2001 CHRYSLER VOYAGER ESP

CYLINDER HEAD
STANDARD PROCEDURE - VALVE SERVICE
This procedure is done with the engine cylinder
head removed from the block.
DISASSEMBLY
(1) Remove the engine cylinder head from the cyl-
inder block. Refer to cylinder head removal and
installation in this section.
(2) Use Valve Spring Compressor Tool and com-
press each valve spring.
(3) Remove the valve locks, retainers, and springs.
(4) Use an Arkansas smooth stone or a jewelers
file to remove any burrs on the top of the valve stem,
especially around the groove for the locks.
(5) Remove the valves, and place them in a rack in
the same order as removed.
VALVE CLEANING
(1) Clean all carbon deposits from the combustion
chambers, valve ports, valve stems, valve stem
guides and head.
(2) Clean all grime and gasket material from the
engine cylinder head machined gasket surface.
INSPECTION
(1) Inspect for cracks in the combustion chambers
and valve ports.
(2) Inspect for cracks on the exhaust seat.
(3) Inspect for cracks in the gasket surface at each
coolant passage.
(4) Inspect valves for burned, cracked or warped
heads.
(5) Inspect for scuffed or bent valve stems.
(6) Replace valves displaying any damage.
(7) Check valve spring height (Fig. 12).
VALVE REFACING
(1) Use a valve refacing machine to reface the
intake and exhaust valves to the specified angle.
(2) After refacing, a margin of at least 4.52-4.49
mm (.178-.177 inch) must remain (Fig. 13). If the
margin is less than 4.49 mm (.177 inch), the valve
must be replaced.
VALVE SEAT REFACING
(1) Install a pilot of the correct size in the valve
guide bore. Reface the valve seat to the specified
angle with a good dressing stone. Remove only
enough metal to provide a smooth finish.
(2) Use tapered stones to obtain the specified seat
width when required.
VALVE STAND DOWN
Valve stand down is to maintain the adequate com-
pression ratio.
(1) Invert cylinder head.
(2) Fit each valve to its respective valve guide.
(3) Using a straight edge and feeler gauge, check
valve head stand down: Inlet valve head stand down
1.08 to 1.34 mm (.042 to .052 ins.) and exhaust valve
stand down .99 to 1.25 mm (.035 to .049 ins.).
(4) If valve head stand down is not in accordance
with above, discard original valves, check stand down
with new valves and recut valve seat inserts to
obtain correct stand down.
VALVE GUIDES
(1) Valve Guides height requirement.
(2) Measurement A (Fig. 14): 13.50 - 14.00 mm.
VALVE STEM-TO-GUIDE CLEARANCE
MEASUREMENT
(1) Measure and record internal diameter of valve
guides. Valve guide internal diameter is 8.0 to 8.015
mm (.3149 to .3155 ins.).
(2) Measure valve stems and record diameters.
Intake valve stem diameter 7.94 to 7.96 mm (.3125 to
.3133 in). Exhaust valve stem diameter 7.92 to 7.94
mm (.3118 to .31215 in).
Fig. 12 VALVE SPRING CHART
LOAD Kg HEIGHT mm STATE
P1 0.00 H1 45.26 FREE LENGTH
P2 182 5 -
10%H2 38.00 VALVE CLOSED
P3 395 5% H3 28.20 VALVE OPEN
9a - 18 ENGINE 2.5L TURBO DIESELRG

(3) Subtract diameter of valve stem from internal
diameter of its respective valve guide to obtain valve
stem clearance in valve guide. Clearance of inlet
valve stem in valve guide is .040 to .075 mm (.0015
to .0029 in). Clearance of exhaust valve stem in valve
guide is .060 to .093 mm (.0023 to .0036 in).
(4) If valve stem clearance in valve guide exceeds
tolerances, new valve guides must be installed.
STANDARD PROCEDURE - MEASURING
PISTON PROTRUSION
(1) Use special tool VM.1010 with dial indicator
special tool VM.1013 (Fig. 15).
(2) Bring the piston of cylinder no. 1 exactly to top
dead center.
(3) Zero the dial indicator on the cylinder block
mating surface.
(4) Setup the dial indicator on the piston crown
(above the center of the piston pin) 5mm (1/8 in.)
from the edge of the piston and note the measure-
ment.
Fig. 13 VALVE SPECS.
MEASUREMENT INTAKE EXHAUST
A 7.940-7.960 7.922-7.940
B 8.00-8.015 8.000-8.015
C 1.08-1.34 0.990-1.250
+0.07
D 2.2   0.08 2.09
20.09
E 1.80-2.20 1.65-2.05
F 2.73-3.44 2.45-3.02
G 41.962-41.985 35.964-35.987
H 42.070-42.086 36.050-36.066
I 7.14-7.19 7.00-7.05
L 3.11-3.26 3.10-3.25
Fig. 14 VALVE GUIDE HEIGHT
Fig. 15 MEASURING PISTON PROTRUSION
RGENGINE 2.5L TURBO DIESEL9a-19
CYLINDER HEAD (Continued)

(4) Skirt wear should not exceed 0.1 mm (.00039
in.).
(5) The clearance between the cylinder liner and
piston should not exceed 0.065-0.083 mm
(.0025-.0032 in.).
(6) Make sure the weight of the pistons does not
differ by more than 5 g.
CONNECTING RODS
(1) Assemble bearing shells and bearing caps to
their respective connecting rods ensuring that the
serrations on the cap and reference marks are
aligned.
(2) Tighten bearing cap bolts to 29 N´m (21 ft. lbs.)
plus 60É.
(3) Check and record internal diameter of crank
end of connecting rod.
NOTE: When changing connecting rods, all four
must have the same weight and be stamped with
the same number. Replacement connecting rods
will only be supplied in sets of four.
Connecting rods are supplied in sets of four since
they all must be of the same weight category. Max
allowable weight difference is 18 gr.
NOTE: On one side of the big end of the con-rod
there is a two-digit number which refers to the
weight category. On the other side of the big end
there is a four digit number on both the rod and the
cap. These numbers must both face the injection
pump side of the block. Lightly heat the piston in
oven. Insert piston pin in position and secure it
with provided snap rings.
The Four digit numbers marked on con rod
big end and rod cap must be on the same side
as the injection pump.After having coated threads
with Molyguard, tighten con rod bolts to 29 N´m (21
ft. lbs.) plus 60É.
Fig. 51 PISTON AND CONNECTING ROD ASSEMBLY
1 - PISTON PIN
2 - PISTON
3 - SNAP RING
4 - CONNECTING ROD ALIGNMENT NUMBERS
5 - CONNECTING ROD BOLT
6 - CONNECTING ROD BEARING
7 - CONNECTING ROD
8 - SNAP RING
Fig. 52 PISTON RINGS - REMOVAL/INSTALLATION
RGENGINE 2.5L TURBO DIESEL9a-39
PISTON & CONNECTING ROD (Continued)

FUEL INJECTION
TABLE OF CONTENTS
page page
FUEL INJECTION
OPERATION.............................16
SPECIFICATIONS........................21
SPECIAL TOOLS.........................22
ACCELERATOR PEDAL
REMOVAL..............................23
INSTALLATION...........................23
CRANKSHAFT POSITION SENSOR
DESCRIPTION...........................23
OPERATION.............................23
REMOVAL..............................23
INSTALLATION...........................24
ENGINE SPEED SENSOR
DESCRIPTION...........................24
OPERATION.............................24
FUEL INJECTOR
DESCRIPTION...........................25
OPERATION.............................25
REMOVAL..............................25
INSTALLATION...........................26
FUEL PUMP RELAY
DESCRIPTION...........................27
OPERATION.............................27
IDLE AIR CONTROL MOTOR
DESCRIPTION...........................27
OPERATION.............................27
REMOVAL..............................28INSTALLATION...........................28
INLET AIR TEMPERATURE SENSOR
DESCRIPTION...........................28
OPERATION.............................28
MAP SENSOR
DESCRIPTION...........................29
OPERATION.............................29
REMOVAL..............................30
INSTALLATION...........................30
O2 SENSOR
DESCRIPTION...........................30
OPERATION.............................31
REMOVAL..............................32
INSTALLATION...........................33
THROTTLE BODY
DESCRIPTION...........................33
OPERATION.............................34
REMOVAL..............................34
INSTALLATION...........................34
THROTTLE CONTROL CABLE
REMOVAL..............................34
INSTALLATION...........................34
THROTTLE POSITION SENSOR
DESCRIPTION...........................34
OPERATION.............................35
REMOVAL..............................35
INSTALLATION...........................35
FUEL INJECTION
OPERATION - INJECTION SYSTEM
All engines used in this section have a sequential
Multi-Port Electronic Fuel Injection system. The MPI
system is computer regulated and provides precise
air/fuel ratios for all driving conditions. The Power-
train Control Module (PCM) operates the fuel injec-
tion system.
The PCM regulates:
²Ignition timing
²Air/fuel ratio
²Emission control devices
²Cooling fan
²Charging system
²Idle speed
²Vehicle speed control
Various sensors provide the inputs necessary for
the PCM to correctly operate these systems. In addi-tion to the sensors, various switches also provide
inputs to the PCM.
The PCM can adapt its programming to meet
changing operating conditions.
Fuel is injected into the intake port above the
intake valve in precise metered amounts through
electrically operated injectors. The PCM fires the
injectors in a specific sequence. Under most operat-
ing conditions, the PCM maintains an air fuel ratio
of 14.7 parts air to 1 part fuel by constantly adjust-
ing injector pulse width. Injector pulse width is the
length of time the injector is open.
The PCM adjusts injector pulse width by opening
and closing the ground path to the injector. Engine
RPM (speed) and manifold absolute pressure (air
density) are the primary inputs that determine injec-
tor pulse width.
OPERATION - MODES OF OPERATION
As input signals to the PCM change, the PCM
adjusts its response to output devices. For example,
14 - 16 FUEL INJECTIONRS

the PCM must calculate a different injector pulse
width and ignition timing for idle than it does for
Wide Open Throttle (WOT). There are several differ-
ent modes of operation that determine how the PCM
responds to the various input signals.
There are two different areas of operation, OPEN
LOOP and CLOSED LOOP.
During OPEN LOOP modes the PCM receives
input signals and responds according to preset PCM
programming. Inputs from the upstream and down-
stream heated oxygen sensors are not monitored dur-
ing OPEN LOOP modes, except for heated oxygen
sensor diagnostics (they are checked for shorted con-
ditions at all times).
During CLOSED LOOP modes the PCM monitors
the inputs from the upstream and downstream
heated oxygen sensors. The upstream heated oxygen
sensor input tells the PCM if the calculated injector
pulse width resulted in the ideal air-fuel ratio of 14.7
to one. By monitoring the exhaust oxygen content
through the upstream heated oxygen sensor, the
PCM can fine tune injector pulse width. Fine tuning
injector pulse width allows the PCM to achieve opti-
mum fuel economy combined with low emissions.
For the PCM to enter CLOSED LOOP operation,
the following must occur:
(1) Engine coolant temperature must be over 35ÉF.
²If the coolant is over 35É the PCM will wait 44
seconds.
²If the coolant is over 50ÉF the PCM will wait 38
seconds.
²If the coolant is over 167ÉF the PCM will wait
11 seconds.
(2) For other temperatures the PCM will interpo-
late the correct waiting time.
(3) O2 sensor must read either greater than 0.745
volts or less than 0.1 volt.
(4) The multi-port fuel injection systems has the
following modes of operation:
²Ignition switch ON (Zero RPM)
²Engine start-up
²Engine warm-up
²Cruise
²Idle
²Acceleration
²Deceleration
²Wide Open Throttle
²Ignition switch OFF
(5) The engine start-up (crank), engine warm-up,
deceleration with fuel shutoff and wide open throttle
modes are OPEN LOOP modes. Under most operat-
ing conditions, the acceleration, deceleration (with
A/C on), idle and cruise modes,with the engine at
operating temperatureare CLOSED LOOP modes.IGNITION SWITCH ON (ZERO RPM) MODE
When the ignition switch activates the fuel injec-
tion system, the following actions occur:
²The PCM monitors the engine coolant tempera-
ture sensor and throttle position sensor input. The
PCM determines basic fuel injector pulse width from
this input.
²The PCM determines atmospheric air pressure
from the MAP sensor input to modify injector pulse
width.
When the key is in the ON position and the engine
is not running (zero rpm), the Auto Shutdown (ASD)
and fuel pump relays de-energize after approximately
1 second. Therefore, battery voltage is not supplied to
the fuel pump, ignition coil, fuel injectors and heated
oxygen sensors.
ENGINE START-UP MODE
This is an OPEN LOOP mode. If the vehicle is in
park or neutral (automatic transaxles) or the clutch
pedal is depressed (manual transaxles) the ignition
switch energizes the starter relay. The following
actions occur when the starter motor is engaged.
²If the PCM receives the camshaft position sensor
and crankshaft position sensor signals, it energizes
the Auto Shutdown (ASD) relay and fuel pump relay.
If the PCM does not receive both signals within
approximately one second, it will not energize the
ASD relay and fuel pump relay. The ASD and fuel
pump relays supply battery voltage to the fuel pump,
fuel injectors, ignition coil and heated oxygen sen-
sors.
²The PCM energizes the injectors (on the 69É
degree falling edge) for a calculated pulse width until
it determines crankshaft position from the camshaft
position sensor and crankshaft position sensor sig-
nals. The PCM determines crankshaft position within
1 engine revolution.
²After determining crankshaft position, the PCM
begins energizing the injectors in sequence. It adjusts
injector pulse width and controls injector synchroni-
zation by turning the individual ground paths to the
injectors On and Off.
²When the engine idles within664 RPM of its
target RPM, the PCM compares current MAP sensor
value with the atmospheric pressure value received
during the Ignition Switch On (zero RPM) mode.
Once the ASD and fuel pump relays have been
energized, the PCM determines injector pulse width
based on the following:
²Battery voltage
²Engine coolant temperature
²Engine RPM
²Inlet/Intake air temperature (IAT)
²MAP
²Throttle position
RSFUEL INJECTION14-17
FUEL INJECTION (Continued)

²The number of engine revolutions since cranking
was initiated
During Start-up the PCM maintains ignition tim-
ing at 9É BTDC.
ENGINE WARM-UP MODE
This is an OPEN LOOP mode. The following inputs
are received by the PCM:
²Engine coolant temperature
²Manifold Absolute Pressure (MAP)
²Inlet/Intake air temperature (IAT)
²Crankshaft position (engine speed)
²Camshaft position
²Knock sensor
²Throttle position
²A/C switch
²Battery voltage
²Vehicle speed
²Speed control
²O2 sensors
The PCM adjusts injector pulse width and controls
injector synchronization by turning the individual
ground paths to the injectors On and Off.
The PCM adjusts ignition timing and engine idle
speed. Engine idle speed is adjusted through the idle
air control motor.
CRUISE OR IDLE MODE
When the engine is at operating temperature this
is a CLOSED LOOP mode. During cruising or idle
the following inputs are received by the PCM:
²Inlet/Intake air temperature
²Engine coolant temperature
²Manifold absolute pressure
²Crankshaft position (engine speed)
²Camshaft position
²Knock sensor
²Throttle position
²Exhaust gas oxygen content
²A/C control positions
²Battery voltage
²Vehicle speed
The PCM adjusts injector pulse width and controls
injector synchronization by turning the individual
ground paths to the injectors On and Off.
The PCM adjusts engine idle speed and ignition
timing. The PCM adjusts the air/fuel ratio according
to the oxygen content in the exhaust gas (measured
by the upstream and downstream heated oxygen sen-
sor).
The PCM monitors for engine misfire. During
active misfire and depending on the severity, the
PCM either continuously illuminates or flashes the
malfunction indicator lamp (Check Engine light on
instrument panel). Also, the PCM stores an engine
misfire DTC in memory.The PCM performs several diagnostic routines.
They include:
²Oxygen sensor monitor
²Downstream heated oxygen sensor diagnostics
during open loop operation (except for shorted)
²Fuel system monitor
²EGR monitor
²Purge system monitor
²All inputs monitored for proper voltage range.
²All monitored components (refer to the Emission
section for On-Board Diagnostics).
The PCM compares the upstream and downstream
heated oxygen sensor inputs to measure catalytic
convertor efficiency. If the catalyst efficiency drops
below the minimum acceptable percentage, the PCM
stores a diagnostic trouble code in memory.
During certain idle conditions, the PCM may enter
a variable idle speed strategy. During variable idle
speed strategy the PCM adjusts engine speed based
on the following inputs.
²A/C sense
²Battery voltage
²Battery temperature
²Engine coolant temperature
²Engine run time
²Inlet/Intake air temperature
²Vehicle mileageACCELERATION MODE
This is a CLOSED LOOP mode. The PCM recog-
nizes an abrupt increase in Throttle Position sensor
output voltage or MAP sensor output voltage as a
demand for increased engine output and vehicle
acceleration. The PCM increases injector pulse width
in response to increased fuel demand.
DECELERATION MODE
This is a CLOSED LOOP mode. During decelera-
tion the following inputs are received by the PCM:
²A/C sense
²Battery voltage
²Inlet/Intake air temperature
²Engine coolant temperature
²Crankshaft position (engine speed)
²Exhaust gas oxygen content (upstream heated
oxygen sensor)
²Knock sensor
²Manifold absolute pressure
²Throttle position
²IAC motor control changes in response to MAP
sensor feedback
The PCM may receive a closed throttle input from
the Throttle Position Sensor (TPS) when it senses an
abrupt decrease in manifold pressure. This indicates
a hard deceleration. In response, the PCM may
14 - 18 FUEL INJECTIONRS
FUEL INJECTION (Continued)

The PCM uses the MAP sensor to aid in calculat-
ing the following:
²Barometric pressure
²Engine load
²Manifold pressure
²Injector pulse-width
²Spark-advance programs
²Shift-point strategies (F4AC1 transmissions
only, via the PCI bus)
²Idle speed
²Decel fuel shutoff
The PCM recognizes a decrease in manifold pressure
by monitoring a decrease in voltage from the reading
stored in the barometric pressure memory cell. The
MAP sensor is a linear sensor; as pressure changes,
voltage changes proportionately. The range of voltage
output from the sensor is usually between 4.6 volts at
sea level to as low as 0.3 volts at 26 in. of Hg. Baromet-
ric pressure is the pressure exerted by the atmosphere
upon an object. At sea level on a standard day, no
storm, barometric pressure is 29.92 in Hg. For every
100 feet of altitude barometric pressure drops .10 in.
Hg. If a storm goes through it can either add, high pres-
sure, or decrease, low pressure, from what should be
present for that altitude. You should make a habit of
knowing what the average pressure and corresponding
barometric pressure is for your area.
REMOVAL - 2.4L
(1) Disconnect the negative battery cable.
(2) Disconnect electrical connector and vacuum
hose from MAP sensor (Fig. 15).
(3) Remove two screws holding sensor to the
intake manifold.
REMOVAL - 3.3/3.8L
(1) Disconnect the negative battery cable.
(2)
Remove vacuum hose and mounting screws from
manifold absolute pressure (MAP) sensor (Fig. 16).
(3) Disconnect electrical connector from sensor.
Remove sensor.
INSTALLATION - 2.4L
(1) Install sensor.
(2) Install two screws and tighten.
(3) Connect the electrical connector and vacuum
hose to the MAP sensor (Fig. 15).
(4) Connect the negative battery cable.
INSTALLATION - 3.3/3.8L
(1) Install sensor (Fig. 16).
(2) Install screws and tighten toPLASTIC MAN-
IFOLD 1.7 N´m (15 in. lbs.) ALUMINUM MANI-
FOLD 3.3 N´m (30 in. lbs.).
(3) Connect the electrical connector to the sensor.
Install vacuum hose.(4) Connect the negative battery cable.
O2 SENSOR
DESCRIPTION
The upstream oxygen sensor threads into the out-
let flange of the exhaust manifold (Fig. 17) or (Fig.
18).
Fig. 17 O2 SENSOR UPSTREAM 1/1 - 2.4L
1 - 1/1 02 SENSOR
Fig. 18 O2 SENSOR UPSTREAM 1/1 - 3.3/3.8L
1 - 1/1 02 SENSOR
14 - 30 FUEL INJECTIONRS
MAP SENSOR (Continued)

Replace damaged, restricted or leaking high-pres-
sure fuel lines with correct replacement line.
CAUTION: High pressure lines cannot contact each
other or other components. Do not attempt to weld
high-pressure fuel lines or to repair lines that are
damaged. If line is kinked or bent, it must be
replaced. Use only recommended lines when
replacement of high-pressure fuel line is necessary.
STANDARD PROCEDURE - WATER DRAINING
AT FUEL FILTER
Refer to Fuel Filter/Water Separator removal/in-
stallation for procedures.
STANDARD PROCEDURE - CLEANING FUEL
SYSTEM PARTS
CAUTION: Cleanliness cannot be overemphasized
when handling or replacing diesel fuel system com-
ponents. This especially includes the fuel injectors,
high-pressure fuel lines, fuel rail, and fuel injection
pump. Very tight tolerances are used with these
parts. Dirt contamination could cause rapid part
wear and possible plugging of fuel injector nozzle
tip holes. This in turn could lead to possible engine
misfire. Always wash/clean any fuel system compo-
nent thoroughly before disassembly and then air
dry. Cap or cover any open part after disassembly.
Before assembly, examine each part for dirt, grease
or other contaminants and clean if necessary. When
installing new parts, lubricate them with clean
engine oil or clean diesel fuel only.
SPECIFICATIONS
SPECIFICATIONS - TORQUE
2.5L DIESEL - TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Crankshaft Position Sensor Bolt 10.8 8 96
Boost Pressure / Intake Air Temperature Sensor Bolts 5.4 Ð 48
Fuel Pump Nuts 27.5 21 Ð
Fuel Line Fittings at Pump 27.5 21 Ð
Fuel Pump Sprocket Nut 88.3 65 Ð
Fuel Injector Retaining Bolts 32.4 24 Ð
High Pressure Fuel Lines 22 17 194
Fuel Rail Bolts 27.5 21 Ð
14a - 2 FUEL SYSTEMRG
FUEL SYSTEM 2.5L TURBO DIESEL (Continued)