2000 DODGE DURANGO HIGH OIL

Downloaded from www.Manualslib.com manuals search engine ENGINE LUBRICATION FLOW CHARTÐCYLINDER HEADS: TABLE 2
FROM TO
Cylinder Head Oil Port (in bolt hole) Diagonal Cross Drilling to Main Oil Gallery
Main Oil Gallery (drilled through head from rear to front)1. Base of Camshaft Towers
2. Lash Adjuster Towers
Base of Camshaft Towers Vertical Drilling Through Tower to Camshaft Bearings**
Lash Adjuster Towers Diagonal Drillings to Hydraulic Lash Adjuster Pockets
** The number three camshaft bearing journal feeds oil into the hollow camshaft tubes. Oil is routed to the intake
lobes, which have oil passages drilled into them to lubricate the rocker arms.
CYLINDER BLOCK
DESCRIPTION
The cylinder block is made of cast iron. The block
is a closed deck design with the left bank forward. To
provide high rigidity and improved NVH an
enhanced compacted graphite bedplate is bolted to
the block. The block design allows coolant flow
between the cylinders bores, and an internal coolant
bypass to a single poppet inlet thermostat is included
in the cast aluminum front cover.
CRANKSHAFT
DESCRIPTION
The crankshaft is constructed of nodular cast iron.
The crankshaft is a crosshaped four throw design
with eight counterweights for balancing purposes.
The crankshaft is supported by five select main bear-
ings with the number three serving as the thrust
washer location. The main journals of the crankshaft
are cross drilled to improve rod bearing lubrication.
The number eight counterweight has provisions for
crankshaft position sensor target wheel mounting.
The select fit main bearing markings are located on
the rear side of the target wheel. The crankshaft oil
seals are one piece design. The front oil seal is
retained in the timing chain cover, and the rear seal
is pressed in to a bore formed by the cylinder block
and the bedplate assembly.
PISTON AND CONNECTING ROD
DESCRIPTION
CAUTION: Do not use a metal stamp to mark con-
necting rods as damage may result, instead use ink
or a scratch awl.
EARLY BUILD
The pistons are made of a high strength aluminum
alloy with an anodized top ring groove and crown. Piston
skirts are coated with a solid lubricant (Molykote) to
reduce friction and provide scuff resistance. The connect-
ing rods are made of forged powdered metal, with a
ªfractured capº design. A pressed fit piston pin is used to
attach the piston and connecting rod.
LATE BUILD
The pistons are made of high strength aluminum
alloy. The top ring groove and crown areNotanod-
ized, instead the top ring is coated with an anti-scuff
coating to reduce friction on the top ring. The piston
skirts are coated with a solid lubricant (Molykote) to
reduce friction and provide scuff resistance. The con-
necting rods are made of forged powdered metal,
with a ªfractured capº design. A pressed fit piston pin
is used to attach the piston and connecting rod.
CYLINDER HEAD
DESCRIPTION
The cylinder heads are made of an aluminum alloy.
The cylinder head features two valves per cylinder
with pressed in powdered metal valve guides. The
cylinder heads also provide enclosures for the timing
chain drain, necessitating unique left and right cylin-
der heads.
VALVE GUIDES
DESCRIPTION
The valve guides are made of powered metal and
are pressed into the cylinder head. The guides are
not replaceable or serviceable, and valve guide ream-
ing is not recommended. If the guides are worn
beyond acceptable limits, replace the cylinder heads.
VALVES
DESCRIPTION
The valves are made of heat resistant steel and
have chrome plated stems to prevent scuffing. Each
valve is actuated by a roller rocker arm which pivots
on a stationary lash adjuster. All valves use three
bead lock keepers to retain the springs and promote
valve rotation.
VALVE STEM SEAL
DESCRIPTION
The valve stem seals are made of rubber and incor-
porate an integral steel valve spring seat. The inte-
gral garter spring maintains consistent lubrication
control to the valve stems.
DN4.7L ENGINE 9 - 5
DESCRIPTION AND OPERATION (Continued)
2000 DN Service Manual
Publication No. 81-370-0016
TSB 26-12-99 December, 1999

Downloaded from www.Manualslib.com manuals search engine VALVE SPRING
DESCRIPTION
The valve springs are made from high strength
chrome silicon steel. The springs are common for
intake and exhaust applications. The valve spring
seat is integral with the valve stem seal, which is a
positive type seal to control lubrication.
HYDRAULIC LASH ADJUSTER
DESCRIPTION
Valve lash is controlled by hydraulic lash adjusters
that are stationary mounted in the cylinder heads.
The lash adjusters have a hole in the ball plunger
that feeds oil through the rocker arm squirt holes for
rocker arm roller and camshaft lobe lubrication.
TIMING DRIVE SYSTEM
DESCRIPTION
The timing drive system has been designed to pro-
vide quiet performance and reliability to support a
non-free wheelingengine. Specifically the intake
valves are non-free wheeling and can be easily dam-
aged with forceful engine rotation if camshaft-to-
crankshaft timing is incorrect. The timing drive
system consists of a primary chain and two second-
ary timing chain drives.
OPERATION
The primary timing chain is a single inverted tooth
type. The primary chain drives the large fifty tooth
idler sprocket directly from a 25 tooth crankshaft
sprocket. Primary chain motion is controlled by a
pivoting leaf spring tensioner arm and a fixed guide.
The arm and the guide both use nylon plastic wear
faces for low friction and long wear. The primary
chain receives oil splash lubrication from the second-
ary chain drive and oil pump leakage. The idler
sprocket assembly connects the primary and second-
ary chain drives. The idler sprocket assembly con-
sists of two integral thirty tooth sprockets and a fifty
tooth sprocket that is splined to the assembly. The
spline joint is a non ± serviceable press fit anti rattle
type. A spiral ring is installed on the outboard side of
the fifty tooth sprocket to prevent spline disengage-
ment. The idler sprocket assembly spins on a station-
ary idler shaft. The idler shaft is press-fit into the
cylinder block. A large washer on the idler shaft bolt
and the rear flange of the idler shaft are used to con-
trol sprocket thrust movement. Pressurized oil is
routed through the center of the idler shaft to pro-
vide lubrication for the two bushings used in the
idler sprocket assembly.There are two secondary drive chains, both are
inverted tooth type, one to drive the camshaft in each
SOHC cylinder head. There are no shaft speed
changes in the secondary chain drive system. Each
secondary chain drives a thirty tooth cam sprocket
directly from the thirty tooth sprocket on the idler
sprocket assembly. A fixed chain guide and a hydrau-
lic oil damped tensioner are used to maintain tension
in each secondary chain system. The hydraulic ten-
sioners for the secondary chain systems are fed pres-
surized oil from oil reservoir pockets in the block.
Each tensioner also has a mechanical ratchet system
that limits chain slack if the tensioner piston bleeds
down after engine shut down. The tensioner arms
and guides also utilize nylon wear faces for low fric-
tion and long wear. The secondary timing chains
receive lubrication from a small orifice in the ten-
sioners. This orifice is protected from clogging by a
fine mesh screen which is located on the back of the
hydraulic tensioners.
CAMSHAFT
DESCRIPTION
The camshafts consist of powdered metal steel
lobes which are sinter-bonded to a steel tube. A steel
post or nose piece is friction-welded to the steel cam-
shaft tube. Five bearing journals are machined into
the camshaft, four on the steel tube and one on the
steel nose piece. Camshaft end play is controlled by
two thrust walls that border the nose piece journal.
Engine oil enters the hollow camshafts at the third
journal and lubricates every intake lobe rocker
through a drilled passage in the intake lobe.
ROCKER ARM
DESCRIPTION
The rocker arms are steel stampings with an inte-
gral roller bearing. The rocker arms incorporate a 2.8
mm (0.11 inch) oil hole in the lash adjuster socket for
roller and camshaft lubrication.
CYLINDER HEAD COVER
DESCRIPTION
The cylinder head covers are made of die cast mag-
nesium, and are not interchangeable from side-to-
side. It is imperative that nothing rest on the
cylinder head covers. Prolonged contact with other
items may wear a hole in the cylinder head cover.
9 - 6 4.7L ENGINEDN
DESCRIPTION AND OPERATION (Continued)

Downloaded from www.Manualslib.com manuals search engine OIL PAN
DESCRIPTION
The engine oil pan is made of laminated steel and
has a single plane sealing surface. The sandwich
style oil pan gasket has an integrated windage tray
and steel carrier. The sealing area of the gasket is
molded with rubber and is designed to be reused as
long as the gasket is not cut, torn or ripped.
STRUCTURAL DUST COVER
DESCRIPTION
The structural dust cover is made of die cast alu-
minum and joins the lower half of the transmission
bell housing to the engine bedplate.
OPERATION
The structural cover provides additional power-
train stiffness and reduces noise and vibration.
INTAKE MANIFOLD
DESCRIPTION
The intake manifold is made of a composite mate-
rial and features long runners which maximizes low
end torque. The intake manifold uses single plane
sealing which consist of eight individual press in
place port gaskets to prevent leaks. Eight studs and
two bolts are used to fasten the intake to the head.
EXHAUST MANIFOLD
DESCRIPTION
The exhaust manifolds are log style with a pat-
ented flow enhancing design to maximize perfor-mance. The exhaust manifolds are made of high
silicon molybdenum cast iron. A perforated core
graphite exhaust manifold gasket is used to improve
sealing to the cylinder head. The exhaust manifolds
are covered by a three layer laminated heat shield
for thermal protection and noise reduction. The heat
shields are fastened with a torque prevailing nut
that is backed off slightly to allow for the thermal
expansion of the exhaust manifold.
DIAGNOSIS AND TESTING
ENGINE DIAGNOSISÐINTRODUCTION
Engine diagnosis is helpful in determining the
causes of malfunctions not detected and remedied by
routine maintenance.
These malfunctions may be classified as either per-
formance (e.g., engine idles rough and stalls) or
mechanical (e.g., a strange noise).
Refer to the Service DiagnosisÐPerformance chart
and the Service DiagnosisÐMechanical chart for pos-
sible causes and corrections of malfunctions. Refer to
Group 14, Fuel System for the fuel system diagnosis.
Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that can
not be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagno-
sis is provided within the following diagnosis:
²Cylinder Compression Pressure Test.
²Cylinder Combustion Pressure Leakage Test.
²Engine Cylinder Head Gasket Failure Diagnosis.
²Intake Manifold Leakage Diagnosis.
DN4.7L ENGINE 9 - 7
DESCRIPTION AND OPERATION (Continued)

Downloaded from www.Manualslib.com manuals search engine CONDITION POSSIBLE CAUSE CORRECTION
ENGINE LOSS OF POWER 1. Incorrect ignition timing. 1. Refer to Group 8D, Ignition
System.
2. Worn or burned distributor rotor. 2. Replace distributor rotor.
3. Worn distributor shaft. 3. Refer to Group 8D, Ignition
System.
4. Dirty or incorrectly gapped spark
plugs.4. Refer to Group 8D, Ignition
System.
5. Dirt or water in fuel system. 5. Clean system and replace fuel
filter.
6. Faulty fuel pump. 6. Refer to Group 14, Fuel System.
7. Blown cylinder head gasket. 7. Replace cylinder head gasket.
8. Low compression. 8. Test compression, repair as
necessary.
9. Burned, warped or pitted valves. 9. Replace as necessary.
10. Plugged or restricted exhaust
system.10. Inspect and replace as
necessary.
11. Faulty ignition cables. 11. Replace as necessary.
12. Faulty coil. 12. Refer to Group 8D, Ignition
System.
13. Incorrect cam timing. 13. Refer to Valve Timing in this
section.
ENGINE MISSES ON
ACCELERATION1. Spark plugs dirty or incorrectly
gapped.1. Refer to Group 8D, Ignition
System.
2. Incorrect ignition timing. 2. Refer to Group 8D, Ignition
System.
3. Dirt in fuel system. 3. Clean fuel system.
4. Burned, warped or pitted valves. 4. Replcae as necessary.
5. Faulty coil. 5. Refer to Group 8D, Ignition
System.
6. Incorrect cam timing. 6. Refer to Valve Timing in this
section.
ENGINE MISSES AT HIGH SPEED 1. Spark plugs dirty or incorrectly
gapped.1. Refer to Group 8D, Ignition
System.
2. Worn Distributor Shaft. 2. Refer to Group 8D, Ignition
System.
3. Worn or burned distributor rotor. 3. Replace distributor rotor.
4. Faulty coil. 4. Refer to Group 8D, Ignition
System.
5. Incorrect ignition timing. 5. Refer to Group 8D, Ignition
System.
6. Dirt or water in fuel system. 6. Clean system and replace fuel
filter.
7. Incorrect cam timing. 7. Refer to Valve Timing in this
section.
DN4.7L ENGINE 9 - 9
DIAGNOSIS AND TESTING (Continued)

Downloaded from www.Manualslib.com manuals search engine SERVICE DIAGNOSISÐMECHANICAL
CONDITION POSSIBLE CAUSES CORRECTIONS
NOISY VALVES 1. High or low oil level in
crankcase.1. Refer to Group 0, Lubrication and
Maintenance.
2. Thin or diluted oil. 2. Change oil and filter.
3. Low oil pressure. 3. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.
4. Dirt in lash adjusters. 4. Clean lash adjusters.
5. Bent push rods. 5. Replace as necessary.
6. Worn rocker arms. 6. Replace as necessary.
7. Worn tappets 7. Replace as necessary.
8. Worn valve guides. 8. Refer to Valve Service in this
section.
9. Excessive runout of valve seats
on valve faces.9. Service valves and valve seats.
Refer to Valve Service in this
section.
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. Refer to Group 0, Lubrication and
maintenance.
2. Low oil pressure. 2. Refer to Group 0, Lubrication and
maintenance.
3. Thin or diluted oil. 3. Change oil and filter.
4. Excessive bearing clearance. 4. Replace as necessary.
5. Connecting rod journal
out-of-round.5. Service or replace crankshaft.
6. Misaligned connecting rods. 6. Replace bent connecting rods.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Refer to Group 0, Lubrication and
maintenance.
2. Low oil pressure. 2. Refer to Group 0, Lubrication and
maintenance.
3. Thin or diluted oil. 3. Change oil and filter.
4. Excessive bearing clearance. 4. Replace as necessary.
5. Excessive end play. 5. Check No. 3 main bearing for
wear on flanges.
6. Crankshaft journal out-of round. 6. Service or replace crankshaft.
7. Loose flywheel or torque
converter.7. Tighten to correct torque
9 - 10 4.7L ENGINEDN
DIAGNOSIS AND TESTING (Continued)

Downloaded from www.Manualslib.com manuals search engine filter runoff, and main bearing cap to cylinder
block mating surfaces.
(4) If no leaks are detected, pressurize 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.
REAR SEAL AREA LEAKSÐINSPECTION
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:
(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, distributor seal,
camshaft bore cup plugs, oil galley pipe plugs, oil
filter runoff, and main bearing cap to cylinder
block mating surfaces. See Group 9, Engines, for
proper repair procedures of these items.
(4) If no leaks are detected, pressurized the crank-
case as outlined in the section, 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 thecrankshaft 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 or
scratches. The crankshaft seal flange is specially
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. Refer to the service DiagnosisÐMechani-
cal, under the Oil Leak row, for components
inspections on possible causes and corrections.
(7) After the oil leak root cause and appropriate
corrective action have been identified, Refer to Group
9, EnginesÐCrankshaft Rear Oil Seals, for proper
replacement procedures.
HYDRAULIC LASH ADJUSTER 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) 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 in cylinder head gasket or the
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 and cam on camshaft at
base circle. 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 replace.
c. Before installation, make sure adjusters are at
least partially full of oil. This can be verified by little
or no plunger travel when lash adjuster is depressed.
9 - 14 4.7L ENGINEDN
DIAGNOSIS AND TESTING (Continued)

Downloaded from www.Manualslib.com manuals search engine CRANKCASE OIL LEVEL INSPECTION
CAUTION: Do not overfill crankcase with engine oil,
pressure loss or oil foaming can result.
Inspect engine oil level approximately every 800
kilometers (500 miles). Unless the engine has exhib-
ited loss of oil pressure, run the engine for about five
minutes before checking oil level. Checking engine oil
level on a cold engine is not accurate.
To ensure proper lubrication of an engine, the
engine oil must be maintained at an acceptable level.
The acceptable levels are indicated between the ADD
and SAFE marks on the engine oil dipstick.
(1) Position vehicle on level surface.
(2) With engine OFF, allow approximately ten min-
utes for oil to settle to bottom of crankcase, remove
engine oil dipstick.
(3) Wipe dipstick clean.
(4) Install dipstick and verify it is seated in the
tube.
(5) Remove dipstick, with handle held above the
tip, take oil level reading.
(6) Add oil only if level is below the ADD mark on
dipstick.
ENGINE OIL CHANGE
Change engine oil at mileage and time intervals
described in Maintenance Schedules.
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.
(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 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.
ENGINE OIL FILTER CHANGE
FILTER SPECIFICATION
All engines are equipped with a high quality full-
flow, disposable type oil filter. DaimlerChrysler Cor-
poration recommends a Mopar or equivalent oil filter
be used.OIL FILTER REMOVAL
(1) Position a drain pan under the oil filter.
(2) Using a suitable oil filter wrench loosen filter.
(3) Rotate the oil filter counterclockwise (Fig. 7) to
remove it from the cylinder block oil filter boss.
(4) When filter separates from cylinder block oil
filter boss, tip gasket end upward to minimize oil
spill. Remove filter from vehicle.
(5) With a wiping cloth, clean the gasket sealing
surface of oil and grime.
OIL FILTER INSTALLATION
(1) Lightly lubricate oil filter gasket with engine
oil.
(2) Thread filter onto adapter nipple. When gasket
makes contact with sealing surface, (Fig. 8) hand
tighten filter one full turn, do not over tighten.
(3) Add oil, verify crankcase oil level and start
engine. Inspect for oil leaks.
USED ENGINE OIL DISPOSAL
Care should be exercised when disposing used
engine oil after it has been drained from a vehicle
engine. Refer to the WARNING at beginning of this
section.REPAIR DAMAGED OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain
the original center line.
Fig. 7 Oil FilterÐ4.7L Engine
1 ± ENGINE OIL FILTER
DN4.7L ENGINE 9 - 17
SERVICE PROCEDURES (Continued)

Downloaded from www.Manualslib.com manuals search engine nal diameter specification (Main Bearing Fitting
Chart). Select inserts required to obtain the specified
bearing-to-journal clearance.
Install the crankshaft into the cylinder block. Refer
to Crankshaft in this section for procedure.
CRANKSHAFT MAIN BEARING SELECTION
(1) Service main bearings are available in three
grades. The chart below identifies the three service
grades available.
REMOVAL AND INSTALLATION
ENGINE MOUNTSÐLEFT AND RIGHT
REMOVAL
(1) Disconnect the negative cable from the battery.
CAUTION: Remove the fan blade, fan clutch and
fan shroud before raising engine. Failure to do so
may cause damage to the fan blade, fan clutch and
fan shroud.
(2) Remove the fan blade, fan clutch and fan
shroud. Refer to Group 7. for procedure.
(3) Remove the engine oil filter.
(4) Support the engine with a suitable jack and a
block of wood across the full width of the engine oil
pan.
(5) Remove the four (4) cylinder block-to-insulator
mount bolts and the nut from the engine insulator
mount through bolt (4x2 Vehicles only) (Fig. 32) (Fig.
33).
(6) Remove the three (3) cylinder block-to-insulator
mount bolts and loosen the nut from the engine insu-
lator mount through bolt (4x4 Vehicles only) (Fig. 34)
(Fig. 35).
(7) Using the jack, raise the engine high enough to
remove the engine insulator mount through bolt and
the insulator mount.
INSTALLATION
(1) Position the insulator mount and install the
insulator mount through bolt.
(2) Lower the engine until the four cylinder block-
to-insulator mount bolts can be installed.
(3) Remove the jack and block of wood.
(4) Torque the cylinder block-to-insulator mount
bolts to 61N´m ( 45 ft. lbs.).
(5) Install and torque the through bolt retaining
nut to 61N´m (45 ft. lbs.).
(6) Install the fan blade, fan clutch and fan
shroud.
GRADE SIZE mm
(in.)FOR USE WITH
MARKING JOURNAL SIZE
A.008 mm U/S 63.488-63.496 mm
(.0004 in.)
U/S(2.4996-2.4999 in.)
BSTANDARD 63.496-63.504 mm
(2.4996-2.4999 in.)
C.008 mm O/S 63.504-63.512 mm
(.0004 in.)
O/S(2.5002-2.5005 in.)
Fig. 32 Engine Insulator Mount 4x2 VehicleÐLeft
Side
1 ± ENGINE INSULATOR MOUNT-LEFT SIDE
2 ± MOUNTING BOLT
Fig. 33 Engine Insulator Mount 4x2 VehicleÐRight
Side
1 ± ENGINE INSULATOR MOUNT-RIGHT SIDE
2 ± MOUNTING BOLT
9 - 28 4.7L ENGINEDN
SERVICE PROCEDURES (Continued)