2001 DODGE TOWN AND COUNTRY oil level

STANDARD PROCEDURE - COOLANT LEVEL
CHECK
NOTE: Do not remove pressure/vent cap for routine
coolant level inspections.
The coolant reserve system provides a quick visual
method for determining the coolant level without
removing the pressure/vent cap.With the engine
cold and not running,simply observe the level of
the coolant in the coolant recovery pressure container
(Fig. 2). The coolant level should be between the MIN
and MAX marks.
STANDARD PROCEDURE - REFILLING
COOLING SYSTEM
Remove pressure/vent cap (Fig. 1) and fill system,
using a 50/50 mix of MopartAntifreeze/Coolant, 5
Year/100,000 Mile Formula and distilled water.
Continue filling system until full.Be careful not
to spill coolant on drive belts or the generator.
Fill coolant recovery pressure container (Fig. 1) to
at least the MAX mark with 50/50 solution. It may
be necessary to add coolant to the coolant recovery
pressure container after three or four warm up/cool
down cycles to maintain coolant level between the
MAX and MIN mark. This will allow trapped air to
be removed from the system.
STANDARD PROCEDURE - DRAINING COOLING
SYSTEM
WARNING: DO NOT REMOVE OR LOOSEN THE
COOLANT PRESSURE/VENT CAP, CYLINDER
BLOCK DRAIN PLUGS, OR THE DRAINCOCK WHEN
THE SYSTEM IS HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM THE COOLANT
CAN OCCUR.
(1)Without removing pressure/vent cap and
with system not under pressure, open the drain-
cock. The draincock is located on the lower right side
of radiator (Fig. 3).
(2) After the coolant recovery pressure container is
empty, then remove coolant pressure/vent cap.
Fig. 1 UNDERHOOD FLUID FILL LOCATIONS
1 - COOLANT PRESSURE/VENT CAP
2 - BRAKE MASTER CYLINDER
3 - INTELLIGENT POWER MODULE
4 - BATTERY
5 - COOLANT RECOVERY PRESSURE CONTAINER6 - OIL DIPSTICK
7 - WINDSHIELD SOLVENT RESEVOIR
8 - AIR FILTER HOUSING
9 - ENGINE OIL FILL CAP
7a - 16 ENGINERG
COOLANT (Continued)
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COOLANT RECOVERY PRESS
CONTAINER
DESCRIPTION
The coolant recovery pressure container is
mounted in the engine compartment next to the bat-
tery. The coolant recovery pressure container is made
of plastic (Fig. 4).
OPERATION
The coolant recovery pressure container works
with the pressure/vent cap to use thermal expansion
and contraction of the coolant to keep the coolant
free of trapped air. Provides a convenient and safe
method for checking coolant level and adjusting level
at atmospheric pressure without removing the pres-
sure/vent cap. It also provides some reserve coolant
to cover deaeration, evaporation, or boiling losses.
Fig. 2 COOLANT RECOVERY PRESSURE
CONTAINER LOCATION
1 - PRESSURE/VENT CAP
2 - BRAKE MASTER CYLINDER
3 - BATTERY
4 - BATTERY SHIELD
5 - COOLANT RECOVERY PRESSURE CONTAINER RETAINING
CLIP
6 - ENGINE COVER
7 - COOLANT RECOVERY PRESSURE CONTAINER
Fig. 3 DRAINCOCK LOCATION
1 - RADIATOR
2 - DRAINCOCK
3 - LOWER RADIATOR SUPPORT
4 - ELECTRIC COOLING FAN
Fig. 4 COOLANT RECOVERY PRESSURE
CONTAINER LOCATION
1 - PRESSURE/VENT CAP
2 - BRAKE MASTER CYLINDER
3 - BATTERY
4 - BATTERY SHIELD
5 - COOLANT RECOVERY PRESSURE CONTAINER RETAINING
CLIP
6 - ENGINE COVER
7 - COOLANT RECOVERY PRESSURE CONTAINER
RGENGINE7a-17
COOLANT (Continued)
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RADIATOR PRESSURE CAP
DESCRIPTION
The cooling system pressure cap is located on the
radiator. The cap construction includes; stainless
steel swivel top, rubber seals, and retainer, main
spring, and a spring loaded valve (Fig. 19).
OPERATION
The cooling system is equipped with a pressure cap
that releases excessive pressure; maintaining a range
of 97-124 kPa (14-18 psi).
The cooling system will operate at higher than
atmospheric pressure. The higher pressure raises the
coolant boiling point thus, allowing increased radia-
tor cooling capacity.
There is also a vent valve in the center of the cap.
This valve also opens when coolant is cooling and
contracting, allowing the coolant to return to cooling
system from coolant reserve system tank by vacuum
through a connecting hose.If valve is stuck shut,
or the coolant recovery hose is pinched, the
radiator hoses will be collapsed on cool down.
Clean the vent valve (Fig. 19) and inspect cool-
ant recovery hose routing, to ensure proper
sealing when boiling point is reached.
The gasket in the cap seals the filler neck, so that
vacuum can be maintained, allowing coolant to be
drawn back into the radiator from the reserve tank.
If the gasket is dirty or damaged, a vacuum
may not be achieved, resulting is loss of coolant
and eventual overheating due to low coolant
level in radiator and engine.
Fig. 17 WATER PUMP ASSEMBLY
1 - WATER PUMP HOUSING STUDS
2 - WATER PUMP
3 - RETAINING NUTS
4 - OIL COOLER RETAINING STUD
5 - OIL COOLER TO ENGINE BLOCK RETAINING BOLT
6 - OIL COOLER COOLANT HOSE
7 - ENGINE BLOCK
Fig. 18 WATER PUMP HOUSING O-RING
1 - WATER PUMP
2 - WATER PUMP HOUSING O-RING
3 - WATER PUMP HOUSING
Fig. 19 Cooling System Pressure Cap Filler Neck
1 - OVERFLOW NIPPLE
2 - MAIN SPRING
3 - GASKET RETAINER
4 - STAINLESS-STEEL SWIVEL TOP
5 - RUBBER SEALS
6 - VENT VALVE
7 - PRESSURE BOTTLE
8 - FILLER NECK
7a - 24 ENGINERG
WATER PUMP (Continued)
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(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC SCAN
TOOL CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P0350 Ignition Coil Draws Too Much
CurrentA coil (1-5) is drawing too much current.
P0351 (M) Ignition Coil # 1 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time.
P0352 (M) Ignition Coil # 2 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time.
P0353 (M) Ignition Coil # 3 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time.
P0354 (M) Ignition Coil # 4 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time (High Impedance).
P0355 (M) Ignition Coil # 5 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time (High Impedance).
P0356 (M) Ignition Coil # 6 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0357 Ignition Coil # 7 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0358 Ignition Coil # 8 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0401 (M) EGR System Failure Required change in air/fuel ration not detected during
diagnostic test.
P0403 (M) EGR Solenoid Circuit An open or shorted condition detected in the EGR solenoid
control circuit.
P0404 (M) EGR Position Sensor Rationality EGR position sensor signal does not correlate to EGR duty
cycle.
P0405 (M) EGR Position Sensor Volts Too Low EGR position sensor input below the acceptable voltage
range.
P0406 (M) EGR Position Sensor Volts Too High EGR position sensor input above the acceptable voltage
range.
P0412 Secondary Air Solenoid Circuit An open or shorted condition detected in the secondary air
(air switching/aspirator) solenoid control circuit.
P0420 (M) 1/1 Catalytic Converter Efficiency Catalyst 1/1 efficiency below required level.
P0432 (M) 1/2 Catalytic Converter Efficiency Catalyst 2/1 efficiency below required level.
P0441 (M) Evap Purge Flow Monitor Insufficient or excessive vapor flow detected during
evaporative emission system operation.
P0442 (M) Evap Leak Monitor 0.040 Leak
DetectedA 0.040 leak has been detected in the evaporative system.
P0443 (M) Evap Purge Solenoid Circuit An open or shorted condition detected in the EVAP purge
solenoid control circuit.
P0455 (M) Evap Leak Monitor Large Leak
DetectedA large leak has been detected in the evaporative system.
P0456 Evap Leak Monitor 0.020 Leak
DetectedA 0.020 leak has been detected in the evaporative system.
P0460 Fuel Level Unit No Change Over
MilesNo movement of fuel level sender detected.
RSELECTRONIC CONTROL MODULES8E-13
POWERTRAIN CONTROL MODULE (Continued)
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(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC SCAN
TOOL CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P0461 Fuel Level Unit No Changeover
TimeNo level of fuel level sender detected.
P0462 Fuel Level Sending Unit Volts Too
LowFuel level sensor input below acceptable voltage.
P0463 Fuel Level Sending Unit Volts Too
HighFuel level sensor input above acceptable voltage.
P0500 (M) No Vehicle Speed Sensor Signal No vehicle speed sensor signal detected during road load
conditions.
P0505 (M) Idle Air Control Motor Circuits Replace
P0508 Idle Air Control Motor Circuit Low Idle Air Control Motor Circuit input below acceptable current
P0509 Idle Air Control Motor Circuit High Idle Air Control Motor Circuit input above acceptable current
P0522 Oil Pressure Sens Low Oil pressure sensor input below acceptable voltage.
P0523 Oil Pressure Sens High Oil pressure sensor input above acceptable voltage.
P0551 (M) Power Steering Switch Failure Incorrect input state detected for the power steering switch
circuit. PL: High pressure seen at high speed.
P0600 (M) PCM Failure SPI Communications No communication detected between co-processors in the
control module.
P0601 (M) Internal Controller Failure Internal control module fault condition (check sum) detected.
P0604 Internal Trans Controller Transmission control module RAM self test fault detected.
-Aisin transmission.
P0605 Internal Trans Controller Transmission control module ROM self test fault detected
-Aisin transmission.
P0622 (G) Generator Field Not Switching
ProperlyAn open or shorted condition detected in the generator field
control circuit.
P0645 A/C Clutch Relay Circuit An open or shorted condition detected in the A/C clutch relay
control circuit.
P0700 (M) EATX Controller DTC Present This SBEC III or JTEC DTC indicates that the EATX or Aisin
controller has an active fault and has illuminated the MIL via
a CCD (EATX) or SCI (Aisin) message. The specific fault
must be acquired from the EATX via CCD or from the Aisin
via ISO-9141.
P0703 (M) Brake Switch Stuck Pressed or
ReleasedIncorrect input state detected in the brake switch circuit.
(Changed from P1595).
P0711 Trans Temp Sensor, No Temp Rise
After StartRelationship between the transmission temperature and
overdrive operation and/or TCC operation indicates a failure
of the Transmission Temperature Sensor. OBD II Rationality.
P0712 Trans Temp Sensor Voltage Too Low Transmission fluid temperature sensor input below
acceptable voltage.
P0713 Trans Temp Sensor Voltage Too
HighTransmission fluid temperature sensor input above
acceptable voltage.
P0720 Low Output SPD Sensor RPM,
Above 15 MPHThe relationship between the Output Shaft Speed Sensor
and vehicle speed is not within acceptable limits.
8E - 14 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)
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2:1. In direct drive (3rd gear), the gear ratio changes
to 1:1. The gear ratio changes as clutches are applied
and released. By monitoring the length of time it
takes for the gear ratio to change following a shift
request, the TCM can determine the volume of fluid
used to apply or release a friction element.
The volume of transmission fluid needed to apply
the friction elements are continuously updated for
adaptive controls. As friction material wears, the vol-
ume of fluid need to apply the element increases.Certain mechanical problems within the clutch
assemblies (broken return springs, out of position
snap rings, excessive clutch pack clearance, improper
assembly, etc.) can cause inadequate or out-of-range
clutch volumes. Also, defective Input/Output Speed
Sensors and wiring can cause these conditions. The
following chart identifies the appropriate clutch vol-
umes and when they are monitored/updated:
CLUTCH VOLUMES
ClutchWhen Updated
Proper Clutch
Volume
Shift Sequence Oil Temperature Throttle Angle
L/R2-1 or 3-1 coast
downshift>70É <5É 35to83
2/4 1-2 shift
> 110É5 - 54É20 to 77
OD 2-3 shift 48 to 150
UD 4-3 or 4-2 shift > 5É 24 to 70
SHIFT SCHEDULES
As mentioned earlier, the TCM has programming
that allows it to select a variety of shift schedules.
Shift schedule selection is dependent on the follow-
ing:
²Shift lever position
²Throttle position²Engine load
²Fluid temperature
²Software level
As driving conditions change, the TCM appropri-
ately adjusts the shift schedule. Refer to the follow-
ing chart to determine the appropriate operation
expected, depending on driving conditions.
Schedule Condition Expected Operation
Extreme ColdOil temperature at start-up below
-16É FPark, Reverse, Neutral and 2nd
gear only (prevents shifting which
may fail a clutch with frequent
shifts)
ColdOil temperature at start-up above
-12É F and below 36É F± Delayed 2-3 upshift
(approximately 22-31 mph)
± Delayed 3-4 upshift (45-53 mph)
± Early 4-3 costdown shift
(approximately 30 mph)
± Early 3-2 coastdown shift
(approximately 17 mph)
± High speed 4-2, 3-2, 2-1 kickdown
shifts are prevented
± No EMCC
WarmOil temperature at start-up above
36É F and below 80 degree F± Normal operation (upshift,
kickdowns, and coastdowns)
± No EMCC
8E - 26 ELECTRONIC CONTROL MODULESRS
TRANSMISSION CONTROL MODULE (Continued)
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to determine its cranking capacity. A battery that is
fully-charged, but does not pass the load test, is
faulty and must be replaced.
NOTE: Completely discharged batteries may take
several hours to accept a charge. Refer to Standard
Procedures for the proper battery charging proce-
dures.
A battery is fully-charged when:
²All battery cells are gassing freely during charg-
ing.
²A green color is visible in the sight glass of the
battery built-in test indicator.
²Three corrected specific gravity tests, taken at
one-hour intervals, indicate no increase in the spe-
cific gravity of the battery electrolyte.
²Open-circuit voltage of the battery is 12.4 volts
or greater.
STANDARD PROCEDURE - CHECKING BATTERY
ELECTROLYTE LEVEL
The following procedure can be used to check the
electrolyte level in the battery.
(1) Remove the battery caps.
(2) Look through the battery cap holes to deter-
mine the level of the electrolyte in the battery. The
electrolyte should be approximately 1 centimeter
above the battery plates or until the hook inside the
battery cap holes is covered.
(3) Add only distilled water until the electrolyte
level is approx. one centimeter above the plates.
STANDARD PROCEDURE - BATTERY
CHARGING
Battery charging is the means by which the bat-
tery can be restored to its full voltage potential. A
battery is fully-charged when:
²All of the battery cells are gassing freely during
battery charging.
²A green color is visible in the sight glass of the
battery built-in test indicator.
²Three hydrometer tests, taken at one-hour inter-
vals, indicate no increase in the temperature-cor-
rected specific gravity of the battery electrolyte.
²Open-circuit voltage of the battery is 12.4 volts
or above.
WARNING: NEVER EXCEED TWENTY AMPERES
WHEN CHARGING A COLD (-1É C [30É F] OR
LOWER) BATTERY. THE BATTERY MAY ARC INTER-
NALLY AND EXPLODE. PERSONAL INJURY AND/OR
VEHICLE DAMAGE MAY RESULT.
WARNING: IF THE BATTERY SHOWS SIGNS OF
FREEZING, LEAKING, LOOSE POSTS, DO NOTTEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
MAY ARC INTERNALLY AND EXPLODE. PERSONAL
INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
AND AROUND THE BATTERY. DO NOT SMOKE,
USE FLAME, OR CREATE SPARKS NEAR THE BAT-
TERY. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC
ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID
CONTACT WITH THE SKIN, EYES, OR CLOTHING.
IN THE EVENT OF CONTACT, FLUSH WITH WATER
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
OF THE REACH OF CHILDREN.
WARNING: IF THE BATTERY IS EQUIPPED WITH
REMOVABLE CELL CAPS, BE CERTAIN THAT EACH
OF THE CELL CAPS IS IN PLACE AND TIGHT
BEFORE THE BATTERY IS RETURNED TO SER-
VICE. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT FROM LOOSE OR MISSING
CELL CAPS.
CAUTION: Always disconnect and isolate the bat-
tery negative cable before charging a battery. Do
not exceed sixteen volts while charging a battery.
Damage to the vehicle electrical system compo-
nents may result.
CAUTION: Battery electrolyte will bubble inside the
battery case during normal battery charging. Elec-
trolyte boiling or being discharged from the battery
vents indicates a battery overcharging condition.
Immediately reduce the charging rate or turn off the
charger to evaluate the battery condition. Damage
to the battery may result from overcharging.
CAUTION: The battery should not be hot to the
touch. If the battery feels hot to the touch, turn off
the charger and let the battery cool before continu-
ing the charging operation. Damage to the battery
may result.
After the battery has been charged to 12.4 volts or
greater, perform a load test to determine the battery
cranking capacity. Refer to Standard Procedures for
the proper battery load test procedures. If the battery
will endure a load test, return the battery to service.
If the battery will not endure a load test, it is faulty
and must be replaced.
RSBATTERY SYSTEM8F-9
BATTERY (Continued)
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Spiral plate technology is the process by which the
plates holding the active material in the battery are
wound tightly in coils instead of hanging flat, like
conventional batteries. This design has a lower inter-
nal resistance and also increases the active material
surface area.
WARNING: NEVER EXCEED 14.4 VOLTS WHEN
CHARGING A SPIRAL PLATE BATTERY. PERSONAL
INJURY AND/OR BATTERY DAMAGE MAY RESULT.
Due to the maintanance-free design, distilled water
cannot be added to this battery. Therefore, if more
than 14.4 volts are used during the spiral plate bat-
tery charging process, water vapor can be exhausted
through the pressure-sensitive battery vents and lost
for good. This can permanently damage the spiral
plate battery. Never exceed 14.4 volts when charging
a spiral plate battery. Personal injury and/or battery
damage may result.
CONVENTIONAL BATTERY - GASOLINE ENGINE
Low-maintenance conventional batteries are used
on vehicles equipped with a gasoline engine, these
batteries have removable battery cell caps (Fig. 2).
Watercanbe added to this battery. Under normal
service, the composition of this battery reduces gas-
sing and water loss at normal charge rates. Howeverthese batteries may require additional distilled water
after years of service.
Conventional batteries are made up of six individ-
ual cells that are connected in series. Each cell con-
tains positive charged plate groups made of lead
oxide, and negatively charged plate groups made of
sponge lead. The plates are submerged in a sulfuric
acid and water solution called electrolyte.
Both batteries are used to store electrical energy
potential in a chemical form. When an electrical load
is applied to the battery terminals, an electrochemi-
cal reaction occurs within the battery. This reaction
causes the battery to discharge electrical current.
Refer to the RS service information for additional
Battery System information.
STANDARD PROCEDURE - CHECKING BATTERY
ELECTROLYTE LEVEL
The following procedure can be used to check the
electrolyte level in a lead-acid battery.
(1) Unscrew and remove the battery cell caps with
a flat-bladed screw driver (Fig. 3).
WARNING: NEVER PUT YOUR FACE NEAR A GAS-
SING, HOT OR SWELLED BATTERY. SERIOUS PER-
SONAL INJURY MAY RESULT.
(2) Wearing safety glasses, look through the bat-
tery cell cap holes to determine the level of the elec-
trolyte in the battery. The electrolyte should be above
the hooks inside the battery cells (Fig. 4).
Fig. 2 BATTERY CELL CAP REMOVAL/
INSTALLATION - LOW-MAINTANANCE GASOLINE
ENGINE BATTERY
1 - BATTERY CELL CAP
2 - BATTERY CASE
Fig. 3 BATTERY CELL CAP REMOVAL/
INSTALLATION- CONVENTIONAL BATTERY ONLY
1 - BATTERY CELL CAP
2 - BATTERY CASE
8Fa - 2 BATTERY SYSTEM - RG ONLYRG
BATTERY (Continued)
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