1996 CHRYSLER VOYAGER maintenance

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.
The spark plugs are double platinum and have a
recommended service life of 100,000 miles for normal
driving conditions per schedule A in this manual. The
spark plugs have a recommended service life of
75,000 miles for serve driving conditions per schedule
B in this manual. A thin platinum pad is welded to
both electrode ends as show in (Fig. 3). Extreme care
must be used to prevent spark plug cross threading,
mis-gaping and ceramic insulator damage during
plug removal and installation.
CAUTION: Never attempt to file the electrodes or
use a wire brush for cleaning platinum plugs. This
would damage the platinum pads which would
shorten spark plug life.
Apply a very small amount of anti-seize compound
to the threads when reinstalling the vehicle's original
spark plugs that have been determined good.Do not
apply anti-seize compound to new spark plugs.
NOTE: Anti-seize compound is electrically conduc-
tive and can cause engine misfires if not applied
correctly. It is extremely important that the anti-
seize compound doesn't make contact with the
spark plug electrodes or ceramic insulator.
Never force a gap gauge between the platinum
electrodes or adjust the gap on platinum spark plugs
without reading the 3.3/3.8L Spark Plug Gap Mea-
surement procedures in this section.
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.
Due to the engine packaging environment for the
3.3/3.8L engines, extreme care should be used wheninstalling the spark plugs to avoid cross threading
problems.
3.3/3.8L SPARK PLUG GAP MEASUREMENT
CAUTION: The Platinum pads can be damaged dur-
ing the measurement of checking the gap if extreme
care is not used.
²USE ONLY A TAPER GAP GAUGE (Fig. 2)
²Never force the gap gauge through the platinum
pads. Only apply enough force until resistance is felt.
²Never use a wire brush or spark plug cleaner
machine to clean platinum spark plugs
²Use an OSHA approved air nozzle when drying
gas fouled spark plugs.
If gap adjustment is required of platinum plug,
bend only the ground electrode. DO NOT TOUCH
the platinum pads. Use only a proper gapping tool
and check with a taper gap gauge.
CAUTION: Cleaning of the platinum plug may dam-
age the platinum tip.
SPARK PLUG CABLE
Spark Plug cables are sometimes referred to as
secondary ignition wires. The wires transfer electri-
cal current from the ignition coil pack, distributor
(3.0L), to individual spark plugs at each cylinder. The
resistive spark plug cables are of nonmetallic con-
struction. The cables provide suppression of radio fre-
quency emissions from the ignition system.
Check the spark plug cable connections for good
contact at the coil, distributor cap towers (3.0L), and
spark plugs. Terminals should be fully seated. The
insulators should be in good condition and should fit
tightly on the coil, distributor (3.0L) and spark plugs.
Spark plug cables with insulators that are cracked or
torn must be replaced.
Fig. 3 Platinum Pads
NSIGNITION SYSTEM 8D - 3
GENERAL INFORMATION (Continued)

(5) Test resistance of spark plug cables. Refer to
Group 8D, Ignition System.
(6) Test ignition coils primary and secondary resis-
tance. Replace parts as necessary. Refer to Group 8D,
Ignition System.
(7) Check fuel pump pressure at idle and different
RPM ranges. Refer to Group 14, Fuel System for
Specifications.
(8) The air filter elements should be replaced as
specified in Group 0, Lubrication and Maintenance.
(9) Inspect crankcase ventilation system as out-
lined in Group 25, Emission Control Systems.
(10) Road test vehicle as a final test.
HONING CYLINDER BORES
(1) Used carefully, the cylinder bore resizing hone
C-823 equipped with 220 grit stones, is the best tool
for this job. In addition to deglazing, it will reduce
taper and out-of-round as well as removing light
scuffing, scoring or scratches. Usually a few strokes
will clean up a bore and maintain the required lim-
its.
(2) Deglazing of the cylinder walls may be done
using a cylinder surfacing hone, Tool C-3501,
equipped with 280 grit stones, if the cylinder bore is
straight and round. 20-60 strokes depending on the
bore condition, will be sufficient to provide a satisfac-
tory surface. Inspect cylinder walls after each 20
strokes, using a light honing oil.Do not use engine
or transmission oil, mineral spirits or kerosene.
(3) Honing should be done by moving the hone up
and down fast enough to get a cross-hatch pattern.
When hone marksintersectat 50-60 degrees, the
cross hatch angle is most satisfactory for proper seat-
ing of rings (Fig. 2).(4) A controlled hone motor speed between
200-300 RPM is necessary to obtain the proper cross-
hatch angle. The number of up and down strokes per
minute can be regulated to get the desired 50-60
degree angle. Faster up and down strokes increase
the cross-hatch angle.
(5) After honing, it is necessary that the block be
cleaned again to remove all traces of abrasive.
CAUTION: Ensure all abrasives are removed from
engine parts after honing. It is recommended that a
solution of soap and hot water be used with a
brush and the parts then thoroughly dried. The bore
can be considered clean when it can be wiped
clean with a white cloth and cloth remains clean.
Oil the bores after cleaning to prevent rusting.
MEASURING MAIN BEARING AND CONNECTING
ROD BEARING CLEARANCES
PLASTIGAGE METHOD
Engine crankshaft bearing clearances can be deter-
mined by use of Plastigage or equivalent. The follow-
ing is the recommended procedure for the use of
Plastigage:
NOTE: The total clearance of the main bearings
can only be determined by removing the weight of
the crankshaft. This can be accomplished by either
of two methods:
PREFERRED METHOD
Shimming the bearings adjacent to the bearing to
be checked in order to remove the clearance between
upper bearing shell and the crankshaft. This can be
accomplished by placing a minimum of 0.254 mm
(0.010 in.) shim (e. g. cardboard, matchbook cover,
etc.) between the bearing shell and the bearing cap
on the adjacent bearings and tightening bolts to
14-20 N´m (10-15 ft. lbs.). The number of main bear-
ing will vary from engine to engine.
Fig. 2 Cylinder Bore Cross-Hatch Pattern
Fig. 3 Plastigage Placed in Lower Shell
NSENGINE 9 - 3
GENERAL INFORMATION (Continued)

API SERVICE GRADE CERTIFIED
Use an engine oil that is API Service Grade Certi-
fied. MOPARtprovides engine oils that conforms to
this service grade.
SAE VISCOSITY
An SAE viscosity grade is used to specify the vis-
cosity of engine oil. Use only, engine oils with multi-
ple viscosities such as 5W-30 or 10W-30. These are
specified with a dual SAE viscosity grade which indi-
cates the cold-to-hot temperature viscosity range.
Select an engine oil that is best suited to your par-
ticular temperature range and variation (Fig. 5).
ENERGY CONSERVING OIL
An Energy Conserving type oil is recommended for
gasoline engines. They are designated as either
ENERGY CONSERVING or ENERGY CONSERV-
ING II.
CONTAINER IDENTIFICATION
Standard engine oil identification notations have
been adopted to aid in the proper selection of engine
oil. The identifying notations are located on the label
of engine oil plastic bottles and the top of engine oil
cans (Fig. 6).
ENGINE OIL CHANGE
Change engine oil at mileage and time intervals
described in the Maintenance Schedule.
TO CHANGE ENGINE OIL
Run engine until achieving normal operating tem-
perature.
(1) Position the vehicle on a level surface and turn
engine off.
(2) Hoist and support vehicle on safety stands.
Refer to Hoisting and Jacking Recommendations.
(3) Remove oil fill cap.
(4) Place a suitable drain pan under crankcase
drain.
(5) Remove drain plug from crankcase and allow
oil to drain into pan. Inspect drain plug threads for
stretching or other damage. Replace drain plug and
gasket if damaged.
(6) Install drain plug in crankcase.
(7) Lower vehicle and fill crankcase with specified
type and amount of engine oil described in this sec-
tion.
(8) Install oil fill cap.
(9) Start engine and inspect for leaks.
(10) Stop engine and inspect oil level.
Fig. 5 Temperature/Engine Oil Viscosity
Fig. 6 Engine Oil Container Standard Notations
9 - 6 ENGINENS
GENERAL INFORMATION (Continued)

cause of low compression unless some malfunc-
tion is present.
(11) Clean or replace spark plugs as necessary
and adjust gap as specified in Group 8, Electrical.
Tighten to specifications.
(12) Test resistance of spark plug cables. Refer to
Group 8, Electrical Ignition System Secondary Cir-
cuit Inspection.
(13) Test coil output voltage, primary and second-
ary resistance. Replace parts as necessary. Refer to
Group 8, Electrical Ignition System.
(14) Check fuel pump pressure at idle and differ-
ent RPM ranges. Refer to Group 14, Fuel System for
Specifications.
(15) The air filter elements should be replaced as
specified in Group 0, Lubrication and Maintenance,.
(16) Inspect crankcase ventilation system as out
lined in Group 0, Lubrication and Maintenance. For
emission controls see Group 25, Emission Controls
for service procedures.
(17) Inspect and adjust accessory belt drives refer-
ring to Group 7, Cooling System, Accessory Drive
Belts for proper adjustments.
(18) Road test vehicle as a final test.
CYLINDER COMBUSTION PRESSURE LEAKAGE
TEST
The combustion pressure leakage test provides an
accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
²Exhaust and intake valve leaks (improper seat-
ing).
²Leaks between adjacent cylinders or into water
jacket.
²Any causes for combustion/compression pressure
loss.
WARNING: DO NOT REMOVE THE RADIATOR CAP
WITH THE SYSTEM HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM COOLANT CAN
OCCUR.
Check the coolant level and fill as required. DO
NOT install the radiator cap.
Start and operate the engine until it attains nor-
mal operating temperature, then turn the engine
OFF.
Clean spark plug recesses with compressed air.
Remove the spark plugs.
Remove the oil filler cap.
Remove the air cleaner.
Calibrate the tester according to the manufactur-
er's instructions. The shop air source for testing
should maintain 483 kPa (70 psi) minimum, 1 379
kPa (200 psi) maximum and 552 kPa (80 psi) recom-
mended.Perform the test procedures on each cylinder
according to the tester manufacturer's instructions.
While testing, listen for pressurized air escaping
through the throttle body, tailpipe and oil filler cap
opening. Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal,
with no more than 25% leakage.
FOR EXAMPLE:At 552 kPa (80 psi) input pres-
sure, a minimum of 414 kPa (60 psi) should be main-
tained in the cylinder.
LASH ADJUSTER (TAPPET) NOISE DIAGNOSIS
A tappet-like noise may be produced from several
items. Check the following items.
(1) Engine oil level too high or too low. This may
cause aerated oil to enter the adjusters and cause
them to be spongy.
(2) Insufficient running time after rebuilding cylin-
der head. Low speed running up to 1 hour may be
required.
(3) During this time, turn engine off and let set for
a few minutes before restarting. Repeat this several
times after engine has reached normal operating
temperature.
(4) Low oil pressure.
(5) The oil restrictor pressed into the vertical oil
passage to the cylinder head is plugged with debris.
(6) Air ingested into oil due to broken or cracked
oil pump pick up.
(7) Worn valve guides.
(8) Rocker arm ears contacting valve spring
retainer.
(9) Rocker arm loose, adjuster stuck or at maxi-
mum extension and still leaves lash in the system.
(10) Faulty lash adjuster.
a. Check lash adjusters for sponginess while
installed in cylinder head. Depress part of rocker
arm over adjuster. Normal adjusters should feel very
firm. Spongy adjusters can be bottomed out easily.
b. Remove suspected lash adjusters, and disassem-
bleDo not reuse retainer caps. Do not inter-
change parts and make sure that care and
cleanliness is exercised in the handling of parts.
c. Clean out dirt and varnish with solvent.
d. Reassemble with engine oil.
e. Check for sponginess.
f. If still spongy, replace with new adjuster.
INSPECTION (ENGINE OIL LEAKS IN GENERAL)
Begin with a through visual inspection of the
engine, particularly at the area of the suspected leak.
If an oil leak source is not readily identifiable, the
following steps should be followed:
(1) Do not clean or degrease the engine at this
time because some solvents may cause rubber to
swell, temporarily stopping the leak.
9 - 8 ENGINENS
DIAGNOSIS AND TESTING (Continued)

sealing and a chrome plated taper faced intermediate
ring for additional cylinder pressure control. There
are also standard oil control rings.
CYLINDER HEAD:Features a Dual Over Head
Camshaft (DOHC) 4 valves per cylinder cross flow
design. The 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 valves per cyl-
inder facing toward the dash panel. Incorporates
powder metal valve guides and seats. Integral oil gal-
leys within the cylinder head supplies oil to the
hydraulic lash adjusters, camshaft and valve mecha-
nisms.
CAMSHAFTS:The nodular iron camshafts have
six bearing journals and 2 cam lobes per cylinder.
Flanges at the rear journals control camshaft end
play. Provision for cam position sensor is located on
the intake camshaft at the rear of cylinder head. A
hydrodynamic oil seal is used for oil control at the
front of the camshaft.
VALVES:4 valves per cylinder are actuated by
roller cam followers which pivot on stationary
hydraulic lash adjusters. All valves have 6 mm diam-
eter chrome plated valve stems. The valve sizes are
34.8 mm (1.370 inch.) diameter intake valves and
30.5 mm (1.20 inch.) diameter exhaust valves. Viton
rubber valve stem seals are integral with the spring
seats. Valve springs, spring retainers, and locks are
conventional.
INTAKE MANIFOLD:The intake manifold is a
two piece aluminum casting, attached to the cylinder
head with ten screws. This long branch fan design
enhances low and midspeed torque, while minimizing
undesirable inlet noise.
EXHAUST MANIFOLD:The exhaust manifold is
made of cast iron for strength and high tempera-
tures.
ENGINE LUBRICATION:Refer to Group 0
Lubrication and Maintenance for recommended oil to
be used in various engine application. System is full
flow filtration, pressure feed type. The oil pump is
mounted in the front engine cover and driven by the
crankshaft. Pressurized oil is then routed through
the main oil gallery, running the length of the cylin-
der block, supplying main and rod bearings with fur-
ther routing. Pistons are lubricated from rod bearing
throw off and lubricating slots on the connecting rod
assemblies. Camshaft and valve mechanisms are
lubricated from a full length cylinder head oil gallery
supplied from the crankcase main oil gallery.DIAGNOSIS AND TESTING
CHECKING ENGINE OIL PRESSURE
(1) Remove oil pressure sending unit and install
gauge assembly C-3292.
(2) Run engine until thermostat opens.
CAUTION: If oil pressure is 0 at idle, Do Not Run
engine at 3000 RPM
(3) Oil Pressure:Curb Idle25 kPa (4 psi) mini-
mum3000 RPM170/550 kPa (25/80 psi).
(4) If oil pressure is 0 at idle. Shut off engine,
check for pressure relief valve stuck open or a
clogged oil pickup screen.
SERVICE PROCEDURES
FITTING PISTONS
Piston and cylinder wall must be clean and dry.
Piston diameter should be measured 90 degrees to
piston pin about 14 mm (9/16 inch.) from the bottom
of the skirt as shown in (Fig. 3). Cylinder bores
should be measured halfway down the cylinder bore
and transverse to the engine crankshaft center line
shown in (Fig. 2). Refer to Cylinder Bore and Piston
Specification Chart.
Correct piston to bore clearance must be estab-
lished in order to assure quiet and economical oper-
ation.
Chrysler engines use pistons designed specifically
for each engine model. Clearance and sizing locations
vary with respect to engine model.
NOTE: Pistons and cylinder bores should be mea-
sured at normal room temperature, 70ÉF (21ÉC).
FITTING PISTON RINGS
(1) Wipe cylinder bore clean. Insert ring and push
down with piston to ensure it is square in bore. The
ring gap measurement must be made with the ring
positioning at least 12 mm (0.50 inch) from bottom of
cylinder bore. Check gap with feeler gauge (Fig. 4).
Refer to specification in Piston Ring Specification
Chart.
(2) Check piston ring to groove side clearance (Fig.
5). Refer to specification in Piston Ring Specification
Chart.
9 - 16 2.4L ENGINENS
DESCRIPTION AND OPERATION (Continued)

GENERAL SPECIFICATION
Type .............In-Line OHV, DOHC & SOHC
Bore.....................87.5mm (3.445 Inch)
Stroke...................83.0mm (3.268 inch)
Compression Ratio....DOHC - 9.6:1 SOHC - 9.8:1
Displacement.........2.0Liters (122 Cubic Inch)
Firing Order........................1,3,4,2
Compression Pressure...........1172-1551 kPa
(170 - 225 psi)
Maximum Variation Between Cylinders......25%
Lubrication . . . Pressure Feed - Full Flow Filtration
(Crankshaft Driven Pump)
Engine Oil Capacity . . Refer to Group 0, Lubrication
and Maintenance
ENGINE LUBRICATION SYSTEM
ENGINE LUBRICATION
Refer to Group 0, Lubrication and Maintenance for
recommended oil to be used in various engine appli-
cation. System is full flow filtration, pressure feed
type. The oil pump is mounted in the front engine
cover and driven by the crankshaft. Pressurized oil is
then routed through the main oil gallery, running the
length of the cylinder block, supplying main and rodbearings with further routing. Rod bearing oil throw-
off lubricates the pistons from directed slots on the
side of the connecting rod assemblies. Camshaft and
valve mechanisms are lubricated from a full-length
cylinder head oil gallery supplied from the crankcase
main oil gallery.
PRESSURE LUBRICATION
Oil drawn up through the pickup tube is pressur-
ized by the pump and routed through the full flow fil-
ter to the main oil gallery running the length of the
cylinder block. A cylinder head restrictor, located in
the block, provides increased oil flow to the main oil
gallery (Fig. 2).
MAIN/ROD BEARINGS
A diagonal hole in each bulkhead feeds oil to each
main bearing. Drilled passages within the crankshaft
route oil from main bearing journals to connecting
rod journals.
CAMSHAFT/HYDRAULIC LASH ADJUSTERS
A vertical hole at the number five bulkhead routes
pressurized oil through a restrictor up into the cylin-
der head. The rocker shafts route oil to the rocker
arms/hydraulic lash adjuster assemblies.
Engine Lubrication Components
9 - 2 ENGINENS/GS
DESCRIPTION AND OPERATION (Continued)

HYDRAULIC TAPPETS
Before disassembling any part of the engine to cor-
rect tappet noise, check the oil pressure. If vehicle
has no oil pressure gauge, install a reliable gauge at
the pressure sending unit. The pressure should be
between 3.5 bars to 5.0 bars at 4000 RPM.
Check the oil level after the engine reaches normal
operating temperature. Allow 5 minutes to stabilize
oil level, check dipstick. The oil level in the pan
should never be above the FULL mark or below the
ADD OIL mark on dipstick. Either of these 2 condi-
tions could be responsible for noisy tappets.
OIL LEVEL HIGH
If oil level is above the FULL mark, it is possible
for the connecting rods to dip into the oil. With the
engine running, this condition could create foam in
the oil pan. Foam in oil pan would be fed to the
hydraulic tappets by the oil pump causing them to
lose length and allow valves to seat noisily.
OIL LEVEL LOW
Low oil level may allow oil pump to take in air.
When air is fed to the tappets, they lose length which
allows valves to seat noisily. Any leaks on intake side
of oil pump through which air can be drawn will cre-
ate the same tappet action. Check the lubrication
system from the intake strainer to the pump cover,
including the relief valve retainer cap. When tappet
noise is due to aeration, it may be intermittent or
constant, and usually more than 1 tappet will be
noisy. When oil level and leaks have been corrected,
operate the engine at fast idle. Run engine for a suf-
ficient time to allow all of the air inside the tappets
to be bled out.
TAPPET NOISE DIAGNOSIS
(1) To determine source of tappet noise, operate
engine at idle with cylinder head covers removed.
(2) Feel each valve spring or rocker arm to detect
noisy tappet. The noisy tappet will cause the affected
spring and/or rocker arm to vibrate or feel rough in
operation.
NOTE: Worn valve guides or cocked springs are
sometimes mistaken for noisy tappets. If such is
the case, noise may be dampened by applying side
thrust on the valve spring. If noise is not apprecia-
bly reduced, it can be assumed the noise is in the
tappet. Inspect the rocker arm push rod sockets
and push rod ends for wear.
(3) Valve tappet noise ranges from light noise to a
heavy click. A light noise is usually caused by exces-
sive leak down around the unit plunger or by the
plunger partially sticking in the tappet body cylinder.
The tappet should be replaced. A heavy click iscaused by a tappet check valve not seating or by for-
eign particles becoming wedged between the plunger
and the tappet body. This will cause the plunger to
stick in the down position. This heavy click will be
accompanied by excessive clearance between the
valve stem and rocker arm as valve closes. In either
case, tappet assembly should be removed for inspec-
tion and cleaning.
(4) The valve train generates a noise very much
like a light tappet noise during normal operation.
Care must be taken to ensure that tappets are mak-
ing the noise. In general, if more than one tappet
seems to be noisy, its probably not the tappets.
SERVICE PROCEDURES
CHECKING OIL LEVEL
To assure proper engine lubrication, the engine oil
must be maintained at the correct level. Check the
oil level at regular intervals, such as every fuel stop.
The best time to check the oil level is about 5 min-
utes after a fully warmed-up engine is shut off, or
before starting the vehicle after it has sat overnight.
Checking the oil while the vehicle is on level
ground, will improve the accuracy of the oil level
readings (Fig. 4).
CHANGING ENGINE OIL AND FILTER
Change engine oil and filter at mileage and time
intervals described in the Maintenance Schedule.
Fig. 4 Checking Engine Oil
NS/GSENGINE 9 - 47
DIAGNOSIS AND TESTING (Continued)

EXHAUST SYSTEM AND INTAKE MANIFOLD
CONTENTS
page page
GENERAL INFORMATION
CATALYTIC CONVERTERS................. 1
EXHAUST FLEX-JOINT COUPLING........... 2
EXHAUST GAS RECIRCULATION (EGR)....... 2
EXHAUST SYSTEM....................... 1
HEAT SHIELDS.......................... 2
DESCRIPTION AND OPERATION
INTAKE/EXHAUST MANIFOLDÐ2.4L ENGINE . . 3
INTAKE/EXHAUST MANIFOLDÐ3.0L ENGINE . . 3
INTAKE/EXHAUST MANIFOLDÐ3.3/3.8L
ENGINES............................. 3
DIAGNOSIS AND TESTING
EXHAUST SYSTEM....................... 3REMOVAL AND INSTALLATION
EXHAUST MANIFOLDÐ2.4L ENGINE........ 8
EXHAUST MANIFOLDÐ3.0L ENGINE....... 11
EXHAUST MANIFOLDSÐ3.3/3.8L ENGINE . . . 16
EXHAUST PIPES, MUFFLERS AND TAILPIPES . 4
INTAKE MANIFOLD LOWERÐ2.4L ENGINE.... 6
INTAKE MANIFOLDÐ3.0L ENGINE.......... 8
INTAKE MANIFOLDÐ3.3/3.8L ENGINE...... 12
UPPER INTAKE MANIFOLDÐ2.4L ENGINE.... 4
CLEANING AND INSPECTION
EXHAUST MANIFOLD.................... 17
INTAKE MANIFOLD...................... 17
SPECIFICATIONS
TORQUE CHART........................ 18
GENERAL INFORMATION
EXHAUST SYSTEM
The exhaust systems are produced in several con-
figurations, depending on engine and vehicle (Fig. 1).
AWD vehicles have a catalytic converter mounted
heat shield. The tailpipes, mufflers, and resonators
are tuned to each vehicle/powertrain combination.
CATALYTIC CONVERTERS
There is no regularly scheduled maintenance on
any Chrysler catalytic converter. If damaged, the con-
verter must be replaced.CAUTION: Due to exterior physical similarities of
some catalytic converters with pipe assemblies,
extreme care should be taken with replacement
parts. There are internal converter differences
required in some parts of the country.
The combustion reaction caused by the catalyst
releases additional heat in the exhaust system. Caus-
ing temperature increases in the area of the reactor
under severe operating conditions. Such conditions
can exist when the engine misfires or otherwise does
not operate at peak efficiency.Do notremove spark
plug wires from plugs or by any other means short
out cylinders of the exhaust system if equipped with
Fig. 1 Exhaust SystemÐTypical (All Vehicles)
NSEXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 1