2000 DODGE NEON oil type

MAINTENANCE SCHEDULES
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
MAINTENANCE SCHEDULES................3
SPECIFICATIONS
UNSCHEDULED INSPECTION................3SCHEDULE ± A...........................3
SCHEDULE ± B...........................4
DESCRIPTION AND OPERATION
MAINTENANCE SCHEDULES
There are two maintenance schedules that show
proper service for your vehicle.
First is Schedule ±A. It lists all the scheduled
maintenance to be performed under ªnormalº operat-
ing conditions.
Second is Schedule ±B. It is a schedule for vehi-
cles that are operated under the following conditions:
²Frequent short trip driving less than 5 miles (8
km)
²Frequent driving in dusty conditions
²Extensive idling
²More than 50% of the driving is at sustained
high speeds during hot weather, above 90É F (32É C)
SPECIFICATIONS
UNSCHEDULED INSPECTION
At Each Stop For Fuel
²Check engine oil level and add as required.
²Check windshield washer solvent and add as
required.
Once A Month
²Check tire pressure and look for unusual wear
or damage.
²Inspect the battery and clean and tighten termi-
nals as required.
²Check fluid levels of coolant reservoir, brake
master cylinder, power steering and transmission.
Add fluid as required.
²Check all lights and all other electrical items for
correct operation.
At Each Oil Change
²Inspect the exhaust system.
²Inspect brake hoses.
²Inspect the CV joints and front suspension com-
ponent boots and seals.²Rotate the tires at each oil change interval
shown on Schedule ± A (7,500 miles - 12 000 km) or
every other interval on Schedule ± B (6,000 miles -
10 000 km).
²Check the engine coolant level, hoses, and
clamps.
If mileage is less than 7,500 miles (12 000 km)
yearly, replace the engine oil filter at each oil change.
EMISSION CONTROL SYSTEM MAINTENANCE
The scheduled emission maintenance listed inbold
typeon the Maintenance Schedules, must be done at
the mileage specified to assure the continued proper
functioning of the emission control system. These,
and all other maintenance services included in this
manual, should be done to provide the best vehicle
performance and reliability. More frequent mainte-
nance may be needed for vehicles in severe operating
conditions such as dusty areas and very short trip
driving.
FLUID FILL POINTS AND LUBRICATION
LOCATIONS
The fluid fill/check locations and lubrication loca-
tions are located in each applicable group.
SCHEDULE ± A
7,500 Miles (12 000 km) or at 6 months
²Change the engine oil.
²Replace the engine oil filter.
15,000 Miles (24 000 km) or at 12 months
²Change the engine oil.
²Replace the engine oil filter.
²Adjust the drive belt tension.
22,500 Miles (36 000 km) or at 18 months
²Change the engine oil.
²Replace the engine oil filter.
²Inspect the front brake pads and rear brake lin-
ings.
PLLUBRICATION AND MAINTENANCE 0 - 3

69,000 Miles (110 000 km)
²Change the engine oil.
72,000 Miles (115 000 km)
²Change the engine oil.
²Replace the engine oil filter.
²Inspect the front brake pads and rear brake lin-
ings.
75,000 Miles (120 000 km)
²Change the engine oil.
²Adjust the drive belt tension.
²Inspect theengine air cleaner element (fil-
ter)and replace as necessary.*
²Change the automatic transaxle fluid/filter and
adjust bands.
78,000 Miles (125 000 km)
²Change the engine oil.
²Replace the engine oil filter.
81,000 Miles (130 000 km)
²Change the engine oil.
²Flush and replace the engine coolant.
²Inspect the front brake pads and rear brake lin-
ings.
84,000 Miles (134 000 km)
²Change the engine oil.
²Replace the engine oil filter.
87,000 Miles (139 000 km)
²Change the engine oil.
90,000 Miles (144 000 km)
²Change the engine oil.
²Replace the engine oil filter.
²Inspect front brake pads and rear brake linings
²Check thePCV valveand replace if necessary.
Not required if previously changed.*
²Lubricate the front suspension lower ball joint.
²Replace theengine air cleaner element (fil-
ter).²Replace thespark plugs
²Change the automatic transaxle fluid/filter and
adjust the bands.
93,000 Miles (149 000 km)
²Change the engine oil.
96,000 Miles (154 000 km)
²Change the engine oil.
²Replace the engine oil filter.
99,000 Miles (158 000 km)
²Change the engine oil.
²Inspect the front brake pads and rear brake lin-
ings.
102,000 Miles (163 000 km)
²Change the engine oil.
²Replace the engine oil filter.
105,000 Miles (168 000 km)
²Replace theengine timing belt.
²Change the engine oil.
²Adjust the drive belt tension.
²Inspect theengine air cleaner element (fil-
ter)and replace as necessary.*
²Change the automatic transaxle fluid/filter and
adjust the bands.
²Flush and replace the engine coolant.
* This maintenance is recommended by Daimler-
Chrysler Corporation to the owner but is not
required to maintain the emissions warranty.
NOTE: Operating the vehicle more than 50% in
heavy traffic during hot weather, above 90É F (32É
C), using vehicle for police, taxi, limousine type
operation or trailer towing require the more fre-
quent transaxle service noted in Schedule ± B. Per-
form these services if vehicle usually operate under
these conditions.
Inspection and service should also be performed
anytime a malfunction is observed or suspected.
0 - 6 LUBRICATION AND MAINTENANCEPL
SPECIFICATIONS (Continued)

For more information on the description and oper-
ation of an individual component, refer to the appli-
cable component heading in this section.
STRUT ASSEMBLY (FRONT)
A Macpherson type design strut assembly is used
in place of the front suspension upper control arm
and upper ball joint (Fig. 1). The bottom of the strut
mounts directly to the steering knuckle using 2
attaching bolts and nuts going through the strut cle-
vis bracket and steering knuckle. The top of the strut
mounts directly to the strut tower of the vehicle
using the three threaded studs on the strut assem-
blies upper mount. During steering maneuvers, the
strut assembly (through a pivot bearing in the upper
strut mount) and steering knuckle (through the lower
ball joint) turn as an assembly. The strut assembly is
used to dampen the front suspension and smooth the
ride of the vehicle.
The strut assembly includes the following compo-
nents: A rubber isolated upper mount, an upper
spring seat and bearing, a dust shield, a jounce
bumper, a coil spring, a lower spring isolator and a
strut (Fig. 1). Each component is serviced by remov-
ing the strut assembly from the vehicle and disas-
sembling it.
COIL SPRING
The strut and front suspension of the vehicle is
supported by coil springs positioned around the
upper half of each strut. The springs are contained
between the upper and the lower seats of the strut
assembly.
Coil springs are rated separately for each corner or
side of the vehicle depending on optional equipment
and type of vehicle service. During service procedures
of the strut assembly, if both springs are removed,
mark the springs to ensure installation in its original
position.
NOTE: If a coil spring requires replacement, be
sure that it is replaced with a spring meeting the
correct load rating for the vehicle and its specific
options.
STEERING KNUCKLE
The steering knuckle is a single casting with legs
machined for attachment to the front strut assembly
on the top and the lower control arm ball joint on the
bottom (Fig. 1). The steering knuckle also has
machined abutments on the casting to support and
align the front brake caliper assembly.
WHEEL BEARING AND HUB
The knuckle also supports the wheel bearing and
hub (Fig. 1). The wheel hub is pressed into a sealed
for life wheel bearing that is pressed into the steer-
ing knuckle. A retainer plate also holds it in place.
The hub supports the driveshaft outer constant veloc-
ity (C/V) joint. Each is splined and meshes in the
center of the hub. The outer C/V joint is retained to
the hub using a nut. The nut is held on the outer C/V
stub shaft using a nut retainer and cotter pin.
The wheel bearing is a Unit 1 type cartridge bear-
ing that requires no maintenance. The wheel bearing
is serviced separately from the hub.
LOWER CONTROL ARM
There is one lower control arm on each side of the
vehicle. Each lower control arm is a stamped steel
unit using rubber isolated pivot bushings to isolate it
from the front suspension crossmember and frame of
the vehicle (Fig. 1). The rear bushing can be serviced
separately.
The front of the lower control arm is bolted to the
front crossmember using a bolt through the center of
the rubber pivot bushing. The rear of the lower con-
trol arm is mounted to both the front crossmember
and the frame rail of the vehicle using a thru-bolt.
The thru-bolt goes through both the crossmember
and rear lower control arm bushing, threading
directly into the frame rail of the vehicle.
The left and right lower control arms are intercon-
nected through a linked rubber isolated stabilizer
bar.
The outboard end of each lower control arm con-
nects to the steering knuckle using a ball joint.
1 ± VEHICLE STRUT TOWER
2 ± OUTER TIE ROD
3 ± STEERING GEAR
4 ± STRUT ASSEMBLY
5 ± JAM NUT
6 ± LOWER CONTROL ARM
7 ± CROSSMEMBER
8 ± BALL JOINT
9 ± STABILIZER BAR
10 ± STABILIZER BAR CUSHION AND RETAINER11 ± STABILIZER BAR LINK
12 ± HUB
13 ± KNUCKLE
14 ± STRUT
15 ± LOWER SPRING ISOLATOR
16 ± COIL SPRING
17 ± JOUNCE BUMPER
18 ± DUST SHIELD
19 ± SPRING SEAT AND BEARING
20 ± UPPER MOUNT
PLSUSPENSION 2 - 11
DESCRIPTION AND OPERATION (Continued)

STEERING KNUCKLE
The front suspension steering knuckle is not a
repairable component of the front suspension. It
must be replaced if found to be damaged in any way.
If it is determined that the steering knuckle is bent
when servicing the vehicle, no attempt is to be made
to straighten the steering knuckle.
WHEEL BEARING AND HUB
The wheel bearing is designed for the life of the
vehicle and requires no type of periodic maintenance.
The following procedure may be used for diagnosing
the condition of the wheel bearing and hub.
With the wheel, disc brake caliper, and brake rotor
removed, rotate the wheel hub. Any roughness or
resistance to rotation may indicate dirt intrusion or a
failed hub bearing. If the bearing exhibits any of
these conditions during diagnosis, the hub bearing
will require replacement. The bearing is not service-
able.Damaged bearing seals and the resulting excessive
grease loss may also require bearing replacement.
Moderate grease weapage from the bearing is consid-
ered normal and should not require replacement of
the wheel bearing.
To diagnose a bent hub, refer to BRAKE ROTOR in
the DIAGNOSIS AND TESTING section in the
BRAKES service manual group for the procedure on
measuring hub runout.
LOWER CONTROL ARM
Inspect the lower control arm for signs of damage
from contact with the ground or road debris. If the
lower control arm shows any sign of damage, look for
distortion. Do not attempt to repair or straighten a
broken or bent lower control arm. If damaged, the
lower control arm stamping is serviced only as a
complete component.
The serviceable components of the lower control
arm are: the ball joint, the ball joint grease seal and
the lower control arm rear isolator bushing.
Inspect both lower control arm isolator bushings
for severe deterioration and replace as required.
Inspect the ball joint per the inspection procedure in
this section of the service manual and replace as
required. Refer to BALL JOINT in this section of this
service manual group.
BALL JOINT
With the weight of the vehicle resting on the road
wheels, grasp the headless grease fitting as shown
(Fig. 4). With no mechanical assistance or added
force, attempt to move the grease fitting. If the ball
joint is worn, the grease fitting will move. If move-
ment is noted, replace the ball joint.
Fig. 3 Strut Assembly
1 ± NUT
2 ± STRUT ASSEMBLY
3 ± STRUT
4 ± LOWER SPRING ISOLATOR
5 ± COIL SPRING
6 ± JOUNCE BUMPER
7 ± DUST SHIELD
8 ± SPRING SEAT AND BEARING (WITH SPRING ISOLATOR)
9 ± UPPER MOUNT
Fig. 4 Checking Ball Joint Wear
1 ± BALL JOINT
2 ± HEADLESS GREASE FITTING
PLSUSPENSION 2 - 13
DIAGNOSIS AND TESTING (Continued)

CAUTION: No attempt should be made to service
the headless grease fitting on the ball joint. It has
been purposely snapped off by the manufacturer to
avoid over-greasing.
STABILIZER BAR (FRONT)
Inspect for broken, cracked or distorted stabilizer
bar cushions and retainers. Inspect for worn or dam-
aged stabilizer bar links (Fig. 1).
SERVICE PROCEDURES
LUBRICATION
There are no serviceable lubrication points on the
front suspension. The front lower ball joints have
grease fittings which have had the head snapped off
by the manufacturer after they have been filled. This
has been done to eliminate the possibility of damag-
ing the non-vented seals. Grease will not leak from
the broken grease fittings. The ball joints are sealed
for life and require no maintenance.
CAUTION: No attempt should be made to replace
the ball joint grease fitting with a new fitting, then
filling the ball joint with grease. Damage to the
grease seal can result.
REMOVAL AND INSTALLATION
SERVICE WARNINGS AND CAUTIONS
WARNING: DO NOT REMOVE THE STRUT SHAFT
NUT WHILE STRUT ASSEMBLY IS INSTALLED IN
VEHICLE, OR BEFORE THE COIL SPRING IS COM-
PRESSED WITH A COMPRESSION TOOL. THE
SPRING IS HELD UNDER HIGH PRESSURE.
CAUTION: Only frame contact hoisting equipment
can be used on this vehicle. All vehicles have a
fully independent rear suspension. The vehicles
cannot be hoisted using equipment designed to lift
a vehicle by the rear axle. If this type of hoisting
equipment is used, damage to rear suspension
components will occur.
CAUTION: At no time when servicing a vehicle can
a sheet metal screw, bolt, or other metal fastener be
installed in the shock tower to take the place of an
original plastic clip. It may come into contact with
the strut or coil spring.CAUTION: Wheel bearing damage will result if after
loosening the hub nut, the vehicle is rolled on the
ground or the weight of the vehicle is allowed to be
supported by the tires for a length of time.
STRUT ASSEMBLY (FRONT)
NOTE: Before proceeding with this procedure,
review SERVICE WARNINGS AND CAUTIONS at the
beginning of REMOVAL AND INSTALLATION in this
section.
REMOVAL
(1) Raise the vehicle. Refer to HOISTING in the
LUBRICATION AND MAINTENANCE group for the
proper lifting procedure.
(2) Remove tire and wheel assembly from location
on front of vehicle requiring strut removal.
(3) If both strut assemblies are to be removed,
mark the strut assemblies right or left according to
which side of the vehicle they were removed from.
(4) Remove the screw securing the ground strap to
the rear of the strut (Fig. 5).
(5) If the vehicle is equipped with Antilock brakes
(ABS), remove the screw securing the ABS wheel
speed sensor to the rear of the strut (Fig. 5).
CAUTION: The strut assembly-to-steering knuckle
attaching bolts are serrated and must not be turned
during removal. Hold the bolts stationary in the
steering knuckle while removing the nuts, then tap
the bolts out using a pin punch.
Fig. 5 Ground Strap And ABS Sensor Bracket
1 ± ABS WHEEL SPEED SENSOR ROUTING BRACKET (IF
EQUIPPED)
2 ± GROUND STRAP
3 ± GROUND STRAP SCREW
4 ± ABS SENSOR BRACKET SCREW (IF EQUIPPED)
2 - 14 SUSPENSIONPL
DIAGNOSIS AND TESTING (Continued)

For more information on the description and oper-
ation of an individual component, refer to the appli-
cable component heading in this section.
STRUT ASSEMBLY (REAR)
The rear strut assemblies support the weight of
the vehicle using coil springs positioned around
struts. The coil springs are contained between the
upper mount of the strut assembly and a lower
spring seat on the body of the strut.
The top of each strut assembly is bolted to the top
of the inner fender through a rubber isolated mount.
The bottom of the strut assembly attaches to the rear
knuckle using 2 thru-bolts with prevailing torque
nuts.
The rear strut assembly includes the following
components (Fig. 1): A rubber isolated upper mount,
a dust shield, a jounce bumper, a coil spring, a lower
spring isolator, and a strut. Any component in need
of service requires removal of the strut assembly
from the vehicle and disassembly of it.
COIL SPRING
Rear coil springs are rated separately for each cor-
ner or side of the vehicle depending on optional
equipment and type of vehicle service. If a coil spring
requires replacement, be sure the spring needing
replacement is replaced with a spring meeting the
correct load rating for the vehicle with its specific
options.
KNUCKLE (REAR)
A forged rear knuckle bolts to each rear strut
assembly (Fig. 1). The rear knuckle's spindle sup-
ports the rear hub and bearing. Together they sup-
port the rear tire and wheel. The movement of the
rear knuckle is controlled laterally using two lateral
arms attached to the knuckle. Fore and aft move-
ment of the knuckle is controlled by using a tension
strut.
HUB AND BEARING (REAR)
The hub and bearing is mounted on the rear
knuckle's spindle (Fig. 1). The hub and bearing
adapts the tire and wheel assembly to the knuckle.
It's bearing allows the tire and wheel assembly to
rotate freely on the vehicle.
All vehicles are equipped with permanently lubri-
cated and sealed for life rear wheel bearings. There
is no periodic lubrication or maintenance recom-
mended for these units.
The only servicable components of the hub and
bearing are the wheel mounting studs.
If a vehicle is equipped with antilock brakes, the
tone wheels for the rear wheel speed sensors are
pressed onto the hub.
LATERAL ARMS
The lateral arms control the lateral movement of
the rear suspension, specifically the knuckle (Fig. 1).
There are two lateral arms per side of the rear sus-
pension. One arm is attached to the front end of the
knuckle and the other is attached to the rear of the
knuckle. The other end of each lateral arm attaches
to the rear crossmember.
Visually it appears that the left rear arm is
mounted backwards in relation to the other arms
(Fig. 2). Although the left rear arm looks like it is
same as the right rear arm, just reversed, it is not
the same; the arms are not interchangeable.
The front arms are interchangeable, but should be
mounted with the side displaying the word ªFOR-
WARDº stamped into it toward the front of the vehi-
cle. The trimmed outer edge of the arms will then be
facing the rear of the vehicle.
1 ± VEHICLE STRUT TOWER
2 ± STRUT ASSEMBLY
3 ± TENSION STRUT
4 ± LATERAL ARMS
5 ± KNUCKLE
6 ± HUB AND BEARING
7 ± WHEEL ALIGNMENT ADJUSTMENT CAM
8 ± STRUT9 ± LOWER SPRING ISOLATOR
10 ± COIL SPRING
11 ± STABILIZER BAR
12 ± JOUNCE BUMPER
13 ± DUST SHIELD
14 ± UPPER MOUNT
15 ± STABILIZER BAR LINK
16 ± STABILIZER BAR CUSHION AND RETAINER
PLSUSPENSION 2 - 37
DESCRIPTION AND OPERATION (Continued)

The lateral arms are made of stamped steel and
have rubber isolator bushings at each end. The lat-
eral arms are attached to the rear crossmember and
knuckle using a unique bolt and nut assembly at
each end. The lateral arm-to-rear crossmember
attaching bolts are longer than the lateral arm-to-
knuckle attaching bolts. Each lateral arm to knuckle
attaching bolt and nut assembly uses two flat wash-
ers. Each lateral arm to rear crossmember attaching
bolt uses one flat washer and one adjustment cam to
provide a means for rear wheel alignment toe adjust-
ment.
TENSION STRUT
The tension strut controls the fore-and-aft move-
ment of the rear knuckle (Fig. 1).
There is one tension strut per side of the rear sus-
pension. The leading end of the tension strut
attaches to the frame rail while the trailing end of
the strut attaches to the lower end of the rear
knuckle. The tension strut is isolated from the rest of
the rear suspension through the use of rubber bush-
ings located at each end. The rear bushings (bayonet
type) can be serviced separately, the front bushings
(spool type) cannot.
STABILIZER BAR (REAR)
The stabilizer bar interconnects both rear strut
assemblies and is attached to the rear frame rails of
the vehicle (Fig. 3).
The rear stabilizer bar allows jounce and rebound
movements affecting one wheel to be partially trans-
mitted to the opposite wheel of the vehicle to stabi-
lize body roll.Attachment of the stabilizer bar to the rear frame
rails of the vehicle is through two rubber-isolator
cushions and retainers (Fig. 1). The stabilizer bar
attachment to each strut assembly is done utilizing a
rubber isolated stabilizer bar link. All parts of the
stabilizer bar are serviceable, and the stabilizer bar
to frame rail isolator cushions are split for easy
removal and installation.
DIAGNOSIS AND TESTING
STRUT ASSEMBLY (REAR)
Inspect the strut assembly for the following condi-
tions (Fig. 4):
²Inspect for a damaged or broken coil spring.
²Inspect for a torn or damaged strut assembly
dust shield.
²Lift the dust shield and inspect the strut assem-
bly for evidence of fluid running from the upper end
of the strut fluid reservoir. (Actual leakage will be a
stream of fluid running down the side and dripping
off lower end of unit.) A slight amount of seepage
between the strut shaft and strut shaft seal is not
unusual and does not affect performance of the strut
assembly.
²Lift the dust shield and inspect the jounce
bumper for signs of damage or deterioration.
Fig. 2 Lateral Arms
1 ± REAR STABILIZER BAR
2 ± REAR LATERAL ARMS
3 ± RIGHT FRONT LATERAL ARM
4 ± LEFT FRONT LATERAL ARM
Fig. 3 Rear Stabilizer Bar
1 ± REAR STABILIZER BAR
2 ± REAR LATERAL ARMS
3 ± RIGHT FRONT LATERAL ARM
4 ± LEFT FRONT LATERAL ARM
2 - 38 SUSPENSIONPL
DESCRIPTION AND OPERATION (Continued)

KNUCKLE (REAR)
The rear knuckle is not a repairable component of
the rear suspension. Upon visual inspection, if it is
determined that the knuckle is cracked, bent or bro-
ken, no attempt is to be made to repair or to
straighten the knuckle. The knuckle must be
replaced if found to be damaged in any way.
HUB AND BEARING (REAR)
The hub and bearing is designed for the life of the
vehicle and requires no type of periodic maintenance
(Fig. 1). The following procedure may be used for
diagnosing the condition of the hub and bearing.
With the wheel, disc brake rotor or brake drum
removed, rotate the hub. Any roughness or resistance
to rotation may indicate dirt intrusion or a failed hub
bearing. If the bearing exhibits any of these condi-
tions during diagnosis, the hub and bearing will
require replacement. The bearing is not serviceable
alone.
Damaged bearing seals and the resulting excessive
grease loss may also require hub and bearing
replacement. Moderate grease weapage from thebearing is considered normal and should not require
replacement of the wheel bearing.
To diagnose a bent hub, refer to BRAKE ROTOR in
the DIAGNOSIS AND TESTING section in the
BRAKES service manual group for the procedure on
measuring hub runout.
LATERAL ARMS
Inspect each lateral arm (Fig. 1). Look for signs of
contact with an object that has caused damage to the
lateral arm. If the lateral arm is bent or damaged,
the lateral arm will require replacement. Do not
attempt to repair or straighten a lateral arm.
Inspect the lateral arm isolator bushings and their
sleeves for signs of damage or deterioration. If dam-
age or deterioration is present, replacement of the
entire lateral arm will be required. The isolator
bushings cannot be serviced separately from the lat-
eral arms.
TENSION STRUT
Inspect the tension strut (Fig. 1). Look for signs of
contact with any object that has bent or caused other
damage to the tension strut. If the tension strut is
bent or damaged, the tension strut will require
replacement. Do not attempt to repair or straighten a
tension strut.
Inspect the tension strut front (spool type) bushing,
and rear (bayonet type) bushings and retainers for
signs of deterioration or damage. If the front bushing
is damaged or shows signs of deteriation, the tension
strut must be replaced. The front bushing cannot be
replaced separately. If the rear bushings are deterio-
rated or damaged, or the retainers are damaged,
replacement is necessary. The bushings and retainers
can be replaced separately from the tension strut.
STABILIZER BAR (REAR)
Inspect the stabilizer bar (Fig. 1). Look for damage
or bending. If damage is evident, the bar must be
replaced.
Inspect for broken, cracked or distorted stabilizer
bar cushions and cushion retainers. The horizontal
slit at the front of each cushion is supposed to be
there. If damage is evident, the cushions can be
replaced separately from the stabilizer bar utilizing
the horizontal slit.
Inspect the stabilizer bar links that attach the sta-
bilizer bar to each rear strut. Look for damage or
deterioration of the bushings on the ends of each
link. Inspect the stabilizer bar link to ensure it is not
bent or broken. If any of these conditions are present,
the stabilizer bar link must be replaced. The links
can be replaced separately from the stabilizer bar.
Fig. 4 Strut Assembly
1 ± STRUT ASSEMBLY
2 ± STRUT
3 ± LOWER SPRING ISOLATOR
4 ± COIL SPRING
5 ± JOUNCE BUMPER
6 ± DUST SHIELD
7 ± UPPER MOUNT
PLSUSPENSION 2 - 39
DIAGNOSIS AND TESTING (Continued)