2002 CHRYSLER CARAVAN relay

SPLICE NUMBER LOCATION FIG.
S177 In Right Headlamp Wiring Assembly N/S
S179 In Left Headlamp Wiring Assembly N/S
S187 (2.5L) Near T/O for Engine Control Module C1 11
S188 (2.5L) Near T/O for Radiator Fan Relay No.1 2
S201 In T/O to Instrument Panel Speaker 15, 21
S202 Near T/O for Instrument Panel Switch Bank 15, 21
S203 Near T/O for Instrument Panel Switch Bank 15, 21
S204 Near T/O to Instrument Panel Speaker 15, 21
S205 Near T/O for C201 15
S206 Near T/O for Instrument Cluster 15
S207 In A/C Unit Assembly N/S
S208 (RHD) Between T/O for Antenna Connector and T/O for Front
Cigar Lighter21
S209 (RHD) Between T/O for Front Cigar Lighter and T/O for Brake
Transmission Shift Interlock Solenoid21
S210 (RHD) Near T/O for C203 21
S211 In Steering Column Wiring Assembly N/S
S212 In Steering Column Wiring Assembly N/S
S302 In Floor Pan Track Wiring 31
S303 In T/O to Data Link Connector 31
S304 Near T/O for C307 32
S305 Near T/O for Memory Seat/Mirror Module - C2 N/S
S306 In Floor Pan Track Wiring 32
S307 Near T/O for Memory Power Seat Switch N/S
S308 In Floor Pan Track Wiring 31
S309 In Floor Pan Track Wiring 31
S310 Near T/O for C301 30
S311 In Floor Pan Track Wiring 29
S312 Near T/O for C320 N/S
S313 Near T/O for Power Liftgate Module 40
S314 In Floor Pan Track Wiring 29
S315 In Floor Pan Track Wiring 29
S316 In Floor Pan Track Wiring 29
S317 Near T/O for C101 30
S318 Near T/O for Power Seat Circuit Breaker N/S
S319 In Floor Pan Track Wiring 32
S320 Near T/O for C200 31
S321 In T/O to Data Link Connector 31
S322 Near T/O for C301 30
S323 In Floor Pan Track Wiring 31
S324 In Floor Pan Track Wiring 29
S325 In Floor Pan Track Wiring 29
S326 Near T/O for C101 30
RS8W-91 CONNECTOR/GROUND/SPLICE LOCATION8W-91-13
CONNECTOR/GROUND/SPLICE LOCATION (Continued)
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8W-97 POWER DISTRIBUTION SYSTEM
TABLE OF CONTENTS
page page
POWER DISTRIBUTION SYSTEM
DESCRIPTION..........................1
OPERATION............................1
SPECIAL TOOLS
POWER DISTRIBUTION SYSTEMS.........2
ACCESSORY RELAY
DESCRIPTION..........................2
OPERATION............................2
DIAGNOSIS AND TESTING
DIAGNOSIS & TESTING - ACCESSORY
RELAY...............................2
REMOVAL.............................3
INSTALLATION..........................3
INTEGRATED POWER MODULE
DESCRIPTION..........................3OPERATION............................3
REMOVAL.............................4
INSTALLATION..........................4
IOD FUSE
DESCRIPTION..........................4
OPERATION............................5
REMOVAL.............................5
INSTALLATION..........................5
POWER OUTLET
DESCRIPTION..........................5
OPERATION............................5
DIAGNOSIS AND TESTING
DIAGNOSIS & TESTING - POWER OUTLET . . 5
REMOVAL.............................6
INSTALLATION..........................6
POWER DISTRIBUTION
SYSTEM
DESCRIPTION
This group covers the various standard and
optional power distribution components used on this
model. The power distribution system for this vehicle
consists of the following components:
²Integrated Power Module (IPM)
²Front Control Module (FCM)
²Power Outlets
Refer to Wiring Diagrams for complete circuit sche-
matics.
The power distribution system also incorporates
various types of circuit control and protection fea-
tures, including:
²Automatic resetting circuit breakers
²Blade-type fuses
²Bus bars
²Cartridge fuses
²Circuit splice blocks
²Flashers
²Fusible links
²Relays
Following are general descriptions of the major
components in the power distribution system. See the
owner's manual in the vehicle glove box for more
information on the features and use of all of the
power distribution system components.
OPERATION
The power distribution system for this vehicle is
designed to provide safe, reliable, and centralized dis-
tribution points for the electrical current required to
operate all of the many standard and optional facto-
ry-installed electrical and electronic powertrain,
chassis, safety, security, comfort and convenience sys-
tems. At the same time, the power distribution sys-
tem was designed to provide ready access to these
electrical distribution points for the vehicle techni-
cian to use when conducting diagnosis and repair of
faulty circuits. The power distribution system can
also prove useful for the sourcing of additional elec-
trical circuits that may be required to provide the
electrical current needed to operate many accessories
that the vehicle owner may choose to have installed
in the aftermarket.
RS8W-97 POWER DISTRIBUTION SYSTEM8W-97-1
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SPECIAL TOOLS
POWER DISTRIBUTION SYSTEMS
ACCESSORY RELAY
DESCRIPTION
The accessory relay is an electromechanical device
that switches fused battery current to the accessory
powered vehicle circuits when the ignition switch is
turned to the Accessory or On positions. The delay
feature will maintain power to the accessories for 45
seconds after the ignition is shut off or until a door is
opened. This allows sufficient time to close windows
and park the windshield wipers. The accessory relay
is located in the Integrated Power Module (IPM) in
the engine compartment.
The accessory relay is a International Standards
Organization (ISO) relay. Relays conforming to the
ISO specifications have common physical dimensions,
current capacities, terminal patterns, and terminal
functions.
The accessory relay cannot be repaired or adjusted
and, if faulty or damaged, it must be replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one movable)
electrical contacts. The movable (common feed) relay
contact is held against one of the fixed contacts (normal-
ly closed) by spring pressure. When the electromagnetic
coil is energized, it draws the movable contact away
from the normally closed fixed contact, and holds it
against the other (normally open) fixed contact.
When the electromagnetic coil is de-energized,
spring pressure returns the movable contact to the
normally closed position. The resistor or diode is con-
nected in parallel with the electromagnetic coil in the
relay, and helps to dissipate voltage spikes that are
produced when the coil is de-energized.
DIAGNOSIS AND TESTING
DIAGNOSIS & TESTING - ACCESSORY RELAY
The accessory relay (Fig. 1) is located in the Inte-
grated Power Module (IPM), in the engine compart-
ment. For complete circuit diagrams, refer toWiring
Diagrams.
(1) Remove the accessory relay from the IPM.
Refer toAccessory Relayin the Removal and
Installation section of this group for the procedure.
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 75   5 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, perform the Relay Circuit Test that
follows. If not OK, replace the faulty relay.
DIAGNOSIS & TESTING - RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) of
the IPM is connected to battery voltage and should
be hot at all times. Check for battery voltage at the
fused B(+) circuit cavity in the IPM receptacle for the
accessory relay. If OK, go to Step 2. If not OK, repair
the fused B(+) circuit to the IPM fuse as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
to the fused B(+) fuse in the IPM that feeds the
accessories when the relay is energized by the igni-
tion switch. There should be continuity between the
IPM cavity for relay terminal 87 and the fused B(+)
fuse in the IPM at all times. If OK, go to Step 4. If
not OK, repair the open fused B(+) circuit to the IPM
fuse as required.
Terminal Pick Kit 6680
Fig. 1 Accessory Relay
8W - 97 - 2 8W-97 POWER DISTRIBUTION SYSTEMRS
POWER DISTRIBUTION SYSTEM (Continued)
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(4) The coil ground terminal (85) is connected to
the electromagnet in the relay. It receives battery
feed to energize the accessory relay when the ignition
switch is in the Accessory or On positions. Turn the
ignition switch to the On position. Check for battery
voltage at the fused ignition switch output (acc/run)
circuit cavity for relay terminal 85 in the IPM recep-
tacle for the accessory relay. If OK, go to Step 5. If
not OK, repair the open fused ignition switch output
(acc/run) circuit to the ignition switch as required.
(5) The coil battery terminal (86) is connected to
the electromagnet in the relay. The IPM cavity for
this terminal should have continuity to ground at all
times. If not OK, repair the open ground circuit to
ground as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the Integrated Power Module (IPM)
cover from the IPM.
(3) Remove the accessory relay from the IPM.
Refer to the IPM cover for relay location.
INSTALLATION
(1) Position the accessory relay in the proper
receptacle in the Integrated Power Module (IPM).
(2) Push in firmly on the accessory relay until the
terminals are fully seated in the terminal cavities in
the IPM receptacle.
(3) Install the IPM cover.
(4) Reconnect the battery negative cable.
INTEGRATED POWER MODULE
DESCRIPTION
The Integrated Power Module (IPM) is a combina-
tion of the Power Distribution Center (PDC) and the
Front Control Module (FCM). The IPM is located in
the engine compartment, next to the battery on this
model (Fig. 2). The power distribution center mates
directly with the Front Control Module (FCM) to
form the IPM Fuse and Relay Center. The power dis-
tribution center (PDC) is a printed circuit board
based module that contains fuses and relays, while
the front control module contains the electronics con-
trolling the IPM and other functions. This IPM con-
nects directly to the battery positive via a four pin
connector. The ground connection is via two other
connectors. The IPM provides the primary means of
voltage distribution and protection for the entire
vehicle.
The molded plastic IPM housing includes a base
and cover. The IPM cover is easily opened or removed
for service access by squeezing the two marked coverlatches and has a fuse and relay layout map integral
to the inside surface of the cover. This IPM housing
base and cover are secured in place by an IPM
mounting bracket. This mounting bracket is designed
to allow the IPM to rotate counter-clockwise once the
locking tab is disengaged. The IPM mounting bracket
is secured in place by bolts threaded into the left
front wheel house.
Replaceable components of the IPM assembly are
broken down into the following components: the
Power Distribution Center (PDC) (without fuses or
relays), the IPM cover, the Front Control Module
(FCM), the IPM mounting bracket, IPM bracket
retaining clips and the IPM assembly which includes
the power distribution center, the cover and FCM.
Refer to the Front Control Module in the Elec-
tronic Control Module sectionof this service
manual for information on the FCM.
OPERATION
All of the current from the battery and the gener-
ator output enters the Integrated Power Module
(IPM) via a four- pin connector on the bottom of the
module. The IPM cover is unlatched and opened or
removed to access the fuses or relays. Internal con-
nections of all of the power distribution center cir-
cuits is accomplished by a combination of bus bars
and a printed circuit board. Refer to the Wiring sec-
Fig. 2 BATTERY THERMAL GUARD
1 - BATTERY THERMAL GUARD
2 - INTEGRATED POWER MODULE
3 - FRONT CONTROL MODULE
RS8W-97 POWER DISTRIBUTION SYSTEM8W-97-3
ACCESSORY RELAY (Continued)
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tion of the service manual for complete IPM circuit
schematics.
REMOVAL
(1) Disconnect the negative and positive battery
cables.
(2) Remove the battery thermal guard from the
vehicle. Refer to the Battery section for the proce-
dure.
(3) Remove the battery from the vehicle. Refer to
the Battery section for the procedure.
(4) Using a flat-bladed screwdriver, twist the Inte-
grated Power Module (IPM) bracket retaining latch
outward to free the intelligent power module from its
mounting bracket (Fig. 3).
(5) Rotate the IPM counter-clockwise to access and
disconnect the various electrical connectors (Fig. 4).
(6) Free the IPM from its mounting bracket by
removing the IPM bracket clips from the hinge. A
screwdriver slipped up from under the hinge will free
the clips.
INSTALLATION
(1) Snap the left side of the Integrated Power Mod-
ule (IPM) housing in its mounting bracket and con-
nect the various electrical connectors. Care must be
taken that the Connector Positive Assurance (CPA)
on the five-pin B+ connector is positively engaged to
prevent generating a Diagnostic Trouble Code (DTC).
NOTE: IPM electrical connectors are color coded to
ease location reference.(2) Being certain no wires are stressed or pinched,
rotate the IPM clock-wise until secured in mounting
bracket. An audible click may be heard.
(3) Install the battery in the vehicle. Refer to the
Battery section for the procedure.
(4) Install the battery thermal guard in the vehi-
cle. Refer to the Battery section for the procedure.
(5)
Connect the negative and positive battery cables.
(6) Using a diagnostic scan tool, check for any
stored diagnostic trouble codes and correct, check
that all vehicle options are operational before return-
ing the vehicle to service.
IOD FUSE
DESCRIPTION
All vehicles are equipped with an Ignition-Off
Draw (IOD) fuse that is removed from its normal
cavity in the Integrated Power Module (IPM) when
the vehicle is shipped from the factory. Dealer per-
sonnel are to remove the IOD fuse from the storage
location and install it into the IPM fuse cavity
marked IOD as part of the preparation procedures
performed just prior to new vehicle delivery.
The IPM has a molded plastic cover that can be
removed to provide service access to all of the fuses
and relays in the IPM. An integral latch and hinges
are molded into the IPM cover for easy removal. A
fuse layout map is integral to the underside of the
IPM cover to ensure proper fuse and relay identifica-
Fig. 3 RELEASING INTEGRATED POWER MODULE
FROM ITS MOUNTING BRACKET
Fig. 4 DISCONNECTING IPM
1 - INTEGRATED POWER MODULE FUSE & RELAY CENTER
8W - 97 - 4 8W-97 POWER DISTRIBUTION SYSTEMRS
INTEGRATED POWER MODULE (Continued)
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(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak. If a leak is
present in this area, remove transmission for further
inspection.
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, oil gallery cup
plug, bedplate to cylinder block mating surfaces
and seal bore. See proper repair procedures for
these items.
(4) If no leaks are detected, pressurize the crank-
case as previously described.
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks and
scratches. The crankshaft seal flange is especially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until dis-
assembled.
(7) After the oil leak root cause and appropriate
corrective action have been identified, replace compo-
nent(s) as necessary.
DIAGNOSIS AND TESTING - CYLINDER
COMPRESSION PRESSURE TEST
The results of a cylinder compression pressure test
can be utilized to diagnose several engine malfunc-
tions.
Ensure the battery is completely charged and the
engine starter motor is in good operating condition.
Otherwise the indicated compression pressures may
not be valid for diagnosis purposes.
(1) Check engine oil level and add oil if necessary.
(2) Drive the vehicle until engine reaches normal
operating temperature. Select a route free from traf-
fic and other forms of congestion, observe all traffic
laws, and accelerate through the gears several times
briskly.
(3) Remove all spark plugs from engine. As spark
plugs are being removed, check electrodes for abnor-
mal firing indicators fouled, hot, oily, etc. Record cyl-
inder number of spark plug for future reference.(4) Remove the Auto Shutdown (ASD) relay from
the PDC.
(5) Be sure throttle blade is fully open during the
compression check.
(6) Insert compression gauge adaptor Special Tool
8116 or the equivalent, into the #1 spark plug hole in
cylinder head. Connect the 0±500 psi (Blue) pressure
transducer (Special Tool CH7059) with cable adap-
tors to the DRBIIIt. For Special Tool identification,
(Refer to 9 - ENGINE - SPECIAL TOOLS).
(7) Crank engine until maximum pressure is
reached on gauge. Record this pressure as #1 cylin-
der pressure.
(8) Repeat the previous step for all remaining cyl-
inders.
(9) Compression should not be less than 689 kPa
(100 psi) and not vary more than 25 percent from cyl-
inder to cylinder.
(10) If one or more cylinders have abnormally low
compression pressures, repeat the compression test.
(11) If the same cylinder or cylinders repeat an
abnormally low reading on the second compression
test, it could indicate the existence of a problem in
the cylinder in question.The recommended com-
pression pressures are to be used only as a
guide to diagnosing engine problems. An engine
should not be disassembled to determine the
cause of low compression unless some malfunc-
tion is present.
DIAGNOSIS AND TESTING - 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 PRESSURE 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 pressure 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.
RSENGINE 2.4L9-9
ENGINE 2.4L (Continued)
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(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak. If a leak is
present in this area, remove transmission for further
inspection.
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, oil gallery cup
plug, bedplate to cylinder block mating surfaces
and seal bore. See proper repair procedures for
these items.
(4) If no leaks are detected, pressurize the crank-
case as previously described.
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks and
scratches. The crankshaft seal flange is especially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until dis-
assembled.
(7) After the oil leak root cause and appropriate
corrective action have been identified, replace compo-
nent(s) as necessary.
DIAGNOSIS AND TESTING - CYLINDER
COMPRESSION PRESSURE TEST
The results of a cylinder compression pressure test
can be utilized to diagnose several engine malfunc-
tions.
Ensure the battery is completely charged and the
engine starter motor is in good operating condition.
Otherwise the indicated compression pressures may
not be valid for diagnosis purposes.
(1) Check engine oil level and add oil if necessary.
(2) Drive the vehicle until engine reaches normal
operating temperature. Select a route free from traf-
fic and other forms of congestion, observe all traffic
laws, and accelerate through the gears several times
briskly.
(3) Remove all spark plugs from engine. As spark
plugs are being removed, check electrodes for abnor-
mal firing indicators fouled, hot, oily, etc. Record cyl-
inder number of spark plug for future reference.(4) Remove the Auto Shutdown (ASD) relay from
the PDC.
(5) Be sure throttle blade is fully open during the
compression check.
(6) Insert compression gauge adaptor Special Tool
8116 or the equivalent, into the #1 spark plug hole in
cylinder head. Connect the 0±500 psi (Blue) pressure
transducer (Special Tool CH7059) with cable adap-
tors to the DRBIIIt. For Special Tool identification,
(Refer to 9 - ENGINE - SPECIAL TOOLS).
(7) Crank engine until maximum pressure is
reached on gauge. Record this pressure as #1 cylin-
der pressure.
(8) Repeat the previous step for all remaining cyl-
inders.
(9) Compression should not be less than 689 kPa
(100 psi) and not vary more than 25 percent from cyl-
inder to cylinder.
(10) If one or more cylinders have abnormally low
compression pressures, repeat the compression test.
(11) If the same cylinder or cylinders repeat an
abnormally low reading on the second compression
test, it could indicate the existence of a problem in
the cylinder in question.The recommended com-
pression pressures are to be used only as a
guide to diagnosing engine problems. An engine
should not be disassembled to determine the
cause of low compression unless some malfunc-
tion is present.
DIAGNOSIS AND TESTING - 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 PRESSURE 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 pressure 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.
RSENGINE 3.3/3.8L9-83
ENGINE 3.3/3.8L (Continued)
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FUEL DELIVERY
DESCRIPTION
DESCRIPTION
The front wheel drive car uses a plastic fuel tank
located rear center of the vehicle.
The Fuel Delivery System consists of: the following
items:
²Electric fuel pump module
²Fuel filter
²Tubes/lines/hoses
²Fuel injectors
The in-tank fuel pump module contains the fuel
pump. The pump is serviced as part of the fuel pump
module. Refer to Fuel Pump Module.
The fuel filter is replaceable, it is mounted on the
outside, on top of, the fuel tank. Refer to the Main-
tenance Schedules in the Introduction section of this
manual for recommended fuel filter replacement
intervals.
DESCRIPTION - FFV REPLACEMENT PARTS
Many components in a Flexible Fuel Vehicle (FFV)
are designed to be compatible with ethanol. Always
be sure that the vehicle is serviced with correct etha-
nol compatible parts.
CAUTION: Replacing fuel system components with
non-ethanol compatible components can damage
your vehicle and may void the warranty.
OPERATION
The fuel system provides fuel pressure by an
in-tank pump module. The PCM controls the opera-
tion of the fuel system by providing battery voltage
to the fuel pump through the fuel pump relay. The
PCM requires only three inputs and a good ground to
operate the fuel pump relay. The three inputs are:²Ignition voltage
²Crankshaft Position (CKP) sensor
²Camshaft Position (CMP) sensor
DIAGNOSIS AND TESTING - FUEL DELIVERY
SYSTEM
(Refer to Appropriate Diagnostic Information)
STANDARD PROCEDURE
STANDARD PROCEDURE - FUEL SYSTEM
PRESSURE RELEASE PROCEDURE
(1) Remove Fuel Pump relay from Power Distribu-
tion Center (PDC). For location of relay, refer to label
on underside of PDC cover.
(2) Start and run engine until it stalls.
(3) Attempt restarting engine until it will no
longer run.
(4) Turn ignition key to OFF position.
(5) Return fuel pump relay to PDC.
(6) One or more Diagnostic Trouble Codes (DTC's)
may have been stored in PCM memory due to fuel
pump relay removal. The DRB IIItscan tool must be
used to erase a DTC.
STANDARD PROCEDURE - DRAINING FUEL
TANK
(1) Release fuel system pressure, refer to the Fuel
System Release Procedure in this section.
(2) Insert a 1/4 inch siphon (max. O. D. 5/16) hose
from a portable fuel siphoning tank through the fuel
filler neck opening into the fuel tank. Hose most
have a 30 degree angle cut on the end to bypass the
check valve in the end of the filler neck. Refer to the
siphoning tank's Manufacturing Instructions.
(3) Drain fuel from fuel tank into siphoning tank.
14 - 2 FUEL DELIVERYRS
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