2000 DODGE NEON stop start

ENGINE OIL SERVICE
WARNING: NEW OR USED ENGINE OIL CAN BE
IRRITATING TO THE SKIN. AVOID PROLONGED OR
REPEATED SKIN CONTACT WITH ENGINE OIL.
CONTAMINANTS IN USED ENGINE OIL, CAUSED BY
INTERNAL COMBUSTION, CAN BE HAZARDOUS TO
YOUR HEALTH. THOROUGHLY WASH EXPOSED
SKIN WITH SOAP AND WATER. DO NOT WASH
SKIN WITH GASOLINE, DIESEL FUEL, THINNER, OR
SOLVENTS, HEALTH PROBLEMS CAN RESULT. DO
NOT POLLUTE, DISPOSE OF USED ENGINE OIL
PROPERLY. CONTACT YOUR DEALER OR GOVERN-
MENT AGENCY FOR LOCATION OF COLLECTION
CENTER IN YOUR AREA.
ENGINE OIL SPECIFICATION
CAUTION: Do not use non-detergent or straight
mineral oil when adding or changing crankcase
lubricant. Engine failure can result.
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.
SAE 5W-30 engine oil is preferred. Select an engine
oil that is best suited to your particular temperature
range and variation (Fig. 9).
ENERGY CONSERVING OIL
An Energy Conserving type oil is recommended for
gasoline engines. The designation of ENERGY CON-
SERVING is located on the label of the engine oil
container.
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. 10).
ENGINE OIL CHANGE
Change engine oil at mileage and time intervals
described in the Group 0, Lubrication and Mainte-
nance.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 Group 0, Lubrication and Maintenance for
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. 9 Temperature/Engine Oil Viscosity
Fig. 10 Engine Oil Container Standard Notations
PLENGINE 9 - 7
GENERAL INFORMATION (Continued)

should not be disassembled to determine the
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, 1,379kPa (200 psi) maximum, with 552 kPa (80 psi) rec-
ommended.
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 per cylinder.
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.
ENGINE OIL LEAK INSPECTION
Begin with a thorough 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
PLENGINE 9 - 9
DIAGNOSIS AND TESTING (Continued)

WARNING: REMOVE FILLER CAP TO RELIEVE
TANK PRESSURE BEFORE REMOVING OR REPAIR-
ING FUEL SYSTEM COMPONENTS.
ONBOARD REFUELING VAPOR RECOVERY
OPERATION
The emission control principle used in the ORVR
system is that the fuel flowing into the filler tube
(appx. 1º I. D.) creates an aspiration effect which
draws air into the fill tube. During refueling, the fuel
tank is vented to the vapor canister to capture escap-
ing vapors. With air flowing into the filler tube, there
are no fuel vapors escaping to the atmosphere. Once
the refueling vapors are captured by the canister, the
vehicle's computer controlled purge system draws
vapor out of the canister for the engine to burn. The
vapors flow is metered by the purge solenoid so that
there is no or minimal impact on driveability or
tailpipe emissions.
As fuel starts to flow through the fill tube, it opens
the normally closed check valve and enters the fuel
tank. Vapor or air is expelled from the tank through
the control valve to the vapor canister. Vapor is
absorbed in the canister until vapor flow in the lines
stops, either following shut-off or by having the fuel
level in the tank rise high enough to close the control
valve. The control valve contains a float that rises to
seal the large diameter vent path to the canister. At
this point in the fueling of the vehicle, the tank pres-
sure increase, the check valve closes (preventing tank
fuel from spiting back at the operator), and fuel then
rises up the filler tube to shut-off the dispensing noz-
zle.If the engine is shut-off while the On-Board diag-
nostics test is running, low level tank pressure can
be trapped in the fuel tank and fuel can not be added
to the tank until the pressure is relieved. This is due
to the leak detection pump closing the vapor outlet
from the top of the tank and the one-way check valve
not allowing the tank to vent through the fill tube to
atmosphere. Therefore, when fuel is added, it will
back-up in the fill tube and shut off the dispensing
nozzle. The pressure can be eliminated in two ways:
1. Vehicle purge must be activated and for a long
enough period to eliminate the pressure. 2. Removing
the fuel cap and allowing enough time for the system
to vent thru the recirulation tube.
CONTROL VALVE/PRESSURE RELIEF
OPERATION
If the fuel tank should over-pressurize, the control
valve incorporates a pressure relief port that allows
pressure relief capability under extreme conditions.
Example, if the canister vent line was to get pinched
or obstructed, the relief valve would vent the pres-
sure.
QUICK-CONNECT FITTINGS
DESCRIPTION
Different types of quick-connect fittings are used to
attach various fuel system components. These are: a
single-tab type, a two-tab type or a plastic retainer
ring type. Some are equipped with safety latch clips.
Refer to the Removal/Installation section for more
information.
CAUTION: The interior components (o-rings, spac-
ers) of quick-connect fitting are not serviced sepa-
rately. Do not attempt to repair damaged fittings or
fuel lines/tubes. If repair is necessary, replace the
complete fuel tube assembly.
Fuel tubes connect fuel system components with
plastic quick-connect fuel fittings. The fitting con-
tains non-serviceable O-ring seals (Fig. 6).
CAUTION: Quick-connect fittings are not serviced
separately. Do not attempt to repair damaged quick-
connect fittings or fuel tubes. Replace the complete
fuel tube/quick-connect fitting assembly.
The quick-connect fitting consists of the O-rings,
retainer and casing (Fig. 6). When the fuel tube
enters the fitting, the retainer locks the shoulder of
the nipple in place and the O-rings seal the tube.
Fig. 5 Fuel Injector
1 ± FUEL INJECTOR
2 ± NOZZLE
3 ± TOP (FUEL ENTRY)
14 - 6 FUEL SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

CLUTCH INTERLOCK/UPSTOP SWITCH
DESCRIPTION
The clutch interlock/upstop switch is an assembly
consisting of two switches: an engine starter inhibit
switch (interlock) and a clutch pedal upstop switch
(Fig. 6). The switch assembly is located in the clutch/
brake pedal bracket assembly (Fig. 7), each switch
being fastened by four plastic wing tabs.
OPERATION
Clutch Interlock Switch
The clutch interlock switch prevents engine starter
operation and inadvertent vehicle movement with the
clutch engaged and the transaxle in gear.
The switch is open while the clutch pedal is at
rest. When the clutch pedal is fully depressed, the
pedal blade contacts and closes the switch, sending a
Fig. 4 Target MagnetÐTypical
1 ± CAM MAGNET/TARGET
2 ± CAMSHAFT POSITION SENSOR
Fig. 5 Target Magnet Polarity
1 ± TARGET MAGNET
Fig. 6 Clutch Interlock/Upstop Switch
1 ± UPSTOP SWITCH
2 ± INTERLOCK SWITCH
3 ± CONNECTOR
Fig. 7 Clutch/Brake Pedal Bracket Assembly
1 ± UPSTOP SWITCH
2 ± CLUTCH PEDAL
3 ± INTERLOCK SWITCH
4 ± CONNECTOR
PLFUEL SYSTEM 14 - 29
DESCRIPTION AND OPERATION (Continued)

signal to the PCM, allowing engine starter operation.
The interlock switch is not adjustable.
Clutch Pedal Upstop Switch
With the clutch pedal at rest, the clutch pedal
upstop switch is closed, allowing speed control oper-
ation. When the clutch pedal is depressed, the upstop
switch opens and signals the PCM to cancel speed
control operation, and enter a modified engine cali-
bration schedule to improve driveability during gear-
to-gear shifts. The upstop switch is not adjustable.
CRANKSHAFT POSITION SENSORÐPCM
INPUT
DESCRIPTION
The crankshaft position sensor mounts to the front
of the engine block (Fig. 8).
OPERATION
The PCM determines what cylinder to fire from the
crankshaft position sensor input and the camshaft
position sensor input. The second crankshaft counter-
weight has two sets of four timing reference notches
including a 60 degree signature notch (Fig. 9). From
the crankshaft position sensor input the PCM deter-
mines engine speed and crankshaft angle (position).
The notches generate pulses from high to low in
the crankshaft position sensor output voltage. When
a metal portion of the counterweight aligns with the
crankshaft position sensor, the sensor output voltage
goes low (less than 0.5 volts). When a notch aligns
with the sensor, voltage goes high (5.0 volts). As a
group of notches pass under the sensor, the output
voltage switches from low (metal) to high (notch)
then back to low.If available, an oscilloscope can display the square
wave patterns of each voltage pulses. From the width
of the output voltage pulses, the PCM calculates
engine speed. The width of the pulses represent the
amount of time the output voltage stays high before
switching back to low. The period of time the sensor
output voltage stays high before switching back to
low is referred to as pulse width. The faster the
engine is operating, the smaller the pulse width on
the oscilloscope.
By counting the pulses and referencing the pulse
from the 60 degree signature notch, the PCM calcu-
lates crankshaft angle (position). In each group of
timing reference notches, the first notch represents
69 degrees before top dead center (BTDC). The sec-
ond notch represents 49 degrees BTDC. The third
notch represents 29 degrees. The last notch in each
set represents 9 degrees before top dead center
(TDC).
The timing reference notches are machined at 20É
increments. From the voltage pulse width the PCM
tells the difference between the timing reference
notches and the 60 degree signature notch. The 60
degree signature notch produces a longer pulse width
than the smaller timing reference notches. If the
camshaft position sensor input switches from high to
low when the 60 degree signature notch passes under
the crankshaft position sensor, the PCM knows cylin-
der number one is the next cylinder at TDC.
The PCM uses the Crankshaft Position sensor to
calculate the following: Engine RPM, TDC number 1
and 4, Ignition coil synchronization, Injection Syn-
chronization, Camshaft-to-crankshaft misalignment
where applicable (Timing belt skipped 1 tooth or
more diagnostic trouble code).
The PCM sends approximately 9 volts to the Hall-
effect sensor. This voltage is required to operate the
Hall-effect chip and the electronics inside the sensor.
A ground for the sensor is provided through the sen-
sor return circuit. The input to the PCM occurs on a
5 volt output reference circuit.
ENGINE COOLANT TEMPERATURE SENSORÐ
PCM INPUT
DESCRIPTION
The coolant sensor threads into the rear of the cyl-
inder head, next to the camshaft position sensor (Fig.
10). New sensors have sealant applied to the threads.
The ECT Sensor is a Negative Thermal Coefficient
(NTC), dual range Sensor. The resistance of the ECT
Sensor changes as coolant temperature changes. This
results in different input voltages to the PCM. The
PCM also uses the ECT Sensor input to operate the
low and high speed radiator cooling fans.
Fig. 8 Crankshaft Position Sensor
14 - 30 FUEL SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

CAUTION: Do not force the pump to operate
against the stops for more than 5 seconds at a time
as pump damage may result.
(6) Completely open the valve on the Power Steer-
ing Analyzer flow meter. Turn the steering wheel to
the extreme left until the stop in the steering gear is
met, then turn the steering wheel to the right until
the right stop is met. Record the highest indicated
pressure at each position. Compare the recorded
readings to the specifications. If the highest output
pressure reading against one stop is within 50 psi of
the highest reading at the other stop, the steering
gear is leaking internally and must be replaced.
If the power steering gear requires replacement,
refer to the section POWER STEERING GEAR
within this group for the removal and installation
procedure.
SERVICE PROCEDURES
POWER STEERING SYSTEM FLUID LEVEL
CHECK
WARNING: FLUID LEVEL SHOULD BE CHECKED
WITH THE ENGINE OFF TO PREVENT PERSONAL
INJURY FROM MOVING PARTS.
Before opening power steering system, wipe the
reservoir filler cap free of dirt and debris. Remove
the cap and check the fluid level on its dipstick.
When the fluid is at normal ambient temperature,
approximately 21ÉC to 27ÉC (70ÉF to 80ÉF), the dip-
stick level should indicateCOLD. Do not overfill the
power steering system. In all power steering systems,
use only Mopar Power Steering Fluid, or its equiva-
lent.
NOTE: Do not use any type of automatic transmis-
sion fluid in the power steering system.
REMOVAL AND INSTALLATION
SERVICE WARNINGS AND CAUTIONS
WARNING: POWER STEERING FLUID, ENGINE
PARTS AND EXHAUST SYSTEM MAY BE
EXTREMELY HOT IF ENGINE HAS BEEN RUNNING.
DO NOT START ENGINE WITH ANY LOOSE OR DIS-
CONNECTED HOSES. DO NOT ALLOW HOSES TO
TOUCH HOT EXHAUST MANIFOLD OR CATALYST.WARNING: FLUID LEVEL SHOULD BE CHECKED
WITH THE ENGINE OFF TO PREVENT PERSONAL
INJURY FROM MOVING PARTS.
CAUTION: When the system is open, cap all open
ends of the hoses, power steering pump fittings or
power steering gear ports to prevent entry of for-
eign material into the components.
NOTE: Do not use any type of automatic transmis-
sion fluid in the power steering system.
POWER STEERING FLUID PRESSURE HOSE
NOTE: Before proceeding with this removal and
installation procedure, review SERVICE WARNINGS
AND CAUTIONS at the beginning of REMOVAL AND
INSTALLATION in this section.
REMOVAL
(1) Siphon as much fluid as possible from the
power steering fluid reservoir.
(2) Raise the vehicle. Refer to HOISTING in the
LUBRICATION AND MAINTENANCE group in this
service manual for the correct lifting procedure.
(3) Back out the tube nut securing the power
steering fluid pressure hose to the gear (Fig. 6).
Fig. 6 Power Steering Hoses At Gear
1 ± PRESSURE HOSE TUBE NUT
2 ± RETURN HOSE
3 ± POWER STEERING GEAR
4 ± FRONT SUSPENSION CROSSMEMBER
PLSTEERING 19 - 11
DIAGNOSIS AND TESTING (Continued)

(6) Start the engine and turn the steering wheel
several times stop-to-stop to bleed any air from the
fluid in the power steering system. Stop the engine,
check the fluid level, and inspect the system for
leaks.
SPECIFICATIONS
POWER STEERING FASTENER TORQUE
SPECIFICATIONS
DESCRIPTION TORQUE
POWER STEERING HOSE:
Tube Nuts............... 34N´m(25ft.lbs.)
Hose Routing Clip Bolt.... 12N´m(105 in. lbs.)
POWER STEERING COOLER:
Mounting Screws.......... 10N´m(90in.lbs.)
POWER STEERING FLUID PRESSURE
SWITCH:
Switch................... 8N´m(70in.lbs.)
POWER STEERING PUMP:
Pressure Hose Tube Nut.... 34N´m(25ft.lbs.)
Pressure Fitting........... 88N´m(65ft.lbs.)
Front Mounting Bolts..... 28N´m(250 in. lbs.)
Rear Mounting Bolt....... 28N´m(250 in. lbs.)
Rear Support Bracket To Engine Bolts . . 54 N´m
(40 ft. lbs.)
SPECIAL TOOLS
POWER STEERING
Power Steering Analyzer 6815
Adapters, Power Steering Analyzer 6893
PLSTEERING 19 - 15
REMOVAL AND INSTALLATION (Continued)

reduces the power required to drive the pump and
holds down temperature build-up.
When steering conditions exceed maximum pres-
sure requirements, such as when the wheels are
turned against the stops, the pressure built up in the
steering gear exerts pressure on the spring end of the
flow control valve. The high pressure lifts the relief
valve ball from its seat and allows oil to flow through
a trigger orifice located in the outlet fitting. This
reduces pressure on the spring end of the flow con-
trol valve which then opens and allows the oil to
return to the intake side of the pump. This action
limits maximum pressure output of the pump to a
safe level.
Under normal power steering pump operating con-
ditions, pressure requirements of the pump are below
maximum, causing the pressure relief valve to
remain closed.
POWER STEERING FLUID RESERVOIR
The power steering fluid reservoir is mounted on
the power steering pump using 3 bolts (Fig. 1). It
stores fluid for the power steering system.
The power steering fluid reservoir is considered an
integral part of the power steering pump and is not
serviced separately.
SERVICE PROCEDURES
POWER STEERING PUMP INITIAL OPERATION
CAUTION: The fluid level should be checked with
engine off to prevent injury from moving compo-
nents. Use only MoparTPower Steering Fluid. Do
not use automatic transmission fluid. Do not over-
fill.
Wipe the filler cap clean, then check the fluid level.
The dipstick should indicateCOLDwhen the fluid is
at normal temperature, approximately 21ÉC to 27ÉC
(70ÉF to 80ÉF).
(1) Fill the power steering fluid reservoir to the
proper level and let the fluid settle for at least two
minutes.
(2) Start the engine and let run for a few seconds,
then turn the engine off.
(3) Add fluid if necessary. Repeat the above proce-
dure until the fluid level remains constant after run-
ning the engine.
(4) Raise the front wheels off the ground.
(5) Start the engine. Slowly turn the steering
wheel right and left, lightly contacting the wheel
stops.
(6) Add power steering fluid if necessary.
(7) Lower the vehicle and turn the steering wheel
slowly from lock to lock.(8) Stop the engine. Check the fluid level and refill
as required.
(9) If the fluid is extremely foamy, allow the vehi-
cle to stand a few minutes and repeat the above pro-
cedure.
REMOVAL AND INSTALLATION
SERVICE WARNINGS AND CAUTIONS
WARNING: POWER STEERING FLUID, ENGINE
PARTS AND EXHAUST SYSTEM MAY BE
EXTREMELY HOT IF ENGINE HAS BEEN RUNNING.
DO NOT START ENGINE WITH ANY LOOSE OR DIS-
CONNECTED HOSES. DO NOT ALLOW HOSES TO
TOUCH HOT EXHAUST MANIFOLD OR CATALYST.
WARNING: FLUID LEVEL SHOULD BE CHECKED
WITH THE ENGINE OFF TO PREVENT PERSONAL
INJURY FROM MOVING PARTS.
CAUTION: When the system is open, cap all open
ends of the hoses, power steering pump fittings or
power steering gear ports to prevent entry of for-
eign material into the components.
NOTE: Do not use any type of automatic transmis-
sion fluid in the power steering system.
POWER STEERING PUMP
NOTE: Before proceeding with this removal and
installation procedure, review SERVICE WARNINGS
AND CAUTIONS at the beginning of REMOVAL AND
INSTALLATION in this section.
REMOVAL
(1) Remove battery cable from the negative post on
the battery.
(2) Siphon as much fluid as possible from the
power steering fluid reservoir.
(3) Remove the power steering pump drive belt
from the power steering pump pulley. Refer to
ACCESSORY DRIVE BELTS in the COOLING SYS-
TEM service manual group for the required removal
and installation procedure.
(4) Remove the hose clamp securing the return
hose to the power steering fluid reservoir. Slide the
hose off the end of the reservoir fitting. (Fig. 2).
(5) Back out the tube nut securing the power
steering fluid pressure hose to the power steering
pump and remove the hose from the pump (Fig. 2).
PLSTEERING 19 - 17
DESCRIPTION AND OPERATION (Continued)