2000 DODGE NEON low oil pressure

cover and flywheel. Heat buildup caused by slippage
can bake the oil residue onto the components. This
glaze-like residue ranges in color from amber to
black.
GREASE CONTAMINATION
Grease contamination is usually a product of over-
lubrication. During clutch service, apply only a small
amount of grease to the input shaft splines. Excess
grease may be thrown off during operation, contami-
nating the disc.
ROAD SPLASH/WATER CONTAMINATION
Road splash contamination is usually caused by
driving the vehicle through deep water puddles.
Water can be forced into the clutch housing, causing
clutch components to become contaminated. Facing of
disc will absorb moisture and bond to the flywheel
and/or, pressure plate, if vehicle is allowed to stand
for some time before use. If this condition occurs,
replacement of clutch assembly may be required.
Drive the vehicle until normal clutch operating tem-
perature has been obtained. This will dry off disc
assembly, pressure plate, and flywheel.
CLEANING PRECAUTIONS
Condensation from steam vapors tend to accumu-
late on the internal clutch mechanism when the vehi-
cle is steam cleaned. Facing of disc will absorb
moisture and will bond to flywheel and/or pressure
plate, if vehicle is allowed to stand for some time
before use. If this condition occurs, it may require
replacement of clutch assembly. After cleaning, drive
the vehicle to its normal clutch operating tempera-
ture. This will dry off disc assembly, pressure plate,
and flywheel.
SPECIFICATIONS
TORQUE
DESCRIPTION TORQUE
Modular Clutch-to-Drive Plate Bolts..... 88N´m
(65 ft. lbs.)
Transaxle-to-Engine Mounting Bolts...... 95N´m
(70 ft. lbs.)
PLCLUTCH 6 - 13
CLEANING AND INSPECTION (Continued)

COOLING SYSTEM
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
COOLING SYSTEM........................1
COOLANT...............................2
COOLANT PERFORMANCE..................2
COOLANT RECOVERY SYSTEM..............3
ENGINE THERMOSTAT.....................3
RADIATOR..............................3
RADIATOR COOLING FAN MODULE...........3
COOLING SYSTEM PRESSURE CAP..........4
RADIATOR HOSES AND CLAMPS............5
WATER PUMP...........................5
AUTOMATIC TRANSMISSION OIL COOLER.....6
ACCESSORY DRIVE BELTS.................6
ENGINE BLOCK HEATER...................6
DIAGNOSIS AND TESTING
COOLING SYSTEM DIAGNOSIS..............7
ENGINE THERMOSTAT TESTING............14
ACCESSORY DRIVE BELT DIAGNOSIS........14
WATER PUMP DIAGNOSIS................15
COOLING SYSTEM FLOW CHECK...........15
ELECTRIC FAN MOTOR TEST...............15
COOLANT CONCENTRATION TESTING........15
TESTING COOLING SYSTEM FOR LEAKS.....15
PRESSURE CAP TO FILLER NECK SEAL
PRESSURE RELIEF CHECK...............16
PRESSURE TESTING COOLING SYSTEM
PRESSURE CAP.......................16
LOW COOLANT LEVEL AERATION...........17
DEAERATION...........................17
TEMPERATURE GAUGE INDICATION.........17
ENGINE BLOCK HEATER..................17
SERVICE PROCEDURES
COOLANT LEVEL CHECKÐROUTINE.........17COOLANTÐADDING ADDITIONAL...........18
COOLANT LEVELÐSERVICING.............18
COOLING SYSTEMÐDRAINING.............19
COOLING SYSTEMÐREFILLING............19
REMOVAL AND INSTALLATION
WATER PUMP..........................19
WATER PUMP INLET TUBE................20
ENGINE THERMOSTAT....................20
RADIATOR.............................21
RADIATOR DRAINCOCK...................22
COOLING FAN MODULE...................22
COOLANT RECOVERY CONTAINER..........23
ENGINE BLOCK HEATER..................24
ACCESSORY DRIVE BELTS................24
AUTOMATIC BELT TENSIONER & PULLEY....26
DISASSEMBLY AND ASSEMBLY
COOLING FAN MODULE...................26
CLEANING AND INSPECTION
WATER PUMP..........................28
ACCESSORY DRIVE BELT INSPECTION.......28
COOLING SYSTEM CAP...................28
COOLING SYSTEM CLEANING..............28
RADIATOR FLUSHING....................28
REVERSE FLUSHING.....................29
CHEMICAL CLEANING....................29
ADJUSTMENTS
BELT TENSION..........................29
SPECIFICATIONS
COOLING SYSTEM CAPACITY..............30
TORQUE SPECIFICATIONS.................30
SPECIAL TOOLS
COOLING..............................30
DESCRIPTION AND OPERATION
COOLING SYSTEM
The cooling system consists of an engine cooling
module, thermostat, coolant, and a water pump to
circulate the coolant. The engine cooling module may
consist of a radiator, electric fan motor, fan, shroud,
coolant reserve system, transmission oil cooler, hoses,clamps, air conditioning condenser and transmission
oil lines.
²When the Engine is cold: The thermostat is
closed and 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
and the cooling system has flow through the radiator,
engine, heater system, and bypass.
PLCOOLING SYSTEM 7 - 1

Coolant flow circuit for the 2.0L engine is shown in
(Fig. 1).
During any reassembly procedures all pipe fittings
in water jacket, and water box require cleaning and
application of thread sealant for entire length of
threads.
COOLANT
The cooling system is designed around the coolant.
The coolant must accept heat from engine block
metal and in the cylinder head area near the exhaust
valves. Then coolant carries this heat to the radiator
where the tube/fin assemblies can give off the heat to
the air.
MopartAntifreeze or the equivalent is recom-
mended for optimum cooling performance and corro-
sion protection when mixed to a freeze point of -37É C
(-35É F).
COOLANT REPLACEMENT
Refer to Group 0, Lubrication and Maintenance for
schedule.
COOLANT PERFORMANCE
Performance is measurable. For heat transfer pure
water excels (Formula = 1 btu per minute for eachdegree of temperature rise for each pound of water).
This formula is altered when necessary additives to
control boiling, freezing, and corrosion are added as
follows:
²Pure Water (1 btu) boils at 100ÉC (212ÉF) and
freezes at 0ÉC (32ÉF).
²100 Percent Glycol (.7 btu) can cause a hot
engine and detonation and will raise the freeze point
to 22ÉC (-8ÉF).
²50/50 Glycol and Water (0.82 btu) is the recom-
mended combination that provides a freeze point of
-37ÉC (-35ÉF). The radiator, water pump, engine
water jacket, radiator pressure cap, thermostat, tem-
perature gauge, sending unit and heater are all
designed for 50/50 glycol.
Where required, a 56 percent glycol and 44 percent
water mixture will provide a freeze point of -59ÉC
(-50ÉF).
CAUTION: Richer mixtures cannot be measured
with field equipment which can lead to problems
associated with 100 percent glycol.SELECTION AND ADDITIVES
The use of aluminum cylinder heads, intake mani-
folds, and water pumps requires special corrosion
Fig. 1 Cooling System Operation
1 ± HEATER
2 ± HEAT UP
3 ± COOL DOWN
4 ± PRESSURE CAP
5 ± THERMOSTAT HOUSING6 ± WATER PUMP
7 ± ENGINE
8 ± COOLANT RECOVERY SYSTEM TANK
9 ± RADIATOR
7 - 2 COOLING SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

protection. MopartAntifreeze or the equivalent is
recommended for best engine cooling without corro-
sion. When mixed only to a freeze point of -37ÉC
(-35ÉF) to -59ÉC (-50ÉF). If it looses color or becomes
contaminated, drain, flush, and replace with fresh
properly mixed solution.
COOLANT RECOVERY SYSTEM
This system works in conjunction with the radiator
pressure cap to utilize thermal expansion and con-
traction of the coolant to keep the coolant free of
trapped air. The system provides space for expansion
and contraction. Also, the system provides a conve-
nient and safe method for checking and adjusting the
coolant level at atmospheric pressure without remov-
ing the pressure cap. It also provides some reserve
coolant to compensate for minor leaks and evapora-
tion or boiling losses. All vehicles are equipped with
this system (Fig. 2).
Refer to Coolant Level Check, Deaeration, and
Pressure Cap sections for operation and service.
ENGINE THERMOSTAT
The engine thermostat is located on the front of
the engine (radiator side) in the thermostat housing/
engine outlet connector. The thermostat has an air
bleed (vent) located in the flange and a O-ring for
sealing incorporate on it. There is a relief in the ther-
mostat housing/outlet connector for the O-ring.
The engine thermostat is a wax pellet driven,
reverse poppet choke type. It is designed to provide
the fastest warm up possible by preventing leakage
through it and to guarantee a minimum engine oper-
ating temperature of 88 to 93ÉC (192 to 199ÉF). Also,
the thermostat will automatically reach wide open, to
accommodate unrestricted flow to the radiator astemperature of the coolant rises in hot weather to
around 104ÉC (220ÉF). Above this temperature the
coolant temperature is controlled by the radiator, fan,
and ambient temperatureÐnot the thermostat.
A thermostats primary purpose is to maintain
engine temperature in a range that will provide sat-
isfactory engine performance and emission levels
under all expected driving conditions. It also provides
hot water (coolant) for heater performance. It does
this by transferring heat from engine metal and
automatic transmission oil cooler (if equipped) to
coolant, moving this heated coolant to the heater core
and radiator, and then transferring this heat to the
ambient air.
RADIATOR
The radiator is a down-flow type (vertical tubes)
with design features that provide greater strength,
as well as sufficient heat transfer capabilities to keep
the engine coolant within operating temperatures.
The radiator functions as a heat exchanger, using
air flow across the exterior of the radiator tubes. This
heat is then transferred from the coolant and into
the passing air.
The radiator has an aluminum core with plastic
tanks. Although stronger than brass, plastic tanks
are subject to damage by impact. Always handle radi-
ator with care.
RADIATOR COOLING FAN MODULE
The radiator cooling fan is a single speed electric
motor driven fan. The fan module includes an electric
motor, fan blade, and a support shroud that is
attached to the radiator (Fig. 3).
Fig. 2 Coolant Recovery System
1 ± RECOVERY HOSE
2 ± ENGINE COOLANT RECOVERY CONTAINER
3 ± PRESSURE CAP
Fig. 3 Radiator Fan
1 ± SCREWS
2 ± LOWER MOUNTS
3 ± FAN MOTOR ELECTRICAL CONNECTOR
PLCOOLING SYSTEM 7 - 3
DESCRIPTION AND OPERATION (Continued)

Radiator cooling fan control operation is accomplished
two ways. The fan always runs when the air condition-
ing compressor clutch is engaged. In addition to this
control, the fan is turned on by the temperature of the
coolant which is sensed by the coolant temperature sen-
sor which sends the message to the Powertrain Control
Module (PCM). The PCM turns on the fan through a
fan relay by grounding the relay's coil. The fan relay is
located in the Power Distribution Center (PDC) (Fig. 4).
Refer to the label beneath the PDC cover for location of
fan relay.
The PCM will actuate the fan relay whenever the A/C
clutch is engaged regardless of coolant temperature and
vehicle speed. If the A/C clutch is not engaged, the PCM
will actuate the fan relay when the coolant temperature
reaches approximately (97É C) 207É F and turns off the
fan relay when the coolant temperature drops to
approximately (94ÉC) 201É F. The fan relay is also
turned off when the vehicle speed is above approxi-
mately 100 Km/h (62 MPH). Refer to Group 8W, Wiring
Diagrams for circuity provided.
If the cooling fan is inoperative or a Diagnostic
Trouble Code (DTC) related to fan control has been
set, refer to the appropriate Powertrain Diagnostic
Manual for complete diagnostic procedures.
COOLING SYSTEM PRESSURE CAP
The cooling system pressure cap is located on the cool-
ant outlet housing near the front of the cylinder head.
The cooling system will operate at higher than atmo-
spheric pressure. The higher pressure raises the coolant
boiling point, allowing increased radiator cooling capac-
ity. The pressure cap will release cooling system pres-
sure in a range of 97±124 kPa (14±18 psi).
A vent valve located in the center of the cap allows
a small amount of coolant flow from the coolant
reserve system (CRS) tank. This valve is spring
loaded in the closed position. However, it must be
free to open during system cool-down.If the valve is
stuck shut, the radiator hoses will collapse on
cool-down. Clean the vent valve (Fig. 5) to
ensure proper sealing function.
There is a gasket in the cap that seals to the top of
the filler neck so that vacuum is maintained to draw
coolant back into the system from the coolant reserve
system (CRS) tank.
Fig. 4 Power Distribution Center (PDC)
RADIATOR COOLING FAN OPERATION CHART
Cooling Fan Control
A/C Off
Fan On: 97É C (207É F)
Fan Off: 94É C (201É F)Vehicle Speed >
100 Km/h (62
MPH)
A/C On
Fan OnÐregardless of coolant temperature or vehicle
speed.
Fig. 5 Cooling System Pressure Cap
1 ± PRESSURE RATING
2 ± FILLER NECK SEAL
3 ± PRESSURE VALVE
4 ± VACUUM VENT VALVE (SHOWN IN SEALING POSITION)
7 - 4 COOLING SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

DIAGNOSIS AND TESTING
COOLING SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSE CORRECTION
TEMPERATURE GAUGE READS
LOW1. Has a Diagnostic Trouble Code
(DTC) been set indicating a stuck
open engine thermostat?1. Refer to On Board Diagnostic in
Group 25. Replace thermostat, if
necessary. If a (DTC) has not been
set, the problem may be with the
temperature gauge.
2. Is the temperature gauge (if
equipped) connected to the
temperature gauge coolant sensor
on the engine?2. Check the connector at the
engine coolant sensor. Refer to
Group 8E. Repair as necessary.
3. Is the temperature gauge (if
equipped) operating OK?3. Check Gauge operation. Refer to
Group 8E. Repair as necessary.
4. Coolant level low during cold
ambient temperature, accompanied
by poor heater performance.4. Check coolant level in the coolant
recovery/reserve container and the
radiator. Inspect the system for
leaks. Repair as necessary. Refer to
WARNINGS in this section before
removing pressure cap.
TEMPERATURE GAUGE READS
HIGH OR ENGINE COOLANT
WARNING LAMP ILLUMINATES.
COOLANT MAY OR MAY NOT BE
LOST FROM SYSTEM.1. Trailer being towed, a steep hill
being climbed, vehicle being
operated in slow moving traffic, or
engine idling during high ambient
(outside) temperatures with air
conditioning on. High altitudes
Could aggravate these conditions.1. This may be a temporary
condition and repair is not
necessary. Turn off the air
conditioning and drive the vehicle
without any of the previous
conditions. Observe the temperature
gauge the gauge should return to
the normal range. If the gauge does
not return to the normal range,
determine the cause of the
overheating and repair. Refer to
POSSIBLE CAUSES in this section.
2. Is temperature gauge (if
equipped) reading correctly?2. Check gauge. Refer to Group 8E.
Repair as necessary.
3. Is temperature warning lamp (if
equipped) illuminating
unnecessarily?3. Check warning lamp operation.
Refer to Group 8E. Repair as
necessary.
4. Coolant low in recovery/reserve
container and radiator?4. Check for coolant leaks and
repair as necessary. Refer to
Checking Cooling System for Leaks
in this section.
5. Pressure cap not installed tightly.
If cap is loose, boiling point of
coolant will be lowered. Also refer
to the following step 6.5. Tighten cap.
PLCOOLING SYSTEM 7 - 7

the coolant to expand. Reattach the tester. If the nee-
dle on the dial fluctuates it indicates a combustion
leak, usually a head gasket leak.
WARNING: WITH THE PRESSURE TESTER IN
PLACE PRESSURE BUILDS UP QUICKLY. ANY
EXCESSIVE PRESSURE BUILD-UP DUE TO CON-
TINUOUS ENGINE OPERATION MUST BE
RELEASED TO A SAFE PRESSURE POINT. NEVER
PERMIT PRESSURE TO EXCEED 138 kPa (20 psi).
If the needle on the dial does not fluctuate, race
the engine a few times. If an abnormal amount of
coolant or steam is emitted from the tail pipe, it may
indicate a faulty head gasket, cracked engine block,
or cracked cylinder head.
There may be internal leaks, which can be deter-
mined by removing the oil dipstick. If water globules
appear intermixed with the oil, it indicates an inter-
nal leak in the engine. If there is an internal leak,
the engine must be disassembled for repair.
PRESSURE CAP TO FILLER NECK SEAL
PRESSURE RELIEF CHECK
The pressure cap upper gasket (seal) pressure
relief can be checked by removing the overflow hose
at the radiator filler neck nipple (Fig. 13). Attach the
radiator pressure tester to thefiller neck nipple,
and pump air into the system. The pressure cap
upper gasket should relieve pressure at 69-124 kPa
(10-18 psi), and hold pressure at 55 kPa (8 psi) min-
imum.
WARNING: THE WARNING WORDS DO NOT OPEN
HOT ON THE PRESSURE CAP IS A SAFETY PRE-
CAUTION. WHEN HOT, THE COOLING SYSTEM
BUILDS UP PRESSURE. TO PREVENT SCALDING
OR OTHER INJURY, THE PRESSURE CAP SHOULD
NOT BE REMOVED WHILE THE SYSTEM IS HOT
AND/OR UNDER PRESSURE.
There is no need to remove the pressure cap at any
timeexceptfor the following purposes:
²Check and adjust coolant freeze point
²Refill system with new coolant
²Conducting service procedures
²Checking for leaks
WARNING: IF VEHICLE HAS BEEN RUN RECENTLY,
WAIT 15 MINUTES BEFORE REMOVING CAP.
PLACE A SHOP TOWEL OVER THE CAP, AND WITH-
OUT PUSHING DOWN, ROTATE IT COUNTER-
CLOCKWISE TO THE FIRST STOP. ALLOW FLUIDSTO ESCAPE THROUGH THE OVERFLOW TUBE.
WHEN THE SYSTEM STOPS PUSHING COOLANT
AND STEAM INTO THE CRS TANK AND PRESSURE
DROPS, PUSH DOWN ON THE CAP AND REMOVE
IT COMPLETELY. SQUEEZING THE RADIATOR
INLET HOSE WITH A SHOP TOWEL (TO CHECK
PRESSURE) BEFORE AND AFTER TURNING TO
THE FIRST STOP IS RECOMMENDED.
PRESSURE TESTING COOLING SYSTEM
PRESSURE CAP
Dip the pressure cap in water; clean off any depos-
its on the vent valve or its seat, and apply the cap to
end of radiator pressure tester (Fig. 14). Working the
plunger, increase the pressure to 104 kPa (15 psi) on
the gauge. If the pressure cap fails to hold pressure
of at least 97 kPa (14 psi), replace the cap.
Fig. 13 Cooling System Pressure Cap
1 ± PRESSURE RATING
2 ± FILLER NECK SEAL
3 ± PRESSURE VALVE
4 ± VACUUM VENT VALVE (SHOWN IN SEALING POSITION)
7 - 16 COOLING SYSTEMPL
DIAGNOSIS AND TESTING (Continued)

INSTRUMENT PANEL SYSTEMS
TABLE OF CONTENTS
page page
GENERAL INFORMATION
INTRODUCTION..........................1
DESCRIPTION AND OPERATION
HEADLAMP SWITCH......................2
INSTRUMENT CLUSTER....................2
WARNING AND INDICATOR LAMPS..........2
DIAGNOSIS AND TESTING
AIRBAG WARNING SYSTEM................2
BRAKE SYSTEM WARNING LAMP TEST.......2
INSTRUMENT CLUSTER LAMPS.............2
LOW OIL PRESSURE WARNING LAMP TEST...3
MULTIPLE/INDIVIDUAL GAUGES
INOPERATIVE..........................4
SERVICE PROCEDURES
INSTRUMENT CLUSTER SELF-DIAGNOSTICS...4
REMOVAL AND INSTALLATION
ACCESSORY SWITCH/POWER OUTLET
BEZEL................................4CENTER CONSOLE FLOOD LAMP............5
CIGAR LIGHTER / POWER OUTLET
ASSEMBLY.............................5
GLOVE BOX DOOR/BIN....................6
GLOVE BOX DOOR/BIN....................6
GLOVE BOX SWITCH/LAMP.................6
INSTRUMENT CLUSTER....................6
INSTRUMENT CLUSTER BEZEL..............6
INSTRUMENT CLUSTER LAMPS.............7
INSTRUMENT PANEL ASSEMBLY............7
INSTRUMENT PANEL CENTER BEZEL........10
INSTRUMENT PANEL END CAPS............10
INSTRUMENT PANEL TOP COVER...........10
LOWER INSTRUMENT PANEL COVER........10
LOWER STORAGE BIN....................10
STEERING COLUMN SHROUDS.............11
GENERAL INFORMATION
INTRODUCTION
The purpose of the dash gauges and indicator
lamps is to keep the driver informed about the oper-
ating condition of the vehicle. If an abnormal condi-
tion occurs, the driver is informed by indicator lamp.
The driver can seek service before damage occurs.
Indicator lamps use ON/OFF switch functions for
operation, while gauges use a sending unit or sensor.
The Instrument Panel can be removed as an
assembly after a few part are removed to allow
access to the retaining bolts. There is one self-align-
ing bulkhead connector on the left underside of the
instrument panel replacing most of the main harness
connectors. Once removed, the instrument panel can
be serviced for replacement. Most of the parts of the
instrument panel can be replaced individually with-
out removing the complete instrument panel assem-
bly.
Fig. 1 Instrument Panel
1 ± DEMISTER OUTLET
2 ± INSTRUMENT CLUSTER
3 ± CENTER AIR OUTLET
4 ± INSTRUMENT PANEL SPEAKERS
5 ± GLOVE BOX
6 ± HVAC CONTROL HEAD
7 ± RADIO
8 ± CIGAR LIGHTER/AUXILIARY POWER OUTLET
9 ± TRACTION CONTROL SWITCH
10 ± REAR WINDOW DEFOGGER SWITCH
PLINSTRUMENT PANEL SYSTEMS 8E - 1