2003 CHRYSLER CARAVAN recommended oil

REMOVAL
(1) Remove the valve springs. (Refer to 9 -
ENGINE/CYLINDER HEAD/VALVE SPRINGS -
REMOVAL)
(2) Remove the valve stem seal (Fig. 43).
INSTALLATION
(1) Install the valve stem seal squarely over the
valve guide, using the valve stem as a guide (Fig.
43). Do not force the seal against top of the valve
guide.
(2) Install the valve spring. (Refer to 9 - ENGINE/
CYLINDER HEAD/VALVE SPRINGS - INSTALLA-
TION)
ENGINE BLOCK
DESCRIPTION
The cylinder block is made of cast iron and is a
deep skirt design.
STANDARD PROCEDURE - CYLINDER BORE
HONING
(1) Used carefully, the cylinder bore resizing hone,
recommended tool C-823 or equivalent, equipped
with 220 grit stones, is the best tool for this honing
procedure. In addition to deglazing, it will reduce
taper and out-of-round as well as removing light
scuffing, scoring or scratches. Usually a few strokes
will clean up a bore and maintain the required lim-
its.
(2) Deglazing of the cylinder walls may be done
using a cylinder surfacing hone, recommended tool
C-3501 or equivalent, equipped with 280 grit stones,
if the cylinder bore is straight and round. 20±60
strokes depending on the bore condition, will be suf-
ficient to provide a satisfactory surface. Use a light
honing oil.Do not use engine or transmission oil,
mineral spirits or kerosene.Inspect cylinder walls
after each 20 strokes.
(3) Honing should be done by moving the hone up
and down fast enough to get a cross-hatch pattern.
When hone marksintersectat 40-60 degrees, the
cross hatch angle is most satisfactory for proper seat-
ing of rings (Fig. 44).
(4) A controlled hone motor speed between
200±300 RPM is necessary to obtain the proper cross-
hatch angle. The number of up and down strokes per
minute can be regulated to get the desired 40±60
degree angle. Faster up and down strokes increase
the cross-hatch angle.(5) After honing, it is necessary that the block be
cleaned again to remove all traces of abrasive.
CAUTION: Ensure all abrasives are removed from
engine parts after honing. It is recommended that a
solution of soap and hot water be used with a
brush and the parts then thoroughly dried. The bore
can be considered clean when it can be wiped
clean with a white cloth and cloth remains clean.
Oil the bores after cleaning to prevent rusting.
CLEANING
Clean cylinder block thoroughly using a suitable
cleaning solvent.
INSPECTION
ENGINE BLOCK
(1) Clean cylinder block thoroughly and check all
core hole plugs for evidence of leaking.
(2) If new core plugs are to be installed, (Refer to 9
- ENGINE - STANDARD PROCEDURE - ENGINE
CORE AND OIL GALLERY PLUGS).
(3) Examine block and cylinder bores for cracks or
fractures.
(4) Check block deck surfaces for flatness. Deck
surface must be within service limit of 0.1 mm (0.004
in.).
Fig. 44 Cylinder Bore Cross-Hatch Pattern
1 - CROSS-HATCH PATTERN
2 - 40ɱ60É
9 - 112 ENGINE 3.3/3.8LRS
VALVE STEM SEALS (Continued)
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CONNECTING ROD BEARINGS
STANDARD PROCEDURE - MEASURING
CONNECTING ROD BEARING CLEARANCE
The bearing caps are not interchangeable and
should be marked at removal to ensure correct
assembly. The bearing shells must be installed with
the tangs inserted into the machined grooves in the
rods and caps. Install cap with the tangs on the same
side as the rod. Fit all rods on one bank until com-
plete. Connecting rod bearings are available in the
standard size and the following undersizes: 0.025
mm (0.001 in.) and 0.250 mm (0.010 in.).
CAUTION: Install the bearings in pairs. Do not use a
new bearing half with an old bearing half. Do not
file the rods or bearing caps.Measure connecting rod journal for taper and out-
of-round. (Refer to 9 - ENGINE/ENGINE BLOCK/
CRANKSHAFT - INSPECTION)
The connecting rod bearing clearances can be
determined by use of Plastigage or the equivalent.
The following is the recommended procedure for the
use of Plastigage:
(1) Rotate the crankshaft until the connecting rod
to be checked is at the bottom of its stroke.
(2) Remove oil film from surface to be checked.
Plastigage is soluble in oil.
(3) Place a piece of Plastigage across the entire
width of the bearing shell in the bearing cap approx-
imately 6.35 mm (1/4 in.) off center and away from
the oil hole. In addition, suspect areas can be
checked by placing Plastigage in that area.
(4) Assemble the rod cap with Plastigage in place.
Tighten the rod cap to the specified torque.Do not
rotate the crankshaft while assembling the cap
or the Plastigage may be smeared, giving inac-
curate results.
Fig. 59 Piston and Connecting Rod Positioning (Front View of Engine)
1 - MAJOR THRUST SIDE OF PISTON
2 - OIL SQUIRT HOLE
9 - 120 ENGINE 3.3/3.8LRS
PISTON & CONNECTING ROD (Continued)
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CRANKSHAFT MAIN
BEARINGS
STANDARD PROCEDURE - MAIN BEARING
FITTING
Bearing caps are not interchangeable and should
be marked at removal to insure correct assembly
(Fig. 67). Upper and lower bearing halves are NOT
interchangeable. Lower main bearing halves of 1, 3
and 4 are interchangeable. Upper main bearing
halves of 1, 3 and 4 are interchangeable.
Upper and lower number 2 bearing halves are
flanged to carry the crankshaft thrust loads and are
NOT interchangeable with any other bearing halves
in the engine (Fig. 68). All bearing cap bolts removed
during service procedures are to be cleaned and
lubricated with engine oil before installation. Bearing
shells are available in standard and the following
undersizes: 0.025 mm (0.001 in.) and 0.254 mm
(0.010 in). Never install an undersize bearing that
will reduce clearance below specifications.
CRANKSHAFT BEARING OIL CLEARANCE
Inspect the crankshaft bearing journals. (Refer to 9
- ENGINE/ENGINE BLOCK/CRANKSHAFT -
INSPECTION)
Engine crankshaft bearing clearances can be deter-
mined by use of Plastigage or the equivalent. The fol-
lowing is the recommended procedures for the use of
Plastigage with the engine in the vehicle or engine
on a repair stand.PLASTIGAGE METHODÐENGINE IN-VEHICLE
NOTE: The total clearance of the main bearings can
only be determined with the engine in the vehicle
by removing the weight of the crankshaft. This can
be accomplished by either of two following meth-
ods:
(1) Preferred method:
a. Shim the bearings adjacent to the bearing to be
checked in order to remove the clearance between
upper bearing shell and the crankshaft. This can be
accomplished by placing a minimum of 0.254 mm
(0.010 in.) shim (e. g. cardboard, matchbook cover,
etc.) between the bearing shell and the bearing cap
on the adjacent bearings and tightening bolts to
14±20 N´m (10±15 ft. lbs.).
²When checking #1 main bearing shim #2 main
bearing.
²When checking #2 main bearing shim #1 & #3
main bearing.
²When checking #3 main bearing shim #2 & #4
main bearing.
²When checking #4 main bearing shim #3 main
bearing.
NOTE: Remove all shims before reassembling
engine.
(2) Alternative Method:
a. Support the weight of the crankshaft with a
jack under the counterweight adjacent to the bearing
being checked.
(3) Remove oil film from surface to be checked.
Plastigage is soluble in oil.
Fig. 67 Main Bearing Cap Identification
Fig. 68 Main Bearing Identification
1 - OIL GROOVES
2 - OIL HOLES
3 - UPPER BEARINGS
4 - LOWER BEARINGS
RSENGINE 3.3/3.8L9 - 123
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STANDARD PROCEDURE - FLUID AND FILTER
SERVICE
NOTE: Refer to the maintenance schedules in
LUBRICATION and MAINTENANCE, or the vehicle
owner's manual, for the recommended maintenance
(fluid/filter change) intervals for this transaxle.
NOTE: Only fluids of the type labeled MoparTATF+4
(Automatic Transmission Fluid) should be used. A
filter change should be made at the time of the
transmission oil change. The magnet (on the inside
of the oil pan) should also be cleaned with a clean,
dry cloth.
NOTE: If the transaxle is disassembled for any rea-
son, the fluid and filter should be changed.
FLUID/FILTER SERVICE (RECOMMENDED)
(1) Raise vehicle on a hoist. Refer to LUBRICA-
TION and MAINTENANCE for proper procedures.
Place a drain container with a large opening, under
transaxle oil pan.
(2) Loosen pan bolts and tap the pan at one corner
to break it loose allowing fluid to drain, then remove
the oil pan.
(3) Install a new filter and o-ring on bottom of the
valve body (Fig. 211).
(4) Clean the oil pan and magnet. Reinstall pan
using new Mopar Silicone Adhesive sealant. Tighten
oil pan bolts to 19 N´m (165 in. lbs.).(5) Pour four quarts of MopartATF+4 (Automatic
Transmission Fluid) through the dipstick opening.
(6) Start engine and allow to idle for at least one
minute. Then, with parking and service brakes
applied, move selector lever momentarily to each
position, ending in the park or neutral position.
(7) Check the transaxle fluid level and add an
appropriate amount to bring the transaxle fluid level
to 3mm (1/8 in.) below the lowest mark on the dip-
stick (Fig. 212).
(8) Recheck the fluid level after the transaxle has
reached normal operating temperature (180ÉF.). Refer
to Fluid Level and Condition Check for the proper
fluid fill procedure.
(9) To prevent dirt from entering transaxle, make
certain that dipstick is fully seated into the dipstick
opening.
DIPSTICK TUBE FLUID SUCTION METHOD
(ALTERNATIVE)
(1) When performing the fluid suction method,
make sure the transaxle is at full operating temper-
ature.
(2) To perform the dipstick tube fluid suction
method, use a suitable fluid suction device (VaculaŸ
or equivalent).
(3) Insert the fluid suction line into the dipstick
tube.
NOTE: Verify that the suction line is inserted to the
lowest point of the transaxle oil pan. This will
ensure complete evacuation of the fluid in the pan.
(4) Follow the manufacturers recommended proce-
dure and evacuate the fluid from the transaxle.
(5) Remove the suction line from the dipstick tube.
Fig. 211 Filter and O-Ring
1 - OIL FILTER
2 - O-RING
Fig. 212 Fluid Level Indicator
1 - FLUID LEVEL INDICATOR
RS41TE AUTOMATIC TRANSAXLE21 - 203
FLUID (Continued)
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TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston to the front
cover's friction material, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission.
The engagement and disengagement of the TCC
are automatic and controlled by the Powertrain Con-
trol Module (PCM). The engagement cannot be acti-
vated in the lower gears because it eliminates the
torque multiplication effect of the torque converter
necessary for acceleration. Inputs that determine
clutch engagement are: coolant temperature, vehicle
speed and throttle position. The torque converter
clutch is engaged by the clutch solenoid on the valve
body. The clutch will engage at approximately 56
km/h (35 mph) with light throttle, after the shift to
third gear.
REMOVAL
(1) Remove transmission and torque converter
from vehicle. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 41TE - REMOVAL)
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate converter hub and oil pump seal lip
with transmission fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 326). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con-
verter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 41TE - INSTALLATION)
(9) Fill the transmission with the recommended
fluid. (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - 41TE/FLUID - STANDARD PROCE-
DURE)TRANSMISSION CONTROL
RELAY
DESCRIPTION
The transmission control relay (Fig. 327) is located
in the Intelligent Power Module (IPM), which is
located on the left side of the engine compartment
between the battery and left fender.
Fig. 326 Checking Torque Converter Seating
1 - SCALE
2 - STRAIGHTEDGE
RS41TE AUTOMATIC TRANSAXLE21 - 247
TORQUE CONVERTER (Continued)
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white letters. To remove the protective coating, apply
warm water and let it soak for a few minutes. After-
wards, scrub the coating away with a soft bristle
brush. Steam cleaning may also be used to remove
the coating.
CAUTION: DO NOT use gasoline, mineral oil, oil-
based solvent or a wire brush for cleaning.
WHEELS
DESCRIPTION - WHEEL
Original equipment wheels are designed for proper
operation at all loads up to the specified maximum
vehicle capacity.
All models use either steel or aluminum drop-cen-
ter wheels. Every wheel has raised sections between
the rim flanges and rim drop well called safety
humps (Fig. 28). Initial inflation of the tires forces
the bead over these raised sections. In case of air
loss, the safety humps hold the tire in position on the
wheel until the vehicle can be brought to a safe stop.
Cast aluminum wheels require special balance
weights to fit on the flange of the rim (Fig. 29).
When wheel alignment is necessary on a vehicle
with cast aluminum wheels, special wheel clamps are
required to avoid damage to the wheel's finish.
The wheel studs and nuts are designed for specific
wheel applications and must be replaced with equiv-
alent parts.
All aluminum wheels have wheel mounting (lug)
nuts with an enlarged nose. This enlarged nose is
necessary to ensure proper retention of the wheels.
DIAGNOSIS AND TESTING - WHEEL
INSPECTION
Inspect wheels for:
²Excessive runout
²Dents, cracks or irregular bends
²Damaged wheel stud (lug) holes
²Air Leaks
NOTE: Do not attempt to repair a wheel by hammer-
ing, heating or welding.
If a wheel is damaged, an original equipment
replacement wheel should be used. When obtaining
replacement wheels, they must be equivalent in load
carrying capacity. The diameter, width, offset, pilot
hole and bolt circle of the wheel should be the same
as the original wheel.
WARNING: FAILURE TO USE EQUIVALENT
REPLACEMENT WHEELS MAY ADVERSELY
AFFECT THE SAFETY AND HANDLING OF THE
VEHICLE.
WARNING: REPLACEMENT WITH USED WHEELS IS
NOT RECOMMENDED. THE SERVICE HISTORY OF
THE WHEEL MAY HAVE INCLUDED SEVERE TREAT-
MENT OR VERY HIGH MILEAGE. THE RIM COULD
FAIL WITHOUT WARNING.
CLEANING - ALUMINUM WHEEL CARE
Chrome plated and painted aluminum wheels
should be cleaned regularly using mild soap and
water to maintain their luster and to prevent corro-
sion.
Fig. 28 Safety Rim
1 - TIRE
2 - WELL
3 - SAFETY HUMPS
4 - FLANGE
Fig. 29 Styled Aluminum Wheel Weight
1 - TIRE
2 - WHEEL
3 - STYLED WHEEL WEIGHT
22 - 18 TIRES/WHEELSRS
TIRES (Continued)
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PLUMBING - FRONT
WARNING
WARNING
WARNING:: THE ENGINE COOLING SYSTEM IS
DESIGNED TO DEVELOP INTERNAL PRESSURES
OF 97 TO 123 KILOPASCALS (14 TO 18 POUNDS
PER SQUARE INCH). DO NOT REMOVE OR
LOOSEN THE COOLANT PRESSURE CAP, CYLIN-
DER BLOCK DRAIN PLUGS, RADIATOR DRAIN,
RADIATOR HOSES, HEATER HOSES, OR HOSE
CLAMPS WHILE THE SYSTEM IS HOT AND UNDER
PRESSURE. FAILURE TO OBSERVE THIS WARNING
CAN RESULT IN SERIOUS BURNS FROM THE
HEATED ENGINE COOLANT. ALLOW THE VEHICLE
TO COOL FOR A MINIMUM OF 15 MINUTES
BEFORE OPENING THE COOLING SYSTEM FOR
SERVICE.
WARNING: THE ENGINE COOLING SYSTEM CON-
TAINS ANTIFREEZE. ANTIFREEZE IS AN ETHYLENE
GLYCOL BASED COOLANT AND IS HARMFUL IF
SWALLOWED OR IF THE VAPORS ARE INHALED. IF
SWALLOWED, DRINK TWO GLASSES OF WATER
AND INDUCE VOMITING. IF VAPORS ARE INHALED,
MOVE TO AN AREA FOR FRESH AIR. SEEK MEDI-
CAL 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.
WARNING: DISPOSE OF ETHYLENE GLYCOL
BASED COOLANT PROPERLY. CONTACT YOUR
DEALER OR A LOCAL GOVERNMENT AGENCY FOR
THE LOCATION OF AN APPROVED ETHYLENE GLY-
COL COLLECTION AND/OR RECYCLING CENTER IN
YOUR AREA.
WARNING - A/C PLUMBING
WARNING:: THE AIR CONDITIONING SYSTEM CON-
TAINS REFRIGERANT UNDER HIGH PRESSURE.
SEVERE PERSONAL INJURY MAY RESULT FROM
IMPROPER SERVICE PROCEDURES. REPAIRS
SHOULD ONLY BE PERFORMED BY QUALIFIED
SERVICE PERSONNEL.
WARNING: AVOID BREATHING THE REFRIGERANT
AND REFRIGERANT OIL VAPOR OR MIST. EXPO-
SURE MAY IRRITATE THE EYES, NOSE, AND/ORTHROAT. WEAR EYE PROTECTION WHEN SERVIC-
ING THE AIR CONDITIONING REFRIGERANT SYS-
TEM. SERIOUS EYE INJURY CAN RESULT FROM
DIRECT CONTACT WITH THE REFRIGERANT. IF
EYE CONTACT OCCURS, SEEK MEDICAL ATTEN-
TION IMMEDIATELY.
WARNING: DO NOT EXPOSE THE REFRIGERANT
TO OPEN FLAME. POISONOUS GAS IS CREATED
WHEN REFRIGERANT IS BURNED. AN ELEC-
TRONIC LEAK DETECTOR IS RECOMMENDED.
WARNING: IF ACCIDENTAL SYSTEM DISCHARGE
OCCURS, VENTILATE THE WORK AREA BEFORE
RESUMING SERVICE. LARGE AMOUNTS OF
REFRIGERANT RELEASED IN A CLOSED WORK
AREA WILL DISPLACE THE OXYGEN AND CAUSE
SUFFOCATION.
WARNING: THE EVAPORATION RATE OF R-134a
REFRIGERANT AT AVERAGE TEMPERATURE AND
ALTITUDE IS EXTREMELY HIGH. AS A RESULT,
ANYTHING THAT COMES IN CONTACT WITH THE
REFRIGERANT WILL FREEZE. ALWAYS PROTECT
THE SKIN OR DELICATE OBJECTS FROM DIRECT
CONTACT WITH THE REFRIGERANT.
WARNING: THE R-134a SERVICE EQUIPMENT OR
THE VEHICLE REFRIGERANT SYSTEM SHOULD
NOT BE PRESSURE TESTED OR LEAK TESTED
WITH COMPRESSED AIR. SOME MIXTURES OF AIR
AND R-134a HAVE BEEN SHOWN TO BE COMBUS-
TIBLE AT ELEVATED PRESSURES. THESE MIX-
TURES ARE POTENTIALLY DANGEROUS, AND MAY
RESULT IN FIRE OR EXPLOSION CAUSING INJURY
OR PROPERTY DAMAGE.
CAUTION - A/C PLUMBING
CAUTION:: Liquid refrigerant is corrosive to metal
surfaces. Follow the operating instructions supplied
with the service equipment being used.
CAUTION: Never add R-12 to a refrigerant system
designed to use R-134a. Damage to the system will
result.
CAUTION: R-12 refrigerant oil must not be mixed
with R-134a refrigerant oil. They are not compatible.
RSPLUMBING - FRONT24-61
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NOTE: If a replacement compressor is being
installed, be certain to drain and measure the refrig-
erant oil contained in the removed compressor.
This will determine how much oil the replacement
compressor must contain before it is installed.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - FRONT/REFRIGERANT OIL - STAN-
DARD PROCEDURE - REFRIGERANT OIL LEVEL).
NOTE: The filter drier should always be replaced
when the compressor is replaced. This will remove
any contaminants including moisture from the sys-
tem.
REMOVAL - COMPRESSOR MOUNTING
BRACKET - 2.4L ENGINE
(1) Remove the compressor from the mounting
bracket. (Refer to 24 - HEATING & AIR CONDI-
TIONING/PLUMBING/COMPRESSOR - REMOVAL).
(2) Remove the four screws that secure the com-
pressor mounting bracket to the engine (Fig. 3).
(3) Remove the compressor mounting bracket from
the engine.
INSTALLATION
INSTALLATION - COMPRESSOR
NOTE: If a replacement compressor is being
installed, be certain to check the refrigerant oil
level. (Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - FRONT/REFRIGERANT OIL - STAN-
DARD PROCEDURE - REFRIGERANT OIL LEVEL).Use only refrigerant oil of the type recommended
for the compressor in the vehicle.
NOTE: The filter drier should always be replaced
when the compressor is replaced. This will remove
any contaminants including moisture from the sys-
tem.
(1) Position the compressor into the engine com-
partment.
(2) On models with the 2.4L engine, loosely install
the four screws that secure the compressor to the
mounting bracket on the engine. Tighten the screws
to 28 N´m (21 ft. lbs.).
(3) On models with the 3.3L and 3.8L engines,
loosely install the two screws and two nuts that
secure the compressor to the engine. Tighten each of
the fasteners using the following sequence to 54 N´m
(40 ft. lbs.).
²The upper nut at the front of the compressor.
²The lower nut at the front of the compressor.
²The upper screw at the rear of the compressor.
²The lower screw at the rear of the compressor.
(4) On models with the 3.3L and 3.8L engines only,
engage the retainer on the engine wire harness com-
pressor clutch coil take out with the bracket on the
top of the compressor.
(5) Reconnect the engine wire harness connector
for the compressor clutch coil to the coil pigtail wire
connector on the top of the compressor.
(6) Reinstall the serpentine accessory drive belt
onto the front of the engine. (Refer to 7 - COOLING/
ACCESSORY DRIVE/DRIVE BELTS - 2.4L -
INSTALLATION) or (Refer to 7 - COOLING/ACCES-
SORY DRIVE/DRIVE BELTS - 3.3L/3.8L - INSTAL-
LATION).
(7) Lower the vehicle.
(8) Remove the tape or plugs from the compressor
discharge port and the discharge line fitting.
(9) Lubricate a new rubber O-ring seal with clean
refrigerant oil and install it on the discharge line fit-
ting.
(10) Install a new gasket and reconnect the dis-
charge line fitting to the compressor discharge port.
(11) Install and tighten the nut that secures the
discharge line fitting to the compressor. Tighten the
nut to 23 N´m (17 ft. lbs.).
(12) Remove the tape or plugs from the compressor
suction port and the suction line fitting.
(13) Lubricate a new rubber O-ring seal with clean
refrigerant oil and install it on the suction line fit-
ting.
(14) Install a new gasket and reconnect the suc-
tion line fitting to the compressor suction port.
(15) Install and tighten the nut that secures the
suction line fitting to the compressor. Tighten the nut
to 23 N´m (17 ft. lbs.).
Fig. 3 Compressor Mounting Bracket - 2.4L Engine
1 - MOUNTING BRACKET
2 - SCREWS (4)
3 - ENGINE
RSPLUMBING - FRONT24-65
A/C COMPRESSOR (Continued)
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