2002 JEEP LIBERTY Valve cover

odor that may change with age. Consequently, odor
and color cannot be used to indicate the fluid condi-
tion or the need for a fluid change.
FLUID ADDITIVES
DaimlerChrysler strongly recommends against the
addition of any fluids to the transmission, other than
those automatic transmission fluids listed above.
Exceptions to this policy are the use of special dyes
to aid in detecting fluid leaks.
Various ªspecialº additives and supplements exist
that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter
clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been sup-
ported to the satisfaction of DaimlerChrysler and
these additivesmust not be used.The use of trans-
mission ªsealersº should also be avoided, since they
may adversely affect the integrity of transmission
seals.
DESCRIPTION - TRANSFER CASE - NV231
Recommended lubricant for the NV231 transfer
case is MopartATF +4, type 9602, Automatic Trans-
mission Fluid.
DESCRIPTION - TRANSFER CASE - NV242
Recommended lubricant for the NV242 transfer
case is MopartATF+4, type 9602 Automatic Trans-
mission Fluid.
DESCRIPTION - ENGINE COOLANT
WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL
BASE COOLANT AND IS HARMFUL IF SWAL-
LOWED OR INHALED. IF SWALLOWED, DRINK
TWO GLASSES OF WATER AND INDUCE VOMIT-
ING. IF INHALED, MOVE TO FRESH AIR AREA.
SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT
STORE IN OPEN OR UNMARKED CONTAINERS.
WASH SKIN AND CLOTHING THOROUGHLY AFTER
COMING IN CONTACT WITH ETHYLENE GLYCOL.
KEEP OUT OF REACH OF CHILDREN. DISPOSE OF
GLYCOL BASE COOLANT PROPERLY, CONTACT
YOUR DEALER OR GOVERNMENT AGENCY FOR
LOCATION OF COLLECTION CENTER IN YOUR
AREA. DO NOT OPEN A COOLING SYSTEM WHEN
THE ENGINE IS AT OPERATING TEMPERATURE OR
HOT UNDER PRESSURE, PERSONAL INJURY CAN
RESULT. AVOID RADIATOR COOLING FAN WHEN
ENGINE COMPARTMENT RELATED SERVICE IS
PERFORMED, PERSONAL INJURY CAN RESULT.
CAUTION: Use of Propylene Glycol based coolants
is not recommended, as they provide less freeze
protection and less corrosion protection.The cooling system is designed around the coolant.
The coolant must accept heat from engine metal, in
the cylinder head area near the exhaust valves and
engine block. Then coolant carries the heat to the
radiator where the tube/fin radiator can transfer the
heat to the air.
The use of aluminum cylinder blocks, cylinder
heads, and water pumps requires special corrosion
protection. MopartAntifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769), or the equiva-
lent ethylene glycol base coolant with organic corro-
sion inhibitors (called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% Ethylene Glycol and 50% distilled
water to obtain a freeze point of -37ÉC (-35ÉF). If it
loses color or becomes contaminated, drain, flush,
and replace with fresh properly mixed coolant solu-
tion.
CAUTION: MoparTAntifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769) may not be
mixed with any other type of antifreeze. Mixing of
coolants other than specified (non-HOAT or other
HOAT), may result in engine damage that may not
be covered under the new vehicle warranty, and
decreased corrosion protection.
COOLANT PERFORMANCE
The required ethylene-glycol (antifreeze) and water
mixture depends upon climate and vehicle operating
conditions. The coolant performance of various mix-
tures follows:
Pure Water-Water can absorb more heat than a
mixture of water and ethylene-glycol. This is for pur-
pose of heat transfer only. Water also freezes at a
higher temperature and allows corrosion.
100 percent Ethylene-Glycol-The corrosion
inhibiting additives in ethylene-glycol need the pres-
ence of water to dissolve. Without water, additives
form deposits in system. These act as insulation
causing temperature to rise to as high as 149ÉC
(300ÉF). This temperature is hot enough to melt plas-
tic and soften solder. The increased temperature can
result in engine detonation. In addition, 100 percent
ethylene-glycol freezes at -22ÉC (-8ÉF).
50/50 Ethylene-Glycol and Water-Is the recom-
mended mixture, it provides protection against freez-
ing to -37ÉC (-34ÉF). The antifreeze concentration
must alwaysbe a minimum of 44 percent, year-
round in all climates. If percentage is lower, engine
parts may be eroded by cavitation. Maximum protec-
tion against freezing is provided with a 68 percent
antifreeze concentration, which prevents freezing
down to -67.7ÉC (-90ÉF). A higher percentage will
freeze at a warmer temperature. Also, a higher per-
KJLUBRICATION & MAINTENANCE 0 - 3
FLUID TYPES (Continued)

BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP
WATER PUDDLES
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
mile or two. However, if the lining is both soaked and
dirt contaminated, cleaning and/or replacement will
be necessary.
BRAKE LINING CONTAMINATION
Brake lining contamination is mostly a product of
leaking calipers or wheel cylinders, worn seals, driv-
ing through deep water puddles, or lining that has
become covered with grease and grit during repair.
Contaminated lining should be replaced to avoid fur-
ther brake problems.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause pull.
Severely worn tires with very little tread left can
produce a grab-like condition as the tire loses and
recovers traction. Flat-spotted tires can cause vibra-
tion and generate shudder during brake operation. A
tire with internal damage such as a severe bruise,
cut, or ply separation can cause pull and vibration.
BRAKE NOISES
Some brake noise is common with rear drum
brakes and on some disc brakes during the first few
stops after a vehicle has been parked overnight or
stored. This is primarily due to the formation of trace
corrosion (light rust) on metal surfaces. This light
corrosion is typically cleared from the metal surfaces
after a few brake applications causing the noise to
subside.
BRAKE SQUEAK/SQUEAL
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or
oil. Glazed linings and rotors with hard spots can
also contribute to squeak. Dirt and foreign material
embedded in the brake lining will also cause squeak/
squeal.
A very loud squeak or squeal is frequently a sign of
severely worn brake lining. If the lining has worn
through to the brake shoes in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors and drums can become so scored that replace-
ment is necessary.
BRAKE CHATTER
Brake chatter is usually caused by loose or worn
components, or glazed/burnt lining. Rotors with hard
spots can also contribute to chatter. Additional causesof chatter are out-of-tolerance rotors, brake lining not
securely attached to the shoes, loose wheel bearings
and contaminated brake lining.
THUMP/CLUNK NOISE
Thumping or clunk noises during braking are fre-
quentlynotcaused by brake components. In many
cases, such noises are caused by loose or damaged
steering, suspension, or engine components. However,
calipers that bind on the slide surfaces can generate
a thump or clunk noise. In addition, worn out,
improperly adjusted, or improperly assembled rear
brake shoes can also produce a thump noise.
STANDARD PROCEDURE
STANDARD PROCEDURE - PRESSURE
BLEEDING
Use Mopar brake fluid, or an equivalent quality
fluid meeting SAE J1703-F and DOT 3 standards
only. Use fresh, clean fluid from a sealed container at
all times.
Do not pump the brake pedal at any time while
bleeding. Air in the system will be compressed into
small bubbles that are distributed throughout the
hydraulic system. This will make additional bleeding
operations necessary.
Do not allow the master cylinder to run out of fluid
during bleed operations. An empty cylinder will allow
additional air to be drawn into the system. Check the
cylinder fluid level frequently and add fluid as
needed.
Bleed only one brake component at a time in the
following sequence:
²Master Cylinder
²Combination Valve
²Right Rear Wheel
²Left Rear Wheel
²Right Front Wheel
²Left Front Wheel
Follow the manufacturers instructions carefully
when using pressure equipment. Do not exceed the
tank manufacturers pressure recommendations. Gen-
erally, a tank pressure of 15-20 psi is sufficient for
bleeding.
Fill the bleeder tank with recommended fluid and
purge air from the tank lines before bleeding.
Do not pressure bleed without a proper master cyl-
inder adapter. The wrong adapter can lead to leak-
age, or drawing air back into the system. Use
adapter provided with the equipment or Adapter
6921.
KJBRAKES - BASE 5 - 5
BRAKES - BASE (Continued)

(2) Attach bleed tubes to cylinder outlet ports.
Then position each tube end into reservoir (Fig. 40).
(3) Fill reservoir with fresh brake fluid.
(4) Press cylinder pistons inward with wood dowel.
Then release pistons and allow them to return underspring pressure. Continue bleeding operations until
air bubbles are no longer visible in fluid.
REMOVAL
(1) Siphon and drain the fluid from the reservoir.
(2) Remove the brake lines at the master cylinder.
(3) Disconnect the fluid level electrical connector
from the reservoir.
(4) Remove mounting nuts from the master cylin-
der.
(5) Remove master cylinder.
(6) Remove cylinder cover and drain the rest of the
fluid.
(7) If master cylinder reservoir requires service-
,(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
FLUID RESERVOIR - REMOVAL). (Fig. 41)
INSTALLATION
NOTE: If master cylinder is replaced, bleed cylinder
before installation.
(1) Clean cylinder mounting surface of brake
booster.
(2) Install master cylinder onto brake booster
studs.
(3) Install mounting nuts and tighten to 25 N´m
(220 in. lbs.).
(4) Connect the brake lines to the master cylinder
and tighten to 20 N´m (180 in. lbs.).
(5) Connect fluid level electrical connector to the
reservoir.
(6) Fill and bleed base brake system,(Refer to 5 -
BRAKES - STANDARD PROCEDURE).
Fig. 38 Typical Booster Vacuum Test Connections
1 - TEE FITTING
2 - SHORT CONNECTING HOSE
3 - CHECK VALVE
4 - CHECK VALVE HOSE
5 - CLAMP TOOL
6 - INTAKE MANIFOLD
7 - VACUUM GAUGE
Fig. 39 TYPICAL - VACUUM CHECK VALVE AND
SEAL
1 - BOOSTER CHECK VALVE
2 - APPLY TEST VACUUM HERE
3 - VALVE SEAL
Fig. 40 MASTER - TYPICAL
1 - BLEEDING TUBES
2 - RESERVOIR
KJBRAKES - BASE 5 - 25
MASTER CYLINDER (Continued)

NOTE: The engine cooling system will push any
remaining air into the coolant bottle within about an
hour of normal driving. As a result, a drop in cool-
ant level in the pressure bottle may occur. If the
engine cooling system overheats and pushes cool-
ant into the overflow side of the coolant bottle, this
coolant will be sucked back into the cooling system
ONLY IF THE PRESSURE CAP IS LEFT ON THE
BOTTLE. Removing the pressure cap breaks the
vacuum path between the two bottle sections and
the coolant will not return to cooling system.
(3) With heater control unit in the HEAT position,
operate engine with pressure bottle cap in place.
(4) Add coolant to pressure bottle as necessary.
Only add coolant to the pressure bottle when
the engine is cold. Coolant level in a warm
engine will be higher due to thermal expansion.
NOTE: The coolant bottle has two chambers. Cool-
ant will normally only be in the outboard (larger) of
the two. The inboard chamber is only to recover
coolant in the event of an overheat or after a recent
service fill. The inboard chamber should normally
be empty. If there is coolant in the overflow side of
the coolant bottle (after several warm/cold cycles of
the engine) and coolant level is above cold full
when cold, disconnect the end of the overflow hose
at the fill neck and lower it into a clean container.
Allow coolant to drain into the container until emp-
tied. Reconnect overflow hose to fill neck.
STANDARD PROCEDURE - COOLING SYSTEM -
REVERSE FLUSHING
CAUTION: The cooling system normally operates at
97-to-110 kPa (14-to -16 psi) pressure. Exceeding
this pressure may damage the radiator or hoses.
Reverse flushing of the cooling system is the forc-
ing of water through the cooling system. This is done
using air pressure in the opposite direction of normal
coolant flow. It is usually only necessary with very
dirty systems with evidence of partial plugging.
CHEMICAL CLEANING
If visual inspection indicates the formation of
sludge or scaly deposits, use a radiator cleaner
(Mopar Radiator Kleen or equivalent) before flushing.
This will soften scale and other deposits and aid the
flushing operation.
CAUTION: Be sure instructions on the container are
followed.
REVERSE FLUSHING RADIATOR
Disconnect the radiator hoses from the radiator fit-
tings. Attach a section of radiator hose to the radia-
tor bottom outlet fitting and insert the flushing gun.
Connect a water supply hose and air supply hose to
the flushing gun.
CAUTION: The cooling system normally operates at
97-to-110 kPa (14- to-16 psi) pressure. Exceeding
this pressure may damage the radiator or hoses.
Allow the radiator to fill with water. When radiator
is filled, apply air in short blasts allowing radiator to
refill between blasts. Continue this reverse flushing
until clean water flows out through rear of radiator
cooling tube passages. For more information, refer to
operating instructions supplied with flushing equip-
ment. Have radiator cleaned more extensively by a
radiator repair shop.
REVERSE FLUSHING ENGINE
Drain the cooling system (Refer to 7 - COOLING -
STANDARD PROCEDURE). Remove the thermostat
housing and thermostat. Install the thermostat hous-
ing. Disconnect the radiator upper hose from the
radiator and attach the flushing gun to the hose. Dis-
connect the radiator lower hose from the water
pump. Attach a lead away hose to the water pump
inlet fitting.
CAUTION: Be sure that the heater control valve is
closed (heat off). This is done to prevent coolant
flow with scale and other deposits from entering
the heater core.
Connect the water supply hose and air supply hose
to the flushing gun. Allow the engine to fill with
water. When the engine is filled, apply air in short
blasts, allowing the system to fill between air blasts.
Continue until clean water flows through the lead
away hose. For more information, refer to operating
instructions supplied with flushing equipment.
Remove the lead away hose, flushing gun, water
supply hose and air supply hose. Remove the thermo-
stat housing (Refer to 7 - COOLING/ENGINE/EN-
GINE COOLANT THERMOSTAT - REMOVAL).
Install the thermostat and housing with a replace-
ment gasket (Refer to 7 - COOLING/ENGINE/EN-
GINE COOLANT THERMOSTAT -
INSTALLATION). Connect the radiator hoses. Refill
the cooling system with the correct antifreeze/water
mixture (Refer to 7 - COOLING - STANDARD PRO-
CEDURE).
7s - 12 COOLING - 2.4LKJ
COOLING - 2.4L (Continued)

ENGINE
TABLE OF CONTENTS
page page
COOLANT
DESCRIPTION
DESCRIPTION - HOAT COOLANT.........18
DESCRIPTION - ENGINE COOLANT.......19
OPERATION...........................20
COOLANT RECOVERY PRESS CONTAINER
DESCRIPTION.........................20
OPERATION...........................20
ENGINE BLOCK HEATER - 2.4L
DESCRIPTION.........................20
OPERATION...........................20
REMOVAL - 2.4L........................20
INSTALLATION - 2.4L....................20
ENGINE COOLANT TEMPERATURE SENSOR
DESCRIPTION.........................21
OPERATION...........................21
REMOVAL.............................21
INSTALLATION.........................22
ENGINE COOLANT THERMOSTAT
REMOVAL - 2.4L ENGINE.................22
INSTALLATION - 2.4L ENGINE.............22
RADIATOR
DESCRIPTION.........................22REMOVAL.............................22
CLEANING............................24
INSPECTION..........................24
INSTALLATION.........................24
RADIATOR PRESSURE CAP
DESCRIPTION.........................25
OPERATION...........................25
DIAGNOSIS AND TESTING - RADIATOR
PRESSURE CAP......................25
CLEANING............................25
INSPECTION..........................25
RADIATOR FAN - ELECTRIC
DESCRIPTION.........................26
OPERATION...........................26
REMOVAL.............................26
INSTALLATION.........................27
WATER PUMP - 2.4L
DESCRIPTION.........................27
OPERATION...........................27
REMOVAL - 2.4L ENGINE.................27
INSPECTION..........................28
INSTALLATION - 2.4L ENGINE.............28
COOLANT
DESCRIPTION
DESCRIPTION - HOAT COOLANT
WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL
BASE COOLANT AND IS HARMFUL IF SWAL-
LOWED OR INHALED. IF SWALLOWED, DRINK
TWO GLASSES OF WATER AND INDUCE VOMIT-
ING. IF INHALED, MOVE TO FRESH AIR AREA.
SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT
STORE IN OPEN OR UNMARKED CONTAINERS.
WASH SKIN AND CLOTHING THOROUGHLY AFTER
COMING IN CONTACT WITH ETHYLENE GLYCOL.
KEEP OUT OF REACH OF CHILDREN. DISPOSE OF
GLYCOL BASE COOLANT PROPERLY, CONTACT
YOUR DEALER OR GOVERNMENT AGENCY FOR
LOCATION OF COLLECTION CENTER IN YOUR
AREA. DO NOT OPEN A COOLING SYSTEM WHEN
THE ENGINE IS AT OPERATING TEMPERATURE OR
HOT UNDER PRESSURE, PERSONAL INJURY CAN
RESULT. AVOID RADIATOR COOLING FAN WHENENGINE COMPARTMENT RELATED SERVICE IS
PERFORMED, PERSONAL INJURY CAN RESULT.
CAUTION: Use of Propylene Glycol based coolants
is not recommended, as they provide less freeze
protection and less corrosion protection.
The cooling system is designed around the coolant.
The coolant must accept heat from engine metal, in
the cylinder head area near the exhaust valves and
engine block. Then coolant carries the heat to the
radiator where the tube/fin radiator can transfer the
heat to the air.
The use of aluminum cylinder blocks, cylinder
heads, and water pumps requires special corrosion
protection. MopartAntifreeze/Coolant, 5 Year/100,000
Mile Formula (MS-9769), or the equivalent ethylene
glycol base coolant with organic corrosion inhibitors
(called HOAT, for Hybrid Organic Additive Technology)
is recommended. This coolant offers the best engine
cooling without corrosion when mixed with 50% Eth-
ylene Glycol and 50% distilled water to obtain a freeze
point of -37ÉC (-35ÉF). If it loses color or becomes con-
taminated, drain, flush, and replace with fresh prop-
erly mixed coolant solution.
7s - 18 ENGINEKJ

(9) Remove the accessory drive bracket.
(10) Remove the timing belt (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT AND SPROCKET(S)
- REMOVAL).
(11) Remove timing belt idler pulley.
(12) Hold camshaft sprocket with Special tool
C-4687 and adaptor C-4687-1 while removing bolt.
Remove both cam sprockets.
(13) Remove the timing belt rear cover (Refer to 9
- ENGINE/VALVE TIMING/TIMING BELT COV-
ER(S) - REMOVAL).
(14) Remove water pump to engine attaching
screws (Fig. 15).
INSPECTION
Replace water pump body assembly if it has any of
these defects:
(1) Cracks or damage on the body.
(2) Coolant leaks from the shaft seal, evident by
wet coolant traces on the pump body.
(3) Loose or rough turning bearing.
(4) Impeller rubs either the pump body or the
engine block.
(5) Impeller loose or damaged.
(6) Sprocket or sprocket flange loose or damaged.
INSTALLATION - 2.4L ENGINE
(1) Install new O-ring gasket in water pump body
O-ring locating groove (Fig. 16).
CAUTION: Make sure O-ring is properly seated in
water pump groove before tightening screws. An
improperly located O-ring may be damaged and
cause a coolant leak.
(2) Assemble pump body to block and tighten
screws to 12 N´m (105 in. lbs.). Pressurize cooling
system to 103.4 Kpa (15 psi) with pressure tester and
check water pump shaft seal and O-ring for leaks.
(3) Rotate pump by hand to check for freedom of
movement.
(4) Install the timing belt rear cover (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT COVER(S)
- INSTALLATION).
(5) Install camshaft sprockets and target ring.
Torque bolts to 101 N´m (75 ft. lbs.) while holding
camshaft sprocket with Special tool C-4687 and
adaptor C-4687-1.
(6) Install timing belt idler pulley and torque
mounting bolt to 61 N´m (45 ft. lbs.).
(7) Install the timing belt (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT AND SPROCKET(S)
- INSTALLATION).
Fig. 15 Water Pump - 2.4L
1 - CYLINDER BLOCK
2 - WATER PUMP
Fig. 16 Water Pump Body
1 - IMPELLER
2 - WATER PUMP BODY
3 - O-RING LOCATING GROOVE
7s - 28 ENGINEKJ
WATER PUMP - 2.4L (Continued)

TRANSMISSION
TABLE OF CONTENTS
page page
TRANS COOLER
DESCRIPTION.........................30STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES.................30
TRANS COOLER
DESCRIPTION
An internal high capacity/high efficiency cooler is
used on all vehicles, these coolers are an oil-to-cool-
ant type, which consists of plates mounted in the
radiator outlet tank.Because the internal oil cooler is
so efficient, no auxiliary oil cooler is offered. The
cooler is not serviceable separately from the radiator.
STANDARD PROCEDURE - FLUSHING
COOLERS AND TUBES
When a transmission failure has contaminated the
fluid, the oil cooler(s) must be flushed. The torque
converter must also be replaced. This will insure that
metal particles or sludged oil are not later trans-
ferred back into the reconditioned (or replaced) trans-
mission.
The only recommended procedure for flushing cool-
ers and lines is to use Tool 6906-B Cooler Flusher.
WARNING: WEAR PROTECTIVE EYEWEAR THAT
MEETS THE REQUIREMENTS OF OSHA AND ANSI
Z87.1±1968. WEAR STANDARD INDUSTRIAL RUB-
BER GLOVES. KEEP LIGHTED CIGARETTES,
SPARKS, FLAMES, AND OTHER IGNITION
SOURCES AWAY FROM THE AREA TO PREVENT
THE IGNITION OF COMBUSTIBLE LIQUIDS AND
GASES. KEEP A CLASS (B) FIRE EXTINGUISHER IN
THE AREA WHERE THE FLUSHER WILL BE USED.
KEEP THE AREA WELL VENTILATED.DO NOT LET
FLUSHING SOLVENT COME IN CONTACT WITH
YOUR EYES OR SKIN: IF EYE CONTAMINATION
OCCURS, FLUSH EYES WITH WATER FOR 15 TO 20
SECONDS. REMOVE CONTAMINATED CLOTHING
AND WASH AFFECTED SKIN WITH SOAP AND
WATER. SEEK MEDICAL ATTENTION.
(1) Remove cover plate filler plug on Tool 6906-B.
Fill reservoir 1/2 to 3/4 full of fresh flushing solution.
Flushing solvents are petroleum based solutions gen-
erally used to clean automatic transmission compo-
nents.DO NOTuse solvents containing acids, water,
gasoline, or any other corrosive liquids.(2) Reinstall filler plug on Tool 6906-B.
(3) Verify pump power switch is turned OFF. Con-
nect red alligator clip to positive (+) battery post.
Connect black (-) alligator clip to a good ground.
(4) Disconnect the cooler lines at the transmission.
NOTE: When flushing transmission cooler and
lines, ALWAYS reverse flush.
NOTE: The converter drainback valve must be
removed and an appropriate replacement hose
installed to bridge the space between the transmis-
sion cooler line and the cooler fitting. Failure to
remove the drainback valve will prevent reverse
flushing the system. A suitable replacement hose
can be found in the adapter kit supplied with the
flushing tool.
(5) Connect the BLUE pressure line to the OUT-
LET (From) cooler line.
(6) Connect the CLEAR return line to the INLET
(To) cooler line
(7) Turn pump ON for two to three minutes to
flush cooler(s) and lines.
(8) Turn pump OFF.
(9) Disconnect CLEAR suction line from reservoir
at cover plate. Disconnect CLEAR return line at
cover plate, and place it in a drain pan.
(10) Turn pump ON for 30 seconds to purge flush-
ing solution from cooler and lines. Turn pump OFF.
(11) Place CLEAR suction line into a one quart
container of MopartATF +4, type 9602, Automatic
Transmission Fluid.
(12) Turn pump ON until all transmission fluid is
removed from the one quart container and lines. This
purges any residual cleaning solvent from the trans-
mission cooler and lines. Turn pump OFF.
(13) Disconnect alligator clips from battery. Recon-
nect flusher lines to cover plate, and remove flushing
adapters from cooler lines.
7s - 30 TRANSMISSIONKJ

NOTE: Over or under tightening the sensor mount-
ing bolts will affect knock sensor performance, pos-
sibly causing improper spark control. Always use
the specified torque when installing the knock sen-
sors.
REMOVAL
The 2 knock sensors are bolted into the cylinder
block under the intake manifold (Fig. 20).
NOTE: The left sensor is identified by an identifica-
tion tag (LEFT). It is also identified by a larger bolt
head. The Powertrain Control Module (PCM) must
have and know the correct sensor left/right posi-
tions. Do not mix the sensor locations.
(1) Disconnect knock sensor dual pigtail harness
from engine wiring harness. this connection is made
near rear of left valve cover (Fig. 20).
(2) Remove intake manifold. Refer to Engine sec-
tion.
(3) Remove sensor mounting bolts (Fig. 20). Note
foam strip on bolt threads. This foam is used only to
retain the bolts to sensors for plant assembly. It is
not used as a sealant. Do not apply any adhesive,
sealant or thread locking compound to these bolts.
(4) Remove sensors from engine.
INSTALLATION
NOTE: The left sensor is identified by an identifica-
tion tag (LEFT). It is also identified by a larger bolt
head. The Powertrain Control Module (PCM) must
have and know the correct sensor left/right posi-
tions. Do not mix the sensor locations.
(1) Thoroughly clean knock sensor mounting holes.
(2) Install sensors into cylinder block.
NOTE: Over or under tightening the sensor mount-
ing bolts will affect knock sensor performance, pos-
sibly causing improper spark control. Always use
the specified torque when installing the knock sen-
sors. The torque for the knock senor bolt is rela-
tively light for an 8mm bolt.
NOTE: Note foam strip on bolt threads. This foam is
used only to retain the bolts to sensors for plant
assembly. It is not used as a sealant. Do not apply
any adhesive, sealant or thread locking compound
to these bolts.
(3) Install and tighten mounting bolts. Refer to
torque specification.
(4) Install intake manifold. Refer to Engine sec-
tion.
(5) Connect knock sensor wiring harness to engine
harness at rear of intake manifold.
SPARK PLUG
DESCRIPTION
Resistor type spark plugs are used.
Spark plug resistance values range from 6,000 to
20,000 ohms (when checked with at least a 1000 volt
spark plug tester).Do not use an ohmmeter to
check the resistance values of the spark plugs.
Inaccurate readings will result.
OPERATION
To prevent possible pre-ignition and/or mechanical
engine damage, the correct type/heat range/number
spark plug must be used.
Always use the recommended torque when tighten-
ing spark plugs. This is especially true when plugs
are equipped with tapered seats. Incorrect torque can
distort the spark plug and change plug gap. It can
also pull the plug threads and do possible damage to
both the spark plug and the cylinder head.
Remove the spark plugs and examine them for
burned electrodes and fouled, cracked or broken por-
celain insulators. Keep plugs arranged in the order
in which they were removed from the engine. A sin-
Fig. 20 KNOCK SENSOR LOCATION
1 - KNOCK SENSORS (2)
2 - MOUNTING BOLTS
8I - 12 IGNITION CONTROLKJ
KNOCK SENSOR (Continued)