2001 CHRYSLER VOYAGER check engine light

CAUTION: Excessive pressure or high RPM (beyond
the recommended speed), can damage the sealing
surfaces. The mild (white, 120 grit) bristle disc is
recommended. If necessary, the medium (yellow, 80
grit) bristle disc may be used on cast iron surfaces
with care.
STANDARD PROCEDURE - HYDROSTATIC
LOCKED ENGINE
When an engine is suspected to be hydrostatically
locked, regardless of what caused the problem, the
following steps should be used.
CAUTION: DO NOT use starter motor to rotate the
engine, severe damage may occur.
(1) Inspect air cleaner, induction system and
intake manifold to insure system is dry and clear of
foreign material.
(2) Remove negative battery cable.
(3) Place a shop towel around the spark plugs
when removing them from the engine. This will catch
any fluid that may possibly be in the cylinder under
pressure.
(4) With all spark plugs removed, rotate engine
crankshaft using a breaker bar and socket.
(5) Identify the fluid in the cylinder(s) (i.e., cool-
ant, fuel, oil or other).
(6) Make sure all fluid has been removed from the
cylinders. Inspect engine for damage (i.e., connecting
rods, pistons, valves, etc.)(7) Repair engine or components as necessary to
prevent this problem from re-occurring.
CAUTION: Squirt approximately one teaspoon of oil
into the cylinders, rotate engine to lubricate the cyl-
inder walls to prevent damage on restart.
(8) Install new spark plugs.
(9) Drain engine oil and remove oil filter.
(10) Install a new oil filter.
(11) Fill engine with specified amount of approved
oil.
(12) Connect negative battery cable.
(13) Start engine and check for any leaks.
STANDARD PROCEDURE - REPAIR OF
DAMAGED OR WORN THREADS
Damaged or worn threads (excluding spark plug
and camshaft bearing cap attaching threads) can be
repaired. Essentially, this repair consists of drilling
out worn or damaged threads, tapping the hole with
a special Heli-Coil Tap, (or equivalent) and installing
an insert into the tapped hole. This brings the hole
back to its original thread size.
CAUTION: Be sure that the tapped holes maintain
the original center line.
Heli-Coil tools and inserts are readily available
from automotive parts jobbers.
STANDARD PROCEDURE - ENGINE CORE AND
OIL GALLERY PLUGS
Using a blunt tool such as a drift and a hammer,
strike the bottom edge of the cup plug. With the cup
plug rotated, grasp firmly with pliers or other suit-
able tool and remove plug (Fig. 5).
CAUTION: Do not drive cup plug into the casting as
restricted cooling can result and cause serious
engine problems.
Thoroughly clean inside of cup plug hole in cylin-
der block or head. Be sure to remove old sealer.
Lightly coat inside of cup plug hole with Mopart
Stud and Bearing Mount. Make certain the new plug
is cleaned of all oil or grease. Using proper drive
plug, drive plug into hole so that the sharp edge of
the plug is at least 0.5 mm (0.020 in.) inside the
lead-in chamfer.
It is not necessary to wait for curing of the sealant.
The cooling system can be refilled and the vehicle
placed in service immediately.
Fig. 4 PROPER TOOL USAGE FOR SURFACE
PREPARATION
1 - ABRASIVE PAD
2 - 3M ROLOCYBRISTLE DISC
3 - PLASTIC/WOOD SCRAPER
RSENGINE 3.3/3.8L9-81
ENGINE 3.3/3.8L (Continued)

(2) Measure the concentricity of valve seat using
dial indicator (Fig. 29). Total runout should not
exceed 0.051 mm (0.002 in.) total indicator reading.
(3) Inspect the valve seat using Prussian blue to
determine where the valve contacts the seat. To do
this, coat valve seatLIGHTLYwith Prussian blue
then set valve in place. Rotate the valve with light
pressure. If the blue is transferred to the center of
valve face, contact is satisfactory. If the blue is trans-
ferred to top edge of valve face, lower valve seat with
a 15 degree stone. If the blue is transferred to the
bottom edge of valve face raise valve seat with a 65
degrees stone.
NOTE: Valve seats which are worn or burned can
be reworked, provided that correct angle and seat
width are maintained. Otherwise cylinder head must
be replaced.
(4) When seat is properly positioned the width of
intake and exhaust seats should be 1.50±2.00 mm
(0.059±0.078 in.) (Fig. 26).
(5) After grinding the valve seats or faces, install
the valve in cylinder head and check valve installed
height by measuring from valve tip to spring seat
(Fig. 30). Remove valve from cylinder head and grind
valve tip until within specifications. Check valve tip
for scoring. The tip chamfer should be reground (if
necessary) to prevent seal damage when the valve is
installed.
(6) Check the valve spring installed height after
refacing the valve and seat (Fig. 30).If valves
and/or seats are reground, measure the
installed height of springs (Fig. 30), make sure
measurements are taken from top of spring
seat to the bottom surface of spring retainer. If
height is greater than specifications, install a0.794 mm (0.0312 in.) spacer in head counter-
bore to bring spring height back within specifi-
cations.
REMOVAL
(1) With cylinder head removed, compress valve
springs using Valve Spring Compressor Tool
C-3422-B with adapter 6412.
(2) Remove valve retaining locks, valve spring
retainers, valve stem seals and valve springs.
(3) Before removing valves,remove any burrs
from valve stem lock grooves to prevent dam-
age to the valve guides.Identify valves to insure
installation in original location.
CLEANING
(1) Clean all valves thoroughly and discard
burned, warped and cracked valves.
INSPECTION
VALVES
(1) Clean and inspect valves thoroughly. Replace
burned, warped and cracked valves.
(2) Measure valve stems for wear (Fig. 31). For
valve specifications, (Refer to 9 - ENGINE - SPECI-
FICATIONS).
NOTE: Valve stems are chrome plated and should
not be polished (Fig. 31).
Fig. 29 Measurement of Valve Seat Runout
1 - DIAL INDICATOR
Fig. 30 Checking Valve and Spring Installed Height
1 - SPRING RETAINER
2 - VALVE INSTALLED HEIGHT* - 48.1±49.7 mm (1.89±1.95 in.)
3 - CYINDER HEAD SURFACE
4 - SPRING INSTALLED HEIGHT* - 41.1±42.7 mm (1.61±1.68 in.)
*(MEASURED FROM TOP OF SPRING SEAT)
9 - 100 ENGINE 3.3/3.8LRS
INTAKE/EXHAUST VALVES & SEATS (Continued)

OIL LEVEL TOO HIGH
If oil level is above the MAX mark on dipstick, it is
possible for the connecting rods to dip into the oil
while engine is running and create foaming. Foam in
oil pan would be fed to the hydraulic lifters by the oil
pump causing them to become soft and allow valves
to seat noisily.
OIL LEVEL TOO LOW
Low oil level may allow pump to take in air which
when fed to the lifters it causes them to become soft
and allows valves to seat noisily. Any leaks on intake
side of pump, through which air can be drawn, will
create the same lifter noise. Check the lubrication
system from the intake strainer to the oil pump
cover, including the relief valve retainer cap. When
lifter noise is due to aeration, it may be intermittent
or constant, and usually more than one lifter will be
noisy. When oil level and leaks have been corrected,
the engine should be operated at fast idle to allow all
of the air inside of the lifters to be bled out.
VALVE TRAIN NOISE
To determine source of valve train noise, operate
engine at idle with cylinder head covers removed and
listen for source of the noise.
NOTE: Worn valve guides or cocked springs are
sometimes mistaken for noisy lifters. If such is the
case, noise may be dampened by applying side
thrust on the valve spring. If noise is not apprecia-
bly reduced, it can be assumed the noise is in the
tappet. Inspect the rocker arm push rod sockets
and push rod ends for wear.
Valve lifter noise ranges from light noise to a
heavy click. A light noise is usually caused by exces-
sive leak-down around the unit plunger which will
necessitate replacing the lifter, or by the plunger par-
tially sticking in the lifter body cylinder. A heavy
click is caused either by a lifter check valve not seat-
ing, or by foreign particles becoming wedged between
the plunger and the lifter body causing the plunger
to stick in the down position. This heavy click will be
accompanied by excessive clearance between the
valve stem and rocker arm as valve closes. In either
case, lifter assembly should be removed for inspec-
tion.
REMOVAL
(1) Remove the cylinder head(s). (Refer to 9 -
ENGINE/CYLINDER HEAD - REMOVAL)
(2) Remove the yoke retainer and aligning yokes
(Fig. 71).
(3) Remove the hydraulic lifters. If necessary use
Special Tool C-4129, or equivalent to remove liftersfrom bores. If lifters are to be reused, identify each
lifter to ensure installation in original location.
INSTALLATION
(1) Lubricate the lifters with engine oil.
NOTE: Position the lifter in bore with the lubrication
hole facing upward (Fig. 70).
(2) Install the hydraulic lifters with the lubrication
hole facing upward towards middle of block (Fig. 70).
Install lifters in original positions, if reused.
(3) Install lifter aligning yokes (Fig. 71).
(4) Install yoke retainer and torque screws to 12
N´m (105 in. lbs.) (Fig. 71).
(5) Install the cylinder heads. (Refer to 9 -
ENGINE/CYLINDER HEAD - INSTALLATION)
(6) Start and operate engine. Warm up to normal
operating temperature.
CAUTION: To prevent damage to valve mechanism,
engine must not be run above fast idle until all
hydraulic lifters have filled with oil and have
become quiet.
PISTON & CONNECTING ROD
DESCRIPTION
The pistons are made of cast aluminum alloy and
are a strutless, short skirt design. The piston rings
consist of two compression rings and a three piece oil
ring. Piston pins connect the piston to the forged
steel connecting rods. The piston pins are a press fit
into the connecting rod.
Fig. 70 LIFTER LUBRICATION HOLE
RSENGINE 3.3/3.8L9 - 119
HYDRAULIC LIFTERS (CAM IN BLOCK) (Continued)

OPERATION
The oil pressure switch provides a ground for the
instrument cluster low oil pressure indicator light.
The switch receives oil pressure input from the
engine main oil gallery. When engine oil pressure is
greater than 27.5 Kpa (4 psi), the switch contacts
open, providing a open circuit to the low pressure
indicator light. For wiring circuits and diagnostic
information, (Refer to Appropriate Wiring/Diagnostic
Information).
REMOVAL
(1) Raise vehicle on hoist.
(2) Disconnect electrical connector from switch.
(3) Remove oil pressure switch (Fig. 110).
INSTALLATION
(1) Install oil pressure switch (Fig. 110).
(2) Connect electrical connector to switch.
(3) Lower the vehicle.
(4) Start engine and check for leaks.
(5) Check engine oil level. Adjust as necessary.
OIL PUMP
DESCRIPTION
The oil pump is located in the timing chain cover.
It is driven by the crankshaft.
REMOVAL
The oil pump is contained within the timing chain
cover housing (Fig. 111).
(1) Remove oil pan. (Refer to 9 - ENGINE/LUBRI-
CATION/OIL PAN - REMOVAL)
(2) Remove the timing chain cover. (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - REMOVAL)
(3) Disassemble oil pump from timing chain cover.
(Refer to 9 - ENGINE/LUBRICATION/OIL PUMP -
DISASSEMBLY)
(4) Clean and Inspect oil pump components. (Refer
to 9 - ENGINE/LUBRICATION/OIL PUMP - CLEAN-
ING) (Refer to 9 - ENGINE/LUBRICATION/OIL
PUMP - INSPECTION)
DISASSEMBLY
(1) Remove oil pump cover screws, and lift off
cover (Fig. 111).
(2) Remove oil pump rotors (Fig. 111).
(3) Clean and inspect oil pump components. (Refer
to 9 - ENGINE/LUBRICATION/OIL PUMP - CLEAN-
ING) (Refer to 9 - ENGINE/LUBRICATION/OIL
PUMP - INSPECTION)
CLEANING
(1) Clean all parts thoroughly in a suitable sol-
vent.
INSPECTION
(1) Inspect mating surface of the chain case cover.
Surface should be smooth. Replace cover if scratched
or grooved.
(2) Lay a straightedge across the pump cover sur-
face (Fig. 112). If a 0.025 mm (0.001 in.) feeler gauge
can be inserted between cover and straight edge,
cover should be replaced.
(3) Measure thickness and diameter of outer rotor.
If outer rotor thickness measures 7.64 mm (0.301 in.)
or less (Fig. 113), or if the diameter is 79.95 mm
(3.148 in.) or less, replace outer rotor.
(4) If inner rotor thickness measures 7.64 mm
(0.301 in.) or less, replace inner rotor (Fig. 114).
(5) Install outer rotor into chain case cover. Press
rotor to one side with fingers and measure clearance
between rotor and chain case cover (Fig. 115). If mea-
surement is 0.39 mm (0.015 in.) or more, replace
chain case cover, only if outer rotor is in specification.
Fig. 110 OIL FILTER ADAPTER
1 - SEAL
2 - OIL FILTER ADAPTER
3 - OIL FILTER
4 - BOLT
5 - OIL PRESSURE SWITCH
6 - BOLT
9 - 138 ENGINE 3.3/3.8LRS
OIL PRESSURE SENSOR/SWITCH (Continued)

CLEANING
(1) Discard gasket(s).
(2) Clean all sealing surfaces.
INSPECTION
Check manifold for:
²Damage and cracks.
²Mounting surface distortion by using a straight-
edge and thickness gauge.
INSTALLATION - 3.3L
(1) If the following components were removed from
manifold, install and tighten to specifications:
CAUTION: The special screws used for the compos-
ite manifold attached components must be installed
slowly using hand tools only. This requirement is to
prevent the melting of material that causes stripped
threads. If threads become stripped, an oversize
repair screw is available. For more information and
procedure (Refer to 9 - ENGINE/MANIFOLDS/IN-
TAKE MANIFOLD - STANDARD PROCEDURE).
²MAP sensor - 1.7 N´m (15 in. lbs.)
²Throttle cable bracket - 5.6 N´m (50 in. lbs.)
(2) Remove covering on lower intake manifold and
clean surfaces.
(3) Inspect manifold gasket condition. Gaskets can
be re-used, if not damaged. To replace, remove gasket
from upper manifold (Fig. 127). Position new gasket
in seal channel and press lightly in-place. Repeat
procedure for each gasket position.
Fig. 124 PCV & HOSE
1 - HOSE - PCV
2 - P C V VA LV E
Fig. 125 POWER STEERING FLUID RESERVOIR
1 - POWER STEERING RESERVOIR
2 - BOLT - RESERVOIR TO MANIFOLD
3 - NUT - RESERVOIR TO COIL BRACKET
Fig. 126 BRAKE BOOSTER & LDP VACUUM HOSES
1 - LDP & SPEED CONTROL VACUUM HOSE
2 - BRAKE BOOSTER VACUUM HOSE
3 - MAP SENSOR
9 - 144 ENGINE 3.3/3.8LRS
INTAKE MANIFOLD - UPPER 3.3L (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)

(3) Remove catalytic converter to exhaust manifold
attaching fasteners (Fig. 5).
(4) Remove catalytic converter and gasket (Fig. 5).
INSPECTION
WARNING: THE NORMAL OPERATING TEMPERA-
TURE OF THE EXHAUST SYSTEM IS VERY HIGH.
THEREFORE, NEVER ATTEMPT TO SERVICE ANY
PART OF THE EXHAUST SYSTEM UNTIL IT IS
COOLED. SPECIAL CARE SHOULD BE TAKEN
WHEN WORKING NEAR THE CATALYTIC CON-
VERTER. THE TEMPERATURE OF THE CONVERTER
RISES TO A HIGH LEVEL AFTER A SHORT PERIOD
OF ENGINE OPERATION TIME.
Check catalytic converter for a flow restriction.
(Refer to 11 - EXHAUST SYSTEM - DIAGNOSIS
AND TESTING) Exhaust System Restriction Check
for procedure.
Visually inspect the catalytic converter element by
using a borescope or equivalent. Remove both oxygen
sensors and insert borescope. If borescope is not
available, remove converter and inspect element
using a flashlight. Inspect element for cracked or
melted substrate.
NOTE: Before replacing a catalytic converter, deter-
mine the root cause of failure. Most catalytic con-
verter failures are caused by air, fuel or ignition
problems. (Refer to Appropriate Diagnostic Informa-
tion) for test procedures.
INSTALLATION
(1) Position new gasket onto the manifold flange
and install catalytic converter (Fig. 5). Tighten fas-
teners to 37 N´m (325 in. lbs.).
NOTE: Be careful not to twist or kink the oxygen
sensor wires.
(2) Install (if removed) and connect the down-
stream oxygen sensor (Fig. 4).
(3) Install the muffler/resonator assembly. (Refer
to 11 - EXHAUST SYSTEM/MUFFLER - INSTALLA-
TION)
Fig. 4 Downstream Oxygen Sensor
1 - OXYGEN SENSOR CONNECTOR
2 - CATALYTIC CONVERTER
3 - DOWNSTREAM OXYGEN SENSOR
4 - ENGINE HARNESS CONNECTOR
Fig. 5 Catalytic Converter to Exhaust Manifold
1 - FLAG NUT
2 - GASKET
3 - BOLT
4 - CATALYTIC CONVERTER
RSEXHAUST SYSTEM11-5
CATALYTIC CONVERTER (Continued)

The pressure regulator is a mechanical device that
is NOT controlled by the PCM or engine vacuum.
REMOVAL
The fuel pressure regulator is part of the fuel
pump module (Fig. 9). Remove the fuel pump module
from the fuel tank to access the fuel pressure regula-
tor. Refer to the Fuel Pump Module removal in this
section.
(1) Spread tangs on pressure regulator retainer.
(2) Pry fuel pressure regulator out of housing.
(3) Ensure both upper and lower O-rings were
removed with regulator.
INSTALLATION
The fuel pressure regulator is part of the fuel
pump module. Remove the fuel pump module from
the fuel tank to access the fuel pressure regulator.
Refer to the Fuel Pump Module removal in this sec-
tion.
(1)
Lightly lubricate the O-rings with clean engine oil
and place them into opening in pump module (Fig. 9).
(2) Push regulator into opening in pump module.
(3) Fold tangs on regulator retainer over tabs on
housing.
FUEL PUMP
DESCRIPTION
The electric fuel pump is located in and is part of
the fuel pump module. It is a positive displacement,
gerotor type, immersible pump with a permanent
magnet electric motor. The fuel pump module is sus-
pended in fuel in the fuel tank.
OPERATION
The pump draws fuel through a strainer and
pushes it through the motor to the outlet. The pump
contains a check valve. The valve, in the pump out-
let, maintains pump pressure during engine off con-
ditions. The fuel pump relay provides voltage to the
fuel pump. The fuel pump has a maximum dead-
headed pressure output of approximately 880 kPa
(130 psi). The regulator adjusts fuel system pressure
to approximately 400 kpa634 kpa (58 psi65 psi).
FUEL PUMP MODULE
DESCRIPTION
The fuel pump module is installed in the top of the
fuel tank (Fig. 10).
The fuel pump module contains the following:
²Electric fuel pump
²Fuel pump reservoir
²Inlet strainer
²Fuel pressure regulator
²Fuel gauge sending unit
²Fuel supply line connection
The inlet strainer, fuel pressure regulator
and fuel level sensor are the only serviceable
items. If the fuel pump or electrical wiring har-
ness requires service, replace the fuel pump
module.
The electric fuel pump is located in and is part of
the fuel pump module. It is a positive displacement,
gerotor type, immersible pump with a permanent
magnet electric motor.
OPERATION
The pump draws fuel through a strainer and
pushes it through the motor to the outlet. The pump
contains one check valve. The check valve, in the
Fig. 9 Fuel Pressure Regulator O-rings
1 - UPPER O-RING
2 - LOWER 0-RING
Fig. 10 Fuel Pump Module
1 - INLET STRAINER
2 - FUEL RESERVOIR
3 - FUEL PRESSURE REGULATOR
4 - FUEL LEVEL SENSOR
RSFUEL DELIVERY14-7
FUEL PRESSURE REGULATOR (Continued)