1999 DODGE NEON radiator cap

8W-10 POWER DISTRIBUTION
Component Page
A/C Compressor Clutch.............8W-10-14, 15
A/C Compressor Clutch Relay........8W-10-14, 15
Automatic Shut Down Relay............8W-10-16
Battery...........................8W-10-5, 6
Capacitor..........................8W-10-16
Circuit Breaker.......................8W-10-8
Clutch Pedal Position Switch.......8W-10-9, 10, 11
Controller Anti-Lock Brake.......8W-10-12, 14, 15
Data Link Connector..................8W-10-16
Diode No. 1......................8W-10-14, 15
Diode No. 2.........................8W-10-13
Dome Lamp........................8W-10-13
Downstream Heated Oxygen Sensor......8W-10-16
Engine Starter Motor..................8W-10-7
Engine Starter Motor Relay......8W-10-7, 9, 10, 11
Fog Lamp Relay.....................8W-10-17
Fuel Injector No. 1...................8W-10-16
Fuel Injector No. 2...................8W-10-16
Fuel Injector No. 3...................8W-10-16
Fuel Injector No. 4...................8W-10-16
Fuel Pump Module...................8W-10-16
Fuel Pump Relay....................8W-10-16
Fuse 1 (FB)..........................8W-10-8
Fuse 2 (FB)..........................8W-10-8
Fuse 2 (PDC).....................8W-10-5, 6, 7
Fuse 3 (FB)..........................8W-10-8
Fuse 3 (PDC).....................8W-10-5, 6, 8
Fuse 4 (FB)..........................8W-10-8
Fuse 5 (FB)..........................8W-10-8
Fuse 5 (PDC)....................8W-10-5, 6, 12
Fuse 6 (FB)..........................8W-10-8
Fuse 7 (FB)..........................8W-10-8
Fuse 8 (FB)..........................8W-10-8
Fuse 8 (PDC)....................8W-10-5, 6, 12
Fuse 9 (FB).......................8W-10-9, 10
Fuse 10 (FB)...................8W-10-9, 10, 11
Fuse 10 (PDC)...................8W-10-5, 6, 12
Fuse 11 (FB)...................8W-10-9, 10, 11
Fuse 11 (PDC)....................8W-10-5, 6, 7
Fuse 12 (FB)........................8W-10-11
Fuse 13 (PDC)...................8W-10-5, 6, 13
Fuse 14 (FB)...................8W-10-9, 10, 11
Fuse 15 (FB)...................8W-10-9, 10, 11
Fuse 16 (FB)...................8W-10-9, 10, 11Component Page
Fuse 16 (PDC).....................8W-10-6, 17
Fuse 18 (PDC)................8W-10-5, 6, 14, 15
Fuse 20 (PDC)................8W-10-5, 6, 14, 15
Fuse 21 (PDC)...................8W-10-5, 6, 16
Fuse 23 (PDC)................8W-10-5, 6, 14, 15
Fuse 25 (PDC)................8W-10-5, 6, 14, 15
Fuse Block...................8W-10-8, 9, 10, 11
G101...............................8W-10-9
G204...............................8W-10-7
Generator..........................8W-10-16
Glove Box Lamp And Switch............8W-10-13
Headlamp Switch.....................8W-10-8
High Speed Warning Module...........8W-10-13
Horn..............................8W-10-14
Horn No. 1.........................8W-10-15
Horn No. 2.........................8W-10-15
Horn Relay......................8W-10-14, 15
Ignition Coil Pack....................8W-10-16
Ignition Switch.............8W-10-7, 8, 9, 10, 11
Immobilizer......................8W-10-10, 11
Instrument Cluster.................8W-10-7, 13
Left Fog Lamp......................8W-10-17
Left Visor/Vanity Lamps...............8W-10-13
Map/Reading Lamps..................8W-10-13
Noise Supressor.....................8W-10-16
Power Distribution
Center.....8W-10-5, 6, 7, 8, 12, 13, 14, 15, 16, 17
Power Mirror Switch..................8W-10-13
Powertrain Control Module...........8W-10-9, 16
Radiator Fan Motor..................8W-10-12
Radio..............................8W-10-13
Rear Fog Lamp Switch................8W-10-17
Rear Window Defogger Switch..........8W-10-12
Right Fog Lamp.....................8W-10-17
Right Visor/Vanity Lamps..............8W-10-13
Solid State Fan Relay.................8W-10-12
Stop Lamp Switch.................8W-10-14, 15
Time Delay Relay....................8W-10-13
Time Out Relay......................8W-10-13
Trunk Lamp........................8W-10-13
Turn Signal/Hazard Switch..........8W-10-14, 15
Underhood Lamp....................8W-10-13
Upstream Heated Oxygen Sensor........8W-10-16
PL8W - 10 POWER DISTRIBUTION 8W - 10 - 1

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 rocker arms (sohc) or lash
adjuster (dohc) and replace.
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.
(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.
9 - 8 ENGINEPL
DIAGNOSIS AND TESTING (Continued)

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.
SPLASH LUBRICATION
Oil returning to the pan from pressurized compo-
nents supplies lubrication to the valve stems. Cylin-
der bores and wrist pins are splash lubricated from
directed slots on the connecting rod thrust collars.
ENGINE COMPONENTS
CYLINDER BLOCK AND BEDPLATE ASSEM-
B LY:A partial open deck is used for cooling and
weight reduction with water pump molded into the
block. Nominal wall thickness is 4 mm. The bedplate
incorporates main bearing caps. Rear seal retainer is
integral with the block.
CRANKSHAFT:A nodular cast iron crankshaft is
used. The engine has 5 main bearings, with number
3 flanged to control thrust. The 52 mm diameter
main and 48 mm diameter crank pin journals (all)
have undercut fillet radiuses that are deep rolled for
added strength. To optimize bearing loading 8 coun-
terweights are used. Hydrodynamic seals provide end
sealing, where the crankshaft exits the block.
Anaerobic gasket material is used for parting line
sealing. A sintered iron timing belt sprocket is
mounted on the crankshaft nose. This sprocket trans-
mits crankshaft movement, via timing belt to the
camshaft sprocket providing timed valve actuation.
PISTONS:The SOHC EngineDOES NOThave
provision for a free wheeling valve train. Non free
wheeling valve train means, in the event of a broken
timing belt Pistons will contact the Valves. All
engines use pressed-in piston pins to attach forged
powdered metal connecting rods. The connecting rods
are a cracked cap design and are not repairable. Hex
head cap screw are used to provide alignment and
durability in the assembly. Pistons And Connecting
rods are serviced as an assembly.
PISTON RINGS:The piston rings include a
molybdenum faced top ring for reliable compression
sealing and a taper faced intermediate ring for addi-
tional cylinder pressure control. Oil Control Ring
Package consist of 2 steel rails and a expander
spacer.
CYLINDER HEADÐSOHC:It features a Single
Over Head Camshaft, four-valves per cylinder cross
flow design. The valves are arranged in two inlinebanks, with the two intake per cylinder facing
toward the radiator. The exhaust valves facing
toward the dash panel. Rocker arm shafts mount
directly to the cylinder head. It incorporates powder
metal valve guides and seats. The hollow rocker arm
shafts supplies oil to the hydraulic lash adjusters,
camshaft and valve mechanisms.
CAMSHAFTÐSOHC:The nodular iron camshaft
has five bearing journals and 3 cam lobes per cylin-
der. Provision for cam position sensor on the cam at
the rear of cylinder head which also acts as thrust
plate. A hydrodynamic oil seal is used for oil control
at the front of the camshaft.
VALVESÐSOHC:Four valves per cylinder are
actuated by roller rocker arms/hydraulic lash adjust-
ers assemblies which pivot on rocker arm shafts. All
valves have 6 mm diameter chrome plated valve
stems. The valve train has 33 mm (1.299 inch) diam-
eter intake valves and 28 mm (1.10 inch) diameter
exhaust valves. Viton rubber valve stem seals are
integral with spring seats. Valve springs, spring
retainers, and locks are conventional design.
INTAKE MANIFOLD:The intake manifold is a
molded plastic composition, attached to the cylinder
head with ten fasteners. This long branch design
enhances low and mid-range torque.
EXHAUST MANIFOLD:The exhaust manifold is
made of nodular cast iron for strength and high tem-
peratures. Exhaust gasses exit through a machined,
articulated joint connection to the exhaust pipe.
DIAGNOSIS AND TESTING
CHECKING ENGINE OIL PRESSURE
(1) Remove oil pressure switch and install gauge
assembly C-3292 with adaptor.
(2) Run engine until thermostat opens.
CAUTION: If oil pressure is 0 at idle, Do Not per-
form the 3000 RPM test in the next step.
(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, a clogged
oil pick-up screen or a damaged oil pick-up tube
O-ring.
SERVICE PROCEDURES
CYLINDER BORE AND PISTON SIZING
The cylinder walls should be checked for out-of-
round and taper with Tool C-119 (Fig. 3). The cylin-
der bore out-of-round is 0.050 mm (.002 inch)
maximum and cylinder bore taper is 0.051 mm (0.002
9 - 14 2.0L SOHC ENGINEPL
DESCRIPTION AND OPERATION (Continued)

incorporates main bearing caps. Rear seal retainer is
integral with the block.
CRANKSHAFTA nodular cast iron crankshaft is
used. The engine has 5 main bearings, with number
3 flanged to control thrust. The 52 mm diameter
main and 48 mm diameter crank pin journals (all)
have undercut fillet radiuses that are deep rolled for
added strength. To optimize bearing loading 8 coun-
terweights are used. Hydrodynamic seals provide end
sealing, where the crankshaft exits the block.
Anaerobic gasket material is used for parting line
sealing. A sintered iron timing belt sprocket is
mounted on the crankshaft nose. This sprocket pro-
vides motive power; via timing belt to the camshaft
sprocket providing timed valve actuation.
PISTONSThe DOHC EngineDO NOThave pro-
vision for a free wheeling valve train. Non free
wheeling valve train means, in the event of a broken
timing belt Pistons will contact the Valves. All
engines use pressed-in piston pins to attach forged
powdered metal connecting rods. The connecting rods
are a cracked cap design and are not repairable. Hex
head cap screw are used to provide alignment and
durability in the assembly.
PISTON RINGSThe piston rings include a
molybdenum faced top ring for reliable compression
sealing and a taper faced intermediate ring for addi-
tional cylinder pressure control. Oil Control Ring
Package contains of 2 steel rails and a expander
spacer.
CYLINDER HEADFeatures a Dual Over Head
Camshaft (DOHC), 4 valves per cylinder cross flow
design. The valves are arranged in two in-line 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.
CAMSHAFTSThe 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.
VA LV E SFour 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 springseats. Valve springs, spring retainers, and locks are
conventional.
INTAKE MANIFOLDThe intake manifold is a
two piece aluminum casting, attached to the cylinder
head with ten fasteners. This long branch fan design
enhances low and mid-speed torque.
EXHAUST MANIFOLDThe exhaust manifold is
made of nodular cast iron for strength and high tem-
peratures. Exhaust gasses exit through a machined,
articulated joint connection to the exhaust pipe.
COMPONENT REPLACEMENT
If any of the following parts have been changed or
replaced:
²Camshaft
²Camshaft Position Sensor
²Camshaft Position Sensor Target Magnet
²Cylinder Block
²Cylinder Head
²Water Pump
²Powertrain Control Module (PCM)
²Timing Belt and Timing Belt Tensioner
The camshaft and crankshaft timing relearn proce-
dure must be performed. Refer to the component
Removal and Installation procedure outlined in this
Group.
DIAGNOSIS AND TESTING
CHECKING ENGINE OIL PRESSURE
(1) Remove oil pressure switch and install gauge
assembly C-3292 with adaptor.
(2) Run engine until thermostat opens.
CAUTION: If oil pressure is 0 at idle, Do Not per-
form the 3000 RPM test in the next step.
(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, a clogged
oil pick-up screen or a damaged oil pick-up tube
O-ring.
SERVICE PROCEDURES
CYLINDER BORE AND PISTON SIZING
The cylinder walls should be checked for out-of-
round and taper with Tool C-119 (Fig. 4). The cylin-
der bore out-of-round is 0.050 mm (.002 inch)
maximum and cylinder bore taper is 0.051 mm (0.002
inch) maximum. If the cylinder walls are badly
scuffed or scored, the cylinder block should be
rebored and honed, and new pistons and rings fitted.
Whatever type of boring equipment is used, boring
and honing operation should be closely coordinated
9 - 60 2.0L DOHC ENGINEPL
DESCRIPTION AND OPERATION (Continued)

CRANKSHAFT END PLAY
DIAL INDICATOR METHOD
(1) Mount a dial indicator to front of engine, locat-
ing probe on nose of crankshaft (Fig. 10).
(2) Move crankshaft all the way to the rear of its
travel.
(3) Zero the dial indicator.
(4) Move crankshaft all the way to the front and
read the dial indicator. Refer to Crankshaft Specifi-
cation Chart for specifications.
FEELER GAGE METHOD
(1) Move crankshaft all the way to the rear of its
travel using a lever inserted between a main bearing
cap and a crankshaft cheek, using care not to dam-
age any bearing surface. Donotloosen main bearing
cap.
(2) Use a feeler gauge between number three
thrust bearing and machined crankshaft surface to
determine end play.
REMOVAL AND INSTALLATION
ENGINE MOUNTÐFRONT
(1) Raise vehicle on hoist.
(2) Support the engine and transmission assembly
with a floor jack so it will not rotate.
(3) Remove the front engine mount thru-bolt from
the insulator and engine mount bracket (Fig. 11).
(4) Remove the mass damper. Remove the front
mount nuts and remove insulator assembly.
(5) Remove the engine mount bracket, if necessary.
(6) Reverse removal procedure for installation and
tighten fasteners in this order.
a. If engine mount bracket was removed, tighten
bolt 1 to 3 N´m (20 in. lbs.) and bolts 2, 3 and 4 to
108 N´m (80 ft. lbs.) (Fig. 11).
b. If engine mount bracket was removed, tighten
bolts 5 and 1 to 54 N´m (40 ft. lbs.).
c. Tighten engine mount bracket to insulator
assembly thru-bolt to 54 N´m (40 ft. lbs.).
d. Tighten insulator assembly nuts to the lower
radiator crossmember torque to 54 N´m (40 ft. lbs.).
e. Install mass damper and tighten to 54 N´m (40
ft. lbs.)
ENGINE MOUNTÐLEFT
(1) Raise vehicle on hoist and remove left front
wheel.
(2) Remove the Power Distribution Center (PDC)
on manual transaxle model, from battery tray mount
and lay aside.
(3) Support the transmission with a transmission
jack.
(4) Remove the thru-bolt access hole cover. Remove
the insulator thru-bolt from the mount (Fig. 12).
(5) Remove the transmission mount fasteners and
remove mount.
(6) Reverse removal procedure for installation.
Tighten fasteners in this order (Fig. 12):
²55 N´m (40 ft. lbs.)
²108 N´m (80 ft. lbs.)
CRANKSHAFT SPECIFICATION CHART
Crankshaft End-PlayNew Part: 0.09 - 0.24 mm (0.0035 - 0.0094 in.)
Wear Limit: 0.37 mm (0.015 in.)
Main Bearing ClearanceNew Part: 0.022 - 0.062 mm (0.0008 - 0.0024 in.)
Connecting Rod Bearing
ClearanceNew Part: 0.026 - 0.059 mm (0.001 - 0.0023 in.)
Wear Limit: 0.075 mm (0.003 in.)
Main Bearing Journal DiameterStandard: 52.00060.008 mm (2.047260.0003 in.)
1st Undersize: 51.98360.008 mm (2.046660.0003 in.)
Connecting Rod Journal
DiameterStandard: 48.00060.008 mm (1.889760.0003 in.)
1st Undersize: 47.98360.008 mm (1.889160.0003 in.)
Fig. 10 Checking Crankshaft End PlayÐ Dial
Indicator
PL2.0L DOHC ENGINE 9 - 63
SERVICE PROCEDURES (Continued)

INTAKE MANIFOLDÐDOHC ENGINE
REMOVAL
WARNING: RELEASE FUEL SYSTEM PRESSURE
BEFORE SERVICING FUEL SYSTEM COMPONENTS.
SERVICE VEHICLES IN WELL VENTILATED AREAS
AND AVOID IGNITION SOURCES. NEVER SMOKE
WHILE SERVICING THE VEHICLE.
(1) Disconnect negative cable from battery.
(2) Remove fuel filler cap.
(3) Loosen wing nut on intake and remove fresh
air inlet duct (Fig. 23).
(4) Remove the protective cap from the fuel pres-
sure test port on the fuel rail (Fig. 21).
(5) Place the open end of fuel pressure release
hose, Special Tool C-4799-1, into an approved gaso-
line container. Connect the other end of hose to the
fuel pressure test port (Fig. 22). Fuel pressure will
bleed off through the hose into the gasoline con-
tainer. Fuel gauge C-4799-A contains hose C-4799-1.
(6) Disconnect the fuel supply line quick-connect at
the fuel tube assembly.
(7) Remove clean air inlet duct.WARNING: WRAP SHOP TOWELS AROUND HOSE
TO CATCH ANY GASOLINE SPILLAGE.
(8) Disconnect the coolant temperature sensor
(Fig. 24).
(9) Disconnect heater hose from intake manifold.
(10) Disconnect heater tube from bottom of intake
manifold.
(11) Disconnect upper radiator hose and coolant
recovery hose.
(12) Remove fuel rail assembly attaching screws
and remove fuel rail assembly from engine. Cover
injector holes with suitable covering.
CAUTION: Do not set fuel injectors on their tips,
damage may occur to the injectors
Fig. 21 Fuel Pressure Test PortÐTypical
Fig. 22 Releasing Fuel PressureÐTypical
Fig. 23 Fresh Air Inlet Duct
Fig. 24 Engine Coolant Temperature Sensor
PLEXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 9
REMOVAL AND INSTALLATION (Continued)

NOTE: Transaxle operation requirements are differ-
ent for each vehicle and engine combination. Some
internal parts will be different to provide for this.
Therefore, when replacing parts, refer to the seven
digit part number stamped on rear of the transaxle
oil pan flange.
Within this transaxle, there are three primary
areas:
(1) Main center line plus valve body.
(2) Transfer shaft center line (includes governor
and parking sprag).
(3) Differential center line.
Center distances between the main rotating parts
in these three areas are held precise to maintain a
low noise level.
The torque converter, transaxle area, and differen-
tial are housed in an integral aluminum die casting.
The differential oil sump is common with the
transaxle sump. Separate filling of the differen-
tial is NOT necessary.
The torque converter is attached to the crankshaft
through a flexible driving plate. Cooling of the con-
verter is accomplished by circulating the transaxle
fluid through a remote cooler. There are two types of
coolers used. An oil-to-water type cooler located in
the radiator side tank and/or an oil-to-air heat
exchanger. The torque converter assembly is a sealed
unit that cannot be disassembled.
The transaxle fluid is filtered by an internal filter
attached to the lower side of the valve body assembly.
Engine torque is transmitted to the torque con-
verter and then through the input shaft to multiple-
disc clutches in the transaxle. The power flow
depends on the application of the clutches and bands.
Refer to Elements in Use Chart in Diagnosis and
Tests section.
The transaxle consists of:
²Two multiple-disc clutches
²An overrunning clutch
²Two servos
²A hydraulic accumulator
²Two bands
²Two planetary gear sets
This provides three forward ratios and a reverse
ratio. The common sun gear of the planetary gear
sets is connected to the front clutch by a driving
shell. The driving shell is splined to the sun gear and
front clutch retainer. The hydraulic system consists
of an oil pump and a single valve body which con-
tains all of the valves except the governor valves.
The transaxle sump and differential sump are both
vented through the dipstick. Output torque from the
main center line is delivered through helical gears to
the transfer shaft. This gear set is a factor in the
transaxle final drive (axle) ratio. The shaft also car-
ries the governor and parking sprag. An integral heli-cal gear on the transfer shaft drives the differential
ring gear. The final drive gearing is completed with
one of two gear ratios; 2.98 or 3.19 depending on
model and application.
FLUID LEVEL AND CONDITION
NOTE: The transmission and differential sump have
a common oil sump with a communicating opening
between the two.
The torque converter fills in both the P (Park) and
N (Neutral) positions. Place the selector lever in P
(Park) to be sure that the fluid level check is accu-
rate.The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground. This will ensure complete oil
level stabilization between differential and
transmission.The fluid should be at normal operat-
ing temperature (approximately 82É C. or 180É F.).
The fluid level is correct if it is in the HOT region
(cross-hatched area) on the dipstick.
Low fluid level can cause a variety of conditions,
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy therefore, pressures will be
low and will build up slowly.
Improper filling also can raise the fluid level too
high. When the transaxle has too much fluid, the
gears churn up foam and cause the same conditions
that occur with a low fluid level.
In either case, the air bubbles can cause overheat-
ing, fluid oxidation, and varnishing. This can inter-
fere with normal valve, clutch, and servo operation.
Foaming also can result in fluid escaping from the
transaxle dipstick, where it may be mistaken for a
leak.
Along with fluid level, it is important to check the
condition of the fluid. When the fluid smells burned,
or is contaminated with metal or friction material
particles, a complete transaxle overhaul is needed.
Be sure to examine the fluid on the dipstick closely.
If there is any doubt about its condition, drain out a
sample for a double check.
SELECTION OF LUBRICANT
It is important that the proper lubricant be used in
these transmissions. Mopar ATF PLUS 3 (Automatic
Transmission Fluid- type 7176) should be used to aid
in ensuring optimum transmission performance. It is
important that the transmission fluid be maintained
at the prescribed level using the recommended fluids.
SPECIAL ADDITIVES
Chrysler Corporation does not recommend the
addition of any fluids to the transmission, other than
that fluid listed above. An exception to this policy is
PLTRANSAXLE 21 - 41
GENERAL INFORMATION (Continued)

(3) Close all doors, windows and vents to the pas-
senger compartment.
(4) Set Heater-A/C control to A/C, full heat, floor,
RECIRC. and high blower.
(5) Start the engine and hold the idle speed (1000
rpm). After the engine has reached running temper-
ature, allow the passenger compartment to heat up.
This will create the need for maximum refrigerant
flow into the evaporator.
(6) If the refrigerant charge is sufficient, discharge
(high pressure) gauge should read 965 to 2620 kPa
(140 to 380 psi). Suction (low pressure) gauge should
read 103 to 2417 kPa (15 to 35 psi). If system cannot
achieve proper pressure readings, replace the expan-
sion valve. If pressure is correct, proceed with test.
WARNING: PROTECT SKIN AND EYES FROM CON-
TACTING CO2 PERSONAL INJURY CAN RESULT.
(7) If suction side low pressure is within specified
range, freeze the expansion valve control head (Fig.
10) for 30 seconds. Use a super cold substance (liquid
CO2).Do not spray refrigerant on the expansion
valve for this test.Suction side low pressure should
drop to 34.5 kPa (5 psi) If not, replace expansion
valve.
(8) Allow expansion valve to thaw. The low pres-
sure gauge reading should stabilize at 103 to 241
kPa (15 to 35 psi). If not, replace expansion valve.
(9) When expansion valve test is complete, test
A/C overall performance. Refer to the Heater and A/C
Performance Test in this section. Remove all test
equipment before returning vehicle to use.
BLOWER MOTOR ELECTRICAL DIAGNOSIS
Refer to the Blower Motor Electrical System Diag-
nosis chart in this section. Also refer to Group 8W,
Wiring Diagrams for more information.
BLOWER MOTOR VIBRATION AND/OR NOISE
DIAGNOSIS
The resistor block supplies the blower motor with
varied voltage (low and middle speeds) or battery
voltage (high speed).
CAUTION: Stay clear of the blower motor and resis-
tor block (Hot). Do not operate the blower motor
with the resistor block removed from the heater-A/C
housing.
Refer to the Blower Motor Vibration/Noise chart
for diagnosis.
EVAPORATOR PROBE TEST
The work area and vehicle must be between 16É C
(60É F) and 32É C (90É F) when testing the switch.(1) Disconnect the three wire connector from the
evaporator probe lead located behind the glove box.
(2) Start engine and set A/C to low blower motor
speed, panel, full cool, and RECIRC.
(3) Using a voltmeter, check for battery voltage
between Pin 1 and 2. If no voltage is detected, there
is no power to the switch. Check wiring and fuses.
Refer to Group 8W, Wiring Diagrams for circuit diag-
nosis.
(4) Using a voltmeter, check for battery voltage
between Pin 1 and Pin 3. If no voltage is detected,
there is no voltage from the Powertrain Control Mod-
ule. Refer to Group 8W, Wiring Diagrams. If voltage
is OK, connect a jumper wire between Pin 1 and Pin
3. The compressor clutch should engage. If the clutch
engages, remove the jumper wire immediately and go
to Step 5. If the compressor clutch does not engage,
check the operation of the clutch and repair as nec-
essary.
(5) If compressor clutch engages, connect the evap-
orator probe 3-way connector. The compressor clutch
should engage or cycle depending on evaporator tem-
perature. If OK, go to Step 6. If not OK, replace the
clutch cycling switch.
(6) The engine running and the A/C set to:
²Blower motor on low speed
²Panel position
²Full cool
²RECIRC.
Close all doors and windows. Place a thermometer
in the center discharge vent.
(7) If the clutch does not begin to cycle off between
2É C to 7É C (35É F to 45É F), verify that the evapo-
rator probe is fully installed and not loose in evapo-
rator. If it is not properly installed, install probe and
retest outlet temperature. If the evaporator probe is
properly installed, replace the clutch cycling switch.
HEATER PERFORMANCE TEST
PRE-DIAGNOSTIC PREPARATIONS
Review Safety Precautions and Warnings in this
group before performing the following procedures.
Check the coolant level, drive belt tension, vacuum
line connections, radiator air flow and fan operation.
Start engine and allow to warm up to normal tem-
perature.
WARNING: DO NOT REMOVE RADIATOR CAP
WHEN ENGINE IS HOT, PERSONAL INJURY CAN
RESULT.
If vehicle has been run recently, wait 15 minutes
before removing cap. Place a rag over the cap and
turn it to the first safety stop. Allow pressure to
escape through the overflow tube. When the system
stabilizes, remove the cap completely.
24 - 8 HEATING AND AIR CONDITIONINGPL
DIAGNOSIS AND TESTING (Continued)