittings in
the Removal/Installation section for more informa-
tion.
CAUTION: The interior components (o-rings, spac-
ers) of quick-connect fitting are not serviced sepa-
rately, but new pull tabs are available for some
types. Do not attempt to repair damaged fittings or
fuel lines/tubes. If repair is necessary, replace the
complete fuel tube assembly.
HIGH-PRESSURE FUEL LINES
CAUTION: The high±pressure fuel lines must be
held securely in place in their holders. The lines
cannot contact each other or other components. Do
not attempt to weld high±pressure fuel lines or to
repair lines that are damaged. Only use the recom-
mended lines when replacement of high±pressure
fuel line is necessary.
High±pressure fuel lines deliver fuel under pres-
sure of up to approximately 45,000 kPa (6526 PSI)
from the injection pump to the fuel injectors. Thelines expand and contract from the high±pressure
fuel pulses generated during the injection process. All
high±pressure fuel lines are of the same length and
inside diameter. Correct high±pressure fuel line
usage and installation is critical to smooth engine
operation.
WARNING: USE EXTREME CAUTION WHEN
INSPECTING FOR HIGH±PRESSURE FUEL LEAKS.
INSPECT FOR HIGH±PRESSURE FUEL LEAKS WITH
A SHEET OF CARDBOARD. HIGH FUEL INJECTION
PRESSURE CAN CAUSE PERSONAL INJURY IF
CONTACT IS MADE WITH THE SKIN.
FUEL DRAIN TUBES
These rubber tubes are low±pressure type.
Some excess fuel is continually vented from the
fuel injection pump. During injection, a small amount
of fuel flows past the injector nozzle and is not
injected into the combustion chamber. This fuel
drains into the fuel drain tubes (Fig. 9) and back to
the tee banjo fitting, which is connected to the same
line as the overflow valve, which allows a variable
quantity to return to the fuel tank. The overflow
valve is calibrated to open at a preset pressure.
Excess fuel not required by the pump to maintain the
minimum pump cavity pressure is then returned
through the overflow valve and on to the fuel tank
through the fuel return line.
Fig. 8 Plastic Retainer Ring-Type Fitting
NS/GSFUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINE 14 - 7
DESCRIPTION AND OPERATION (Continued)

(8) Disconnect the main engine wiring harness
from the glow plugs.
(9) Disconnect the four high±pressure fuel lines
from the fuel injection pump. Also disconnect fuel
lines at the fuel injectors. For procedures, refer to
High±Pressure Fuel Lines in this group. Place a rag
beneath the fittings to catch excess fuel.
(10) Remove plug from timing gear cover.
(11) The ªTop Dead Centerº (TDC) compression fir-
ing stroke must be determined as follows:
(a) Remove the valve cover, refer to Group 9,
Valve Cover Removal/Installation.
(b) Remove the right front tire and splash
shield. Using a socket attached to the end of crank-
shaft, rotate the engine (counterÐclockwise as
viewed from front).
(c) Rotate the engine until cylinder #4 rockers
are in between movement.
(d) Remove rocker arm assembly.
(e) Remove valve spring and keepers.CAU-
TION: When the piston is at TDC there is only
2 mm (.080 thousand) clearance between the
valve and piston.
(f) Let the valve set on top of piston. Install a
dial indicator to the top of the valve stem.
(g) Rotate engine back and forth to find the TDC
position with the indicator on the valve stem. Mark
the damper and timing cover for TDC.
NOTE: On later model 1997 engines, a hole in the
bottom of the clutch housing can be lined up with a
hole in the flywheel, allowing the engine to be held
at TDC with a special alignment tool, part # VM1035.(12) Remove injection pump drive gear nut (Fig.
41) and washer.CAUTION: Be very careful not to
drop the washer into the timing gear cover.
(13) A special 3±piece gear removal tool set
VM.1003 (Fig. 42) must be used to remove the injec-
tion pump drive gear from the pump shaft.
(a) Thread the adapter (Fig. 43) into the timing
cover.
(b) Thread the gear puller into the injection
pump drive gear (Fig. 43). This tool is also used to
hold the gear in synchronization during pump
removal.
(c) Remove the three injection pump±to±gear
cover mounting nuts (Fig. 44).CAUTION: This
step must be done to prevent breakage of the
Fig. 40 Engine Coolant Temperature Sensor
Fig. 41 Removing Pump Drive Gear Nut
Fig. 42 Pump Gear Tools
14 - 20 FUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINENS/GS
REMOVAL AND INSTALLATION (Continued)