1996 CHRYSLER VOYAGER oil pressure

INSTALLATION
(1) Place a new gasket (dipped in water) on the
thermostat housing surface, center thermostat into
opening in the intake manifold water box.
(2) Place housing and gasket over the thermostat,
making sure thermostat is in the recess provided
(Fig. 28).
(3) Bolt housing to intake manifold, tighten bolts
to 28 N´m (250 in. lbs.).
(4) Refill the cooling system to the proper level.
Refer to Cooling System Refilling outlined in this sec-
tion for procedure.
RADIATOR
REMOVAL
(1) Disconnect negative cable from battery.
WARNING: DO NOT REMOVE THE CYLINDER
BLOCK PLUG OR THE RADIATOR DRAINCOCK
WITH THE SYSTEM HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM COOLANT CAN
OCCUR.
(2) Drain cooling system. Refer to Draining Cool-
ing System of this section.
(3) Remove air intake resonator.
(4) Remove coolant reserve system tank to filler
neck tube hose.
(5) Disconnect fans from the connector located on
the left side of the fan module.
(6) Remove the Coolant Recovery System (CRS)
tank retaining screw from the upper radiator closure
panel crossmember.
(7) Disconnect the upper radiator mounting
screws from the crossmember. Disconnect the engine
block heater wire if equipped.
(8) Remove the upper radiator closure panel
crossmember. Refer to Group 23 Body for procedure.
(9) Remove air cleaner assembly.
(10) Disconnect automatic transmission oil cooler
lines at radiator and plug.
(11) Disconnect inlet and outlet hoses from the
radiator. Remove the lower hose clip from the fan
module.
(12) Remove A/C condenser fasteners and sepa-
rate the condenser from the radiator (Fig. 29). Verify
the condenser is supported in position.
(13) Remove A/C filter/dryer mounting bracket, 2
bolts to the fan module, and 2 nuts to the filter/dryer.
(14) Radiator can now be lifted free from engine
compartment.Care should be taken not to dam-
age radiator cooling fins or water tubes during
removal.INSTALLATION
(1)Be sure the air seals are in position before
radiator is installed.Slide radiator down into posi-
tion behind closure panel. Seat the radiator with the
rubber isolators into the mounting holes provided,
with a 10 lbs. force.
(2) Install A/C filter/dryer and mounting bracket
onto fan module.
(3) Install Air Conditioning Condenser onto the
radiator (Fig. 29).
(4) Unplug and connect automatic transmission
oil cooler lines to radiator.
(5) Install inlet and outlet radiator hoses (includ-
ing coolant reserve hose) and connect the fan motor
electrical connection.
(6) Install air cleaner assembly.
(7) Install the upper radiator closure panel cross-
member. Refer to Group 23 Body for procedure.
(8) Install the upper radiator mounting screws.
Tighten radiator mounting bolts to 12 N´m (105 in.
lbs.). Connect the engine block heater wire if
equipped.
(9) Install the Coolant Recovery System (CRS)
tank retaining screw to the upper radiator closure
panel crossmember.
(10) Install air intake resonator.
(11) Fill cooling system. Refer to Cooling System
Filling in this section.
(12) Connect negative cable to battery.
RADIATOR DRAINCOCK
REMOVAL
CAUTION: Use of pliers on draincock is not rec-
ommended. Damage may occur to part. Draincock
should not be removed unless leakage observed.
(1) Turn the draincock stem counterclockwise to
unscrew the stem. When the stem is unscrewed to
Fig. 29 Air Conditioning Condenser Mounting
Fasteners
NSCOOLING SYSTEM 7 - 21
REMOVAL AND INSTALLATION (Continued)

COOLING SYSTEM
CONTENTS
page page
GENERAL INFORMATION
COOLANT PRESSURE BOTTLE............ 1
COOLING SYSTEM Ð 2.0L GASOLINE...... 1
COOLING SYSTEM Ð 2.5L VM DIESEL..... 1
LOW COOLANT LEVEL SENSOR........... 1
RADIATOR............................ 2
DESCRIPTION AND OPERATION
AUTOMATIC BELT TENSIONER............ 6
BELT TENSION......................... 5
COOLANT PERFORMANCE............... 5
PRESSURE/VENT CAP................... 4
THERMOSTAT OPERATION............... 4
THERMOSTAT......................... 6
WATER PUMP......................... 3
SERVICE PROCEDURES
ADDING ADDITIONAL COOLANT........... 7
DRAINING COOLING SYSTEM............. 7
REFILLING COOLING SYSTEM............ 7
REMOVAL AND INSTALLATION
ENGINE THERMOSTATÐ 2.0L GASOLINE . . . 9GENERATOR/POWER STEERING BELT Ð 2.5L
VM DIESEL......................... 10
RADIATOR Ð 2.5L VM DIESEL........... 9
THERMOSTAT Ð 2.5L VM DIESEL......... 9
WATER PUMP BELT Ð 2.5L VM DIESEL . . . 10
WATER PUMP Ð 2.0L GASOLINE......... 7
WATER PUMP Ð 2.5L VM DIESEL........ 8
CLEANING AND INSPECTION
WATER PUMP........................ 10
ADJUSTMENTS
BELT TENSION CHART................. 11
BELT TENSION GAUGE METHOD......... 11
SPECIFICATIONS
COOLING SYSTEM CAPACITY............ 12
TORQUE CHART...................... 12
SPECIAL TOOLS
COOLING............................ 12
GENERAL INFORMATION
COOLING SYSTEM Ð 2.0L GASOLINE
The 2.0L gasoline engine cooling system consists of
an engine cooling module, thermostat, coolant, a
water pump to circulate the coolant. The engine cool-
ing module may consist of a radiator, electric fan
motors, fan, shroud, coolant reserve system, hoses,
clamps, air condition condenser.
²When the Engine is cold: The thermostat is
closed; the cooling system has no flow through the
radiator. The coolant flows through the engine,
heater system and bypass.
²When the Engine is warm: Thermostat is open;
the cooling system has flow through radiator, engine,
heater system and bypass.
COOLING SYSTEM Ð 2.5L VM DIESEL
The cooling system has a radiator, coolant, electric
fan motors, shroud, pressure cap, thermostat, coolant
pressure bottle, hoses, a water pump to circulate the
coolant, to complete the circuit. Coolant flow for the
VM diesel engine is shown in (Fig. 1).
COOLANT PRESSURE BOTTLE
2.5L VM DIESEL
This system works with the pressure cap to use
thermal expansion and contraction of the coolant to
keep the coolant free of trapped air. It provides some
reserve coolant to cover minor leaks and evaporation
or boiling losses. The coolant pressure bottle location
for 2.5L diesel is above the cylinder head cover (Fig.
2).
LOW COOLANT LEVEL SENSOR
The low coolant level sensor checks for low coolant
level in the coolant tank. A signal will be sent from
this sensor to the Body Control Module (BCM). When
the BCM determines low coolant level for 30 contin-
uous seconds, the instrument panel mounted low
coolant level warning lamp will be illuminated. The
sensor is located on the front side of the coolant tank
(Fig. 4). For information, refer to Group 8E, Instru-
ment Panel and Gauges.
If this lamp is illuminated, it indicates the need to
fill the coolant tank and check for leaks.
NS/GSCOOLING SYSTEM 7 - 1

THERMOSTAT OPERATION
2.5 VM DIESEL
The engine cooling thermostats are wax pellet
driven, reverse poppet choke type. They are designed
to provide the fastest warm up possible by prevent-
ing leakage through them and to guarantee a mini-
mum engine operating temperature (Fig. 10). The
thermostat has a hole to bleed off air in the cooling
system during engine warm up. The thermostat
begins to open at 80É C62É (176É F64É).
PRESSURE/VENT CAP
WARNING: Engine coolant can reach temperatures
of 200É fahrenheit or greater. If the cooling system
is opened with coolant at a high temperature, hot
coolant can be forced out of the system under high
pressures, causing personal injury. Allow system to
cool down prior to removing the pressure cap.
The pressure/vent cap is secured to the coolant
tank neck by a means of a cam lock system. This cap
releases excess pressure at some point within a
range of 90-117 kPa (13- 17 psi) for gasoline engines,
and 110±124 kPa (16±18 psi) for diesel engines. The
actual pressure relief point (in pounds) is labeled on
top of the cap (Fig. 11).
The cooling system will operate at pressures
slightly above atmospheric pressure. This results in a
higher coolant boiling point allowing increased radi-
ator cooling capacity. The cap (Fig. 11) contains a
spring-loaded pressure relief valve. This valve opens
when system pressure reaches approximately 103
kPa (15 psi).
When the engine is cooling down, vacuum is
formed within the cooling system. To prevent collapse
of the radiator and coolant hoses from this vacuum, a
vacuum valve is used within the cap. This valve pre-
vents excessive pressure differences from occurring
between the closed cooling system and the atmo-
sphere. If the vacuum valve is stuck shut, the radia-
tor and/or cooling system hoses will collapse on cool-
down.
Fig. 7 Water PumpÐ2.0L Gasoline Engine
Fig. 8 Water PumpÐ2.0L Gasoline Engine
Fig. 9 Water PumpÐ2.5L VM Diesel
Fig. 10 Thermostat and Housing Ð 2.5L VM Diesel
7 - 4 COOLING SYSTEMNS/GS
DESCRIPTION AND OPERATION (Continued)

NOTE: Do not use any type of tool when tighten-
ing the cap. Hand tighten only (approximately 5 N´m
or 44 in. lbs.) torque.
COOLANT PERFORMANCE
ETHYLENE-GLYCOL MIXTURES
The required ethylene-glycol (antifreeze) and water
mixture depends upon the climate and vehicle oper-
ating conditions. The recommended mixture of 50/50
ethylene-glycol and water will provide protection
against freezing to -37 deg. C (-35 deg. F). The anti-
freeze concentrationmust alwaysbe a minimum of
44 percent, year-round in all climates.If percentage
is lower than 44 percent, engine parts may be
eroded by cavitation, and cooling system com-
ponents may be severely damaged by corrosion.
Maximum protection against freezing is provided
with a 68 percent antifreeze concentration, which
prevents freezing down to -67.7 deg. C (-90 deg. F). A
higher percentage will freeze at a warmer tempera-
ture.100 Percent Ethylene-GlycolÐShould Not Be Used in
Chrysler Vehicles
Use of 100 percent ethylene-glycol will cause for-
mation of additive deposits in the system, as the cor-
rosion inhibitive additives in ethylene-glycol require
the presence of water to dissolve. The deposits act as
insulation, causing temperatures to rise to as high as
149 deg. C (300) deg. F). This temperature is hot
enough to melt plastic and soften solder. The
increased temperature can result in engine detona-
tion. In addition, 100 percent ethylene-glycol freezes
at 22 deg. C (-8 deg. F ).
Propylene-glycol FormulationsÐShould Not Be Used in
Chrysler Vehicles
Propylene-glycol formulations do not meet
Chrysler coolant specifications.It's overall effec-
tive temperature range is smaller than that of ethyl-
ene-glycol. The freeze point of 50/50 propylene-glycol
and water is -32 deg. C (-26 deg. F). 5 deg. C higher
than ethylene-glycol's freeze point. The boiling point
(protection against summer boil-over) of propylene-
glycol is 125 deg. C (257 deg.F)at96.5 kPa (14 psi),
compared to 128 deg. C (263 deg. F) for ethylene-gly-
col. Use of propylene-glycol can result in boil-over or
freeze-up in Chrysler vehicles, which are designed for
ethylene-glycol. Propylene glycol also has poorer heat
transfer characteristics than ethylene glycol. This
can increase cylinder head temperatures under cer-
tain conditions.
Propylene-glycol/Ethylene-glycol MixturesÐShould Not Be
Used in Chrysler Vehicles
Propylene-glycol/ethylene-glycol Mixtures can
cause the destabilization of various corrosion inhibi-
tors, causing damage to the various cooling system
components. Also, once ethylene-glycol and propy-
lene-glycol based coolants are mixed in the vehicle,
conventional methods of determining freeze point will
not be accurate. Both the refractive index and spe-
cific gravity differ between ethylene glycol and propy-
lene glycol.
CAUTION: Richer antifreeze mixtures cannot be
measured with normal field equipment and can
cause problems associated with 100 percent ethyl-
ene-glycol.
BELT TENSION
Correct accessory drive belt tension is required to
be sure of optimum performance of belt driven engine
accessories. If specified tension is not maintained,
belt slippage may cause; engine overheating, lack of
power steering assist, loss of air conditioning capac-
ity, reduced generator output rate and greatly
reduced belt life.
Fig. 11 Coolant Tank Pressure/Vent Cap
NS/GSCOOLING SYSTEM 7 - 5
DESCRIPTION AND OPERATION (Continued)

SPECIFICATIONS
COOLING SYSTEM CAPACITY
TORQUE CHART
SPECIAL TOOLS
COOLING
2.0L Gasoline *10.6 liters (11 qts.)
2.5L VM Diesel *10.0 liters (10.6 qts.)
*Includes Heater and Coolant recovery/pressure Tank.
COMPONENT 2.0L
GASOLINE2.5L VM
Thermostat
Cover Bolts105 in-lbs 10.8 N´m (96 in.
lbs.)
Water Pump
Mounting Bolts12 N´m (105 in.
lbs.)22.6 N´m (204
in. lbs.)
Water Pump
Pulley BoltsN/A 27.5 N´m (240
in. lbs.)
Upper Radiator
Mounting
Bracket Bolts12 N´m (105 in.
lbs.)12 N´m (105 in.
lbs.)
Turbocharger
Oil Supply LineN/A 24.5 N´m (215
in. lbs.)
Turbocharger
Oil Return LineN/A 10.8 N´m (96 in.
lbs.)
Water Pump
Housing NutsN/A 9.5 N´m (84 in.
lbs.)
Water Manifold
BoltsN/A 11.2 N´m (96 in.
lbs.)
Coolant Bottle
Bolts2.0 N´m (18 in.
lbs.)10.8 N´m (96 in.
lbs.)
Belt Tension Gauge C-4162
7 - 12 COOLING SYSTEMNS/GS

IGNITION SYSTEM
CONTENTS
page page
GENERAL INFORMATION................... 1
2.4L ENGINE............................ 16
3.0L ENGINE............................ 233.3/3.8L ENGINE........................ 28
IGNITION SWITCH AND LOCK CYLINDER..... 35
GENERAL INFORMATION
INDEX
page page
GENERAL INFORMATION
AUTOMATIC SHUTDOWN (ASD) RELAY....... 4
CAMSHAFT POSITION SENSOR............. 5
CRANKSHAFT POSITION SENSOR........... 5
ENGINE COOLANT TEMPERATURE (ECT)
SENSOR.............................. 6
IGNITION COIL.......................... 4
IGNITION SYSTEM....................... 2
INTRODUCTION......................... 1
KNOCK SENSOR......................... 7
LOCK KEY CYLINDER..................... 7
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR.............................. 6
POWERTRAIN CONTROL MODULE........... 1
SPARK PLUG CABLE...................... 3
SPARK PLUGSÐ2.4/3.0L................... 2
SPARK PLUGSÐ3.3/3.8L................... 2
THROTTLE POSITION SENSOR (TPS)........ 7DIAGNOSIS AND TESTING
CAMSHAFT POSITION SENSOR AND
CRANKSHAFT POSITION SENSOR......... 11
CHECK COIL TESTÐ2.4L.................. 9
CHECK COIL TESTÐ3.3/3.8L................ 9
ENGINE COOLANT TEMPERATURE SENSOR . . 11
FAILURE TO START TEST................. 10
IGNITION TIMING PROCEDURE............ 11
INTAKE AIR TEMPERATURE SENSOR........ 11
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR TEST........................ 11
SPARK PLUG CONDITION................. 11
TESTING FOR SPARK AT COILÐ2.4/3.3/3.8L
ENGINES............................. 8
TESTING FOR SPARK AT COILÐ3.0L......... 8
THROTTLE POSITION SENSOR............ 13
SERVICE PROCEDURES
IGNITION TIMING PROCEDURE............ 15
POWERTRAIN CONTROL MODULE.......... 13
SPARK PLUG GAP ADJUSTMENT........... 13
GENERAL INFORMATION
INTRODUCTION
This group describes the ignition systems for the
2.4, 3.0, and 3.3/3.8L engines.
On Board Diagnostics is described in Group 25 -
Emission Control Systems.
Group 0 - Lubrication and Maintenance, contains
general maintenance information for ignition related
items. The Owner's Manual also contains mainte-
nance information.
POWERTRAIN CONTROL MODULE
The ignition system is regulated by the Powertrain
Control Module (PCM) (Fig. 1). The PCM supplies
battery voltage to the ignition coil through the Auto
Shutdown (ASD) Relay. The PCM also controls
ground circuit for the ignition coil. By switching the
ground path for the coil on and off, the PCM adjusts
ignition timing to meet changing engine operating
conditions.
During the crank-start period the PCM advances
ignition timing a set amount. During engine opera-
tion, the amount of spark advance provided by the
PCM is determined by the following input factors:
NSIGNITION SYSTEM 8D - 1

²available manifold vacuum
²barometric pressure
²engine coolant temperature
²engine RPM
²intake air temperature (2.4L only)
²throttle position
The PCM also regulates the fuel injection system.
Refer to the Fuel Injection sections of Group 14.
IGNITION SYSTEM
NOTE: The 2.4, 3.0 and 3.3/3.8L engines use a fixed
ignition timing system. Basic ignition timing is not
adjustable. All spark advance is determined by the
Powertrain Control Module (PCM).
The distributorless ignition system used on 2.4 and
3.3/3.8L engines is refered to as the Direct Ignition
System (DIS). The system's three main components
are the coil pack, crankshaft position sensor, and
camshaft position sensor. The crankshaft position
sensor and camshaft position sensor are hall effect
devices.
The 3.0L engine uses a distributor, crankshaft sen-
sor and ignition coil. The system's main components
are the distributor, distributor pickup, camshaft sig-
nal, crankshaft signal and ignition coil.
SPARK PLUGSÐ2.4/3.0L
All engines use resistor spark plugs. They have
resistance values ranging from 6,000 to 20,000 ohms
when checked with at least a 1000 volt spark plug
tester.Do not use an ohm meter to check the resis-
tance of the spark plugs. This will give an inac-
curate reading.
Remove the spark plugs and examine them for
burned electrodes and fouled, cracked or broken por-
celain insulators. Keep plugs arranged in the order
in which they were removed from the engine. An iso-
lated plug displaying an abnormal condition indicates
that a problem exists in the corresponding cylinder.
Replace spark plugs at the intervals recommended in
Group O - Lubrication and Maintenance.
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective, carbon or oil
fouled. Refer to the Spark Plug Condition section of
this group. After cleaning, file the center electrode
flat with a small flat point file or jewelers file. Adjust
the gap between the electrodes (Fig. 2) to the dimen-
sions specified in the chart at the end of this section.
Special care should be used when installing spark
plugs in the 2.4L cylinder head spark plug wells. Be
sure the plugs do not drop into the wells, damage to
the electrodes can occur.
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion resulting in a
change in the spark plug gap. Overtightening can
also damage the cylinder head. Tighten spark plugs
to 28 N´m (20 ft. lbs.) torque.SPARK PLUGSÐ3.3/3.8L
The 3.3/3.8L engines utilize platinum spark plugs.
Refer to the maintenance schedule in Group 0 of this
service manual.
Fig. 1 Powertrain Control Module
Fig. 2 Setting Spark Plug Electrode Gap
8D - 2 IGNITION SYSTEMNS
GENERAL INFORMATION (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)