2004 CHRYSLER VOYAGER light

PAINT
TABLE OF CONTENTS
page page
PAINT
SPECIFICATIONS - COLOR CODE CHARTS . . 84
BASE COAT/CLEARCOAT FINISH
DESCRIPTION.........................85
PAINT CODE
DESCRIPTION.........................85PAINTED TOUCH-UP
DESCRIPTION.........................85
FINESSE SANDING/BUFFING & POLISHING
DESCRIPTION.........................85
PAINT
SPECIFICATIONS - COLOR CODE CHARTS
EXTERIOR COLORS
EXTERIOR COLOR DAIMLERCHRYSLER
COLOR CODEEXTERIOR COLOR DAIMLERCHRYSLER
COLOR CODE
BRIGHT SILVER
METALLIC CLEAR
COATWS2 LIGHT ALMOND
PEARL METALLIC
CLEAR COATZKJ
BRILLIANT BLACK
CRYSTAL PEARL
COATAXR MIDNIGHT BLUE
PEARL COATBB8
BUTANE BLUE
METALLIC CLEAR
COATABE ONYX GREEN PEARL
COATYJR
DEEP MOLTEN RED
PEARL COATBR8 SATIN JADE PEARL
COATAP4
GRAPHITE METALLIC
CLEAR COATZDR STONE WHITE CLEAR
COATSW1
INFERNO RED TINTED
PEARL COATWEL
INTERIOR COLORS
INTERIOR COLOR DAIMLERCHRYSLER
COLOR CODEINTERIOR COLOR DAIMLERCHRYSLER
COLOR CODE
DEEP JADE P7 MEDIUM SLATE
GRAYD5
KHAKI J3
23 - 84 PAINTRS

BASE COAT/CLEARCOAT
FINISH
DESCRIPTION
On most vehicles a two-part paint application
(basecoat/clearcoat) is used. Color paint that is
applied to primer is called basecoat. The clearcoat
protects the basecoat from ultraviolet light and pro-
vides a durable high-gloss finish.
CAUTION: Do not use abrasive chemicals or com-
pounds on painted surfaces. Damage to finish can
result.
Do not use harsh alkaline based cleaning solvents
on painted surfaces. Damage to finish or color can
result.
PAINT CODE
DESCRIPTION
Exterior vehicle body colors are identified on the
Body Code plate. (Refer to VEHICLE DATA/VEHI-
CLE INFORMATION/BODY CODE PLATE -
DESCRIPTION). The paint code is also identified on
the Vehicle Safety Certification Label which is
located on the drivers door shut face. The first digit
of the paint code listed on the vehicle indicates the
sequence of application, i.e.: P = primary coat, Q =
secondary coat. The codes listed in the Color Code
Chart are used for manufacturing purposes.
PAINTED TOUCH-UP
DESCRIPTION
When a painted metal surface has been scratched
or chipped, it should be touched up as soon as possi-
ble to avoid corrosion. For best results, use Mopart
Scratch Filler/Primer, Touch Up Paints and Clear Top
Coat. (Refer to VEHICLE DATA/VEHICLE INFOR-
MATION/BODY CODE PLATE - DESCRIPTION).
WARNING: USE AN OSHA APPROVED RESPIRATOR
AND SAFETY GLASSES WHEN SPRAYING PAINT
OR SOLVENTS IN A CONFINED AREA. PERSONAL
INJURY CAN RESULT.
TOUCH UP PROCEDURE
(1) Scrape loose paint and corrosion from inside
scratch or chip.
(2) Clean affected area with MopartTar/Road Oil
Remover, and allow to dry.
(3) Fill the inside of the scratch or chip with a coat
of filler/primer. Do not overlap primer onto good sur-
face finish. The applicator brush should be wet
enough to puddle-fill the scratch or chip without run-
ning. Do not stroke brush applicator on body surface.
Allow the filler/primer to dry hard.
(4) Cover the filler/primer with color touch up
paint. Do not overlap touch up color onto the original
color coat around the scratch or chip. Butt the new
color to the original color, if possible. Do not stroke
applicator brush on body surface. Allow touch up
paint to dry hard.
(5) On vehicles without clearcoat, the touch up
color can be lightly finesse sanded (1500 grit) and
polished with rubbing compound.
(6) On vehicles with clearcoat, apply clear top coat
to touch up paint with the same technique as
described in Step 4. Allow clear top coat to dry hard.
If desired, Step 5 can be performed on clear top coat.
WARNING: AVOID PROLONGED SKIN CONTACT
WITH PETROLEUM OR ALCOHOL ± BASED CLEAN-
ING SOLVENTS. PERSONAL INJURY CAN RESULT.
FINESSE SANDING/BUFFING &
POLISHING
DESCRIPTION
Minor acid etching, orange peel, or smudging in
clearcoat or single-stage finishes can be reduced with
light finesse sanding, hand buffing, and polishing.If
the finish has been finesse sanded in the past,
it cannot be repeated. Finesse sanding opera-
tion should be performed by a trained automo-
tive paint technician.
CAUTION: Do not remove clearcoat finish, if
equipped. Basecoat paint must retain clearcoat for
durability.
RSPAINT23-85

OPERATION - DUAL ZONE
²The two slide controls enable continuously vari-
able proportioning of the conditioned air.
²The mode control knob enables continuously
variable proportioning of air flow between modes and
has detents adjacent to each icon.
²The blower control provides four separate speeds
and an Off position.
²When the heater-A/C system is off, the HVAC
computer closes the recirculation door to prevent out-
side air from entering the passenger compartment.
²Interior air may be recirculated to speed up
heating or cooling in all modes except defrost and
mix by pressing the Recirculate button on the A/C-
heater control.
²To reduce humidity for rapid defogging, the A/C
compressor runs automatically in modes from ªmixº
to full defrost when outside temperatures are above
freezing.
²Air conditioning is available in any mode by
pressing the snowflake, A/C on/off button.
OPERATION - MANUAL THREE ZONE
FRONT CONTROL PANEL
²Primary control of the rear heater-A/C system is
on the instrument panel. This control allows the
driver to set the rear compartment fan speed, to turn
the rear heater-A/C system off, or to give control to
the intermediate seat occupants by switching to the
Rear position. When the rear heater-A/C system is
controlled from the instrument panel, rear air tem-
perature is based on the driver-side temperature con-
trol position, and the mode (floor or overhead air) is
based on the front control's mode position.
²The mode control knob enables continuously
variable proportioning of air flow between modes but
has detents adjacent to each icon.
²The blower control provides four separate speeds
and an Off position. When the heater-A/C system is
off, the HVAC computer closes the recirculation door
to prevent outside air from entering the passenger
compartment.
²Interior air may be recirculated to speed up
heating or cooling in all modes except defrost and
mix by pressing the Recirculate button on the control
panel.
²To reduce humidity for rapid defogging the A/C
compressor runs automatically in modes from ªmix'
to full defrost when outside temperatures are above
freezing.
²Air conditioning is available in any mode by
pressing the snowflake, A/C on/off, button.
REAR CONTROL PANEL
With the rear control active, temperature selection
dictates the air distribution mode (floor or overhead
air) of the rear unit: a cool temperature setting
directs flow to the overhead outlets and a warm tem-
perature setting to the floor.
OPERATION - THREE ZONE ATC
Comfort temperature or perceived temperature is
affected by air flow, sun levels on exposed skin, etc. The
air temperature may be higher or lower than the com-
fort temperature. Two infrared sensors in the instru-
ment panel center stack measure the temperature of
the occupants to determine their comfort level relative
to the selected comfort temperature. The integral
HVAC computer adjusts temperature and air flow rates
to maintain the customer-perceived comfort tempera-
ture. The air temperature in the passenger compart-
ment may be slightly higher or lower than the comfort
temperature at any time. For instance, on sunny sum-
mer days the air flow will probably be cooler than the
comfort temperature; on cold or cloudy days and at
night it will probably be slightly warmer. Infrared
Three-Zone Temperature Control provides side-to-side
and front-to-rear variations in comfort temperature set-
tings. The Infrared Three-Zone Automatic Temperature
Control fan provides a continuously variable air flow
rate to meet occupant comfort requirements.
FRONT CONTROL PANEL
²AUTO HI/LO± This system features two sets of
automatic control logic that allow either a rapid cool-
down rate or a somewhat slower cool-down rate with
less fan noise. HI-AUTO controls the system to reach
its assigned temperature quickly with a higher fan
speed. LO-AUTO controls the system to reach its
assigned temperature somewhat slower with less fan
noise. Both modes will automatically engage auto
recirculation.
²DE-FROST± The defrost function is active
when the rear window defogger function is active or
when the defog/defrost mode is selected.
²RECIRC± The RECIRC button will close the
air inlet door. If the system is in auto recirc (indica-
tor being displayed automatically), pressing the man-
ual recirc button will disable the auto recirc function
until one of the auto keys are pressed or the ignition
is cycled. If Auto HI/LO is pressed while manual
recirc is active, manual recirc will be deactivated.
²REAR WINDOW DEFOGGER± Pushing the
button sends a PCI bus message to the Intelligent
Power Module which controls the Rear Window
Defogger and side view mirror (if equipped) circuitry.
The defogger function will be active for 10 minutes
and can be turned off by a switch press. The defogger
will function while the control is in the ON mode.
RSHEATING & AIR CONDITIONING24-5
HEATING & AIR CONDITIONING (Continued)

Condition Possible Causes Correction
Normal pressures, but A/C
Performance Test air
temperatures at center panel
outlet are too high.1. Excessive refrigerant oil in
system.1. See Refrigerant Oil Level in this group.
Recover the refrigerant from the refrigerant
system and inspect the refrigerant oil content.
Restore the refrigerant oil to the proper level, if
required.
2. Blend door actuator
improperly installed or faulty.2. See Blend Door Actuator in this group. Inspect
the actuator for proper operation and replace, if
required.
3. Blend door inoperative or
sealing improperly.3. See HVAC Housing in this group. Inspect the
blend door for proper operation and sealing.
Repair if required.
The low side pressure is
normal or slightly low, and the
high side pressure is too low.1. Low refrigerant system
charge.1. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
2. Refrigerant flow through
the A/C evaporator is
restricted.2. See A/C Evaporator in this group. Replace the
restricted A/C evaporator, if required.
3. Faulty A/C compressor. 3. See A/C Compressor in this group. Replace
the compressor, if required.
The low side pressure is
normal or slightly high, and
the high side pressure is too
high.1. A/C condenser air flow
restricted.1. Check the A/C condenser for damaged fins,
foreign objects obstructing air flow through the
condenser fins, and missing or improperly
installed air seals. Clean, repair, or replace
components as required.
2. Refrigerant flow through
the receiver/drier is
restricted.2. See Receiver/Drier in this group. Replace the
restricted receiver/drier, if required.
3. Inoperative radiator
cooling fan.3. Test the radiator cooling fan and replace, if
required. Refer to Group 7.
4. Refrigerant system
overcharged.4. See Refrigerant System Charge in this group.
Recover the refrigerant from the refrigerant
system. Charge the refrigerant system to the
proper level, if required.
5. Air in the refrigerant
system.5. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
6. Engine overheating. 6. Test the engine cooling system and repair, if
required. Refer to Group 7.
The low side pressure is too
high, and the high side
pressure is too low.1. Accessory drive belt
slipping.1. Inspect the accessory drive belt condition and
tension. Tighten or replace the accessory drive
belt, if required. Refer to Group 7.
2. Faulty A/C expansion
valve.2. See A/C Expansion Valve in this group.
Replace the valve, if required.
3. Faulty A/C compressor. 3. See A/C Compressor in this group. Replace
the compressor, if required.
RSHEATING & AIR CONDITIONING24-9
HEATING & AIR CONDITIONING (Continued)

Condition Possible Causes Correction
The low side pressure is too
low, and the high side
pressure is too high.1. Restricted refrigerant flow
through the refrigerant lines.1. See Liquid Line, Suction Line and Discharge
Line in this group. Inspect the refrigerant lines for
kinks, tight bends or improper routing. Correct
the routing or replace the refrigerant line, if
required.
2. Restricted refrigerant flow
through the A/C expansion
valve.2. See A/C Expansion Valve in this group.
Replace the valve, if required.
3. Restricted refrigerant flow
through the A/C condenser.3. See A/C Condenser in this group. Replace the
restricted condenser, if required.
DIAGNOSIS AND TESTING - HEATER
PERFORMANCE TEST
WARNING: REVIEW SAFETY PRECAUTIONS AND
WARNINGS IN THIS GROUP BEFORE PERFORMING
THIS PROCEDURE (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - WARNING).
Check the coolant level, drive belt tension, radiator
air flow and fan operation. Start engine and allow to
warm up to normal operating temperature.
WARNING: DO NOT REMOVE RADIATOR CAP
WHEN ENGINE IS HOT, PERSONAL INJURY CAN
RESULT.
If vehicle has been run recently, wait 15 minutes
before removing the radiator cap. Place a rag overthe cap and turn it to the first safety stop. Allow
pressure to escape through the overflow tube. When
the system pressure stabilizes, remove the cap com-
pletely.
MAXIMUM HEATER OUTPUT: TEST AND ACTION
Engine coolant is provided to the heater system by
two heater hoses. With the engine idling at normal
operating temperature, set the temperature control
to maximum heat, the mode control to the floor posi-
tion, and the blower in the highest speed position.
Using a test thermometer, check the temperature of
the air being discharged from the floor outlets. Com-
pare the test thermometer reading to the Tempera-
ture Reference chart.
TEMPERATURE REFERENCE
Ambient Temperature Minimum Floor Outlet Temperature
Celsius Fahrenheit Celsius Fahrenheit
15.5É 60É 62.2É 144É
21.1É 70É 63.8É 147É
26.6É 80É 65.5É 150É
32.2É 90É 67.2É 153É
If the floor outlet air temperature is insufficient,
check that the cooling system is operating to specifi-
cations (Refer to 7 - COOLING/ENGINE - DIAGNO-
SIS AND TESTING). Both heater hoses should be
HOT to the touch (the coolant return hose should be
slightly cooler than the supply hose). If the coolant
return hose is much cooler than the supply hose,
locate and repair the engine coolant flow obstruction
in heater system.OBSTRUCTED COOLANT FLOW Possible locations or causes
of obstructed coolant flow are as follows:
²Pinched or kinked heater hoses.
²Improper heater hose routing.
²Plugged heater hoses or supply and return ports
at the cooling system connections.
²Plugged heater core.
If proper coolant flow through the cooling system is
verified, and heater outlet air temperature is insuffi-
cient, a mechanical problem may exist.
24 - 10 HEATING & AIR CONDITIONINGRS
HEATING & AIR CONDITIONING (Continued)

(2) Connect an ammeter (0 to 10 ampere scale
selected) in series with the clutch coil feed terminal.
Connect a voltmeter (0 to 20 volt scale selected) to
measure voltage across the battery and the clutch
coil.
(3) With the heater-A/C control in the A/C mode
and the blower at low speed, start the engine and
allow it to run at a normal idle speed.
(4) The compressor clutch should engage immedi-
ately, and the clutch coil voltage should be within
two volts of the battery voltage. If the coil voltage is
not within two volts of battery voltage, test the
clutch coil feed circuit for excessive voltage drop. If
the compressor clutch does not engage, refer to Body
Diagnostic Procedures to perform further diagnosis.
(5) Refer to the A/C Clutch Coil Current Draw
chart for the acceptable A/C clutch coil current draw
specifications. Specifications apply for a work area
temperature of 21É C (70É F). If voltage is more than
12.5 volts, add electrical loads by turning on electri-
cal accessories until voltage reads below 12.5 volts.
(a) If the compressor clutch coil current reading
is zero, the coil is open and must be replaced.
(b) If the compressor clutch coil current reading
is four amperes or more, the coil is shorted and
must be replaced.
A/C CLUTCH COIL CURRENT DRAW
Compressor Current Draw
Nippondenso - 10S20
(2.5L/3.3L/3.8L engines)
Nippondenso - 10S17
(2.4L engine)2.2 amps @ 11.5 - 12.5
volts
REMOVAL
NOTE: The compressor clutch can be serviced in
the vehicle. The refrigerant system can remain fully-
charged during compressor clutch, pulley, or coil
replacement.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the serpentine drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
2.4L - REMOVAL) or (Refer to 7 - COOLING/ACCES-
SORY DRIVE/DRIVE BELTS - 3.3/3.8L -
REMOVAL).
(3) Raise and support the vehicle.
(4) Disconnect the engine wire harness connector
for the compressor clutch coil from the clutch coil pig-
tail wire connector on the top of the compressor.
(5) On models with the 3.3L and 3.8L engines, dis-
engage the retainer on the engine wire harness com-
pressor clutch coil take out from the bracket on the
top of the compressor.(6) On models with the 2.4L and 2.5L engines,
remove all of the compressor mounting bolts except
the upper left (rear of the compressor), which should
only be loosened. Allow the front (pulley end) of the
compressor to tilt downward far enough to access the
clutch for removal, then tighten the loosened upper
left compressor mounting bolt.
(7) On models with the 3.3L and 3.8L engines,
remove the two bolts and two nuts that secure the
compressor to the engine. Disengage the mounting
ear at the front of the compressor from the stud on
the engine, allow the front (pulley end) of the com-
pressor to tilt downward far enough to access the
clutch for removal, then reinstall and tighten the
upper left compressor mounting bolt.
(8) Remove the compressor shaft bolt (Fig. 2). A
band-type oil filter wrench or a strap wrench may be
used to secure the clutch during bolt removal.
(9) Tap the clutch plate lightly with a plastic mal-
let to release it from the splines on the compressor
shaft. Remove the clutch plate and shim(s) from the
compressor shaft (Fig. 3).
NOTE: Use care not to lose any of the shim(s).
CAUTION: Do not pry between the clutch plate unit
and the pulley to remove the clutch plate from the
compressor shaft as this may damage the clutch
plate.
Fig. 2 Compressor Shaft Bolt and Clutch Plate
1 - COMPRESSOR SHAFT BOLT
2 - COMPRESSOR CLUTCH PLATE
24 - 16 CONTROLS - FRONTRS
A/C COMPRESSOR CLUTCH/COIL (Continued)

²The normally open terminal (87) provides a bat-
tery current output to the compressor clutch coil
through the compressor clutch relay output circuit
only when the compressor clutch relay coil is ener-
gized.
²The normally closed terminal (87A) is not con-
nected to any circuit in this application, but provides
a battery current output only when the compressor
clutch relay coil is de-energized.
The A/C compressor clutch relay cannot be
repaired and, if faulty or damaged, it must be
replaced. Refer to the appropriate wiring information
for diagnosis and testing of the micro-relay and for
complete HVAC wiring diagrams.
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the cover from the integrated power
module (IPM) (Fig. 8).
(3) Refer to the fuse and relay layout map on the
inner surface of the IPM cover for A/C compressor
clutch relay identification and location.
(4) Remove the A/C compressor clutch relay from
the IPM.
INSTALLATION
(1) Refer to the fuse and relay layout map on the
inner surface of the integrated power module (IPM)cover for A/C compressor clutch relay identification
and location.
(2) Position the A/C compressor clutch relay into
the proper receptacle in the IPM.
(3) Align the A/C compressor clutch relay termi-
nals with the terminal cavities in the IPM receptacle.
(4) Push down firmly on the A/C compressor clutch
relay until the terminals are fully seated in the ter-
minal cavities in the IPM receptacle.
(5) Install the cover onto the IPM.
(6) Reconnect the negative battery cable.
A/C HEATER CONTROL
DESCRIPTION
The A/C-heater control is located at the center of
the instrument panel and uses electrical controls.
These controls provide the vehicle operator with a
number of setting options to help control the climate
and comfort within the vehicle. Refer to the owner's
manual in the vehicle glove box for more information
on the suggested operation and use of these controls.
The A/C-heater control cannot be repaired. If faulty
or damaged, the entire unit must be replaced. The
control knobs and the illumination lamps are avail-
able for service replacement.
STANDARD PROCEDURE - A/C-HEATER
CONTROL CALIBRATION
The A/C-heater control module must be recali-
brated each time an actuator motor or the control
module is replaced. If the vehicle is so equipped, the
calibration procedure also includes rear HVAC posi-
tions for each actuator motor.
(1) Turn the ignition switch to the On position.
(2) If equipped with the manual temperature con-
trol (MTC) system, press and hold the Rear Wipe/
Wash and Recirculation buttoms for at least five
seconds. If equipped with the automatic temperature
control (ATC) systen, simultaneously press and hold
the Power and Recirculation buttons on the A/C-
heater control for at least five seconds. The MTC
A/C-heater control Rear Wipe/Wash Light Emitting
Diode (LED) and Recirculation LED, or the ATC A/C-
heater control Delay and Recirculation graphics will
begin to flash when the calibration procedure has
begun.
(3) The calibration procedure should take less than
two minutes to complete for the manual A/C-heater
control, and less than twenty seconds for the ATC
A/C-heater control. When the LEDs or graphics stop
flashing, the calibration procedure is complete.
(4) If the LEDs or graphics continue to flash
beyond the two minute (manual) or twenty second
(ATC) calibration time, it indicates that the A/C-
Fig. 8 Integrated Power Module (IPM)
1 - BATTERY THERMAL GUARD
2 - INTEGRATED POWER MODULE (IPM)
3 - FRONT CONTROL MODULE
24 - 20 CONTROLS - FRONTRS
A/C COMPRESSOR CLUTCH RELAY (Continued)

BLEND DOOR ACTUATOR
DESCRIPTION
The blend door actuators are reversible, 12-volt
Direct Current (DC), servo motors. Models with the
single zone heater and air conditioner system have a
single blend air door, which is controlled by a single
blend door actuator. Models with the optional dual
zone front heater and air conditioner system have
dual blend air doors, which are controlled by two
blend door actuators. The single zone blend door
actuator is located on the driver's side end of the
HVAC housing, close to the middle of the distribution
housing. In the dual zone system, the same blend
door actuator used for the single zone system
becomes the passenger blend door actuator, and is
mechanically connected to only the passenger side
blend air door. In the dual zone system, a second sep-
arate blend door actuator is also located on the
driver side end of the HVAC housing, close to the
middle of the distribution housing, and is mechani-
cally connected to only the driver's side blend air
door.
The blend door actuators are interchangeable with
each other, as well as with the actuators for the
mode door and the recirculation air door. Each actua-
tor is contained within an identical black molded
plastic housing with an integral wire connector
receptacle. Two integral mounting tabs allow the
actuator to be secured with two screws to the distri-
bution housing. Each actuator also has an identical
output shaft with splines that connects it to the link-
age that drives the proper blend air door. The blend
door actuators do not require mechanical indexing to
the blend door linkage, as they are electronically cal-
ibrated by the heater-A/C control module.
OPERATION
Each blend door actuator is connected to the A/C-
heater control through the vehicle electrical system
by a dedicated two-wire lead and connector from the
HVAC wire harness. The blend door actuator can
move the blend-air door in two directions. When the
A/C-heater control pulls the voltage on one side of
the motor connection high and the other connection
low, the blend-air door will move in one direction.
When the A/C-heater control reverses the polarity of
the voltage to the motor, the blend-air door moves in
the opposite direction. When the A/C-heater control
makes the voltage to both connections high or both
connections low, the blend-air door stops and will not
move. The motor connections also provide a feedback
signal to the A/C-heater control. This feedback signal
allows the A/C-heater control to monitor the opera-
tion and relative positions of the blend door actuator
and the blend-air door. The A/C-heater control learnsthe blend door stop positions during the calibration
procedure and will store a diagnostic trouble code
(DTC) for any problems it detects in the blend door
actuator circuits.
The blend door actuator can be diagnosed using a
DRBIIItscan tool. Refer to Body Diagnostic Proce-
dures for more information. The blend door actuators
cannot be adjusted or repaired and, if damaged or
faulty, they must be replaced.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
NOTE: The single zone heating and air conditioning
system is equipped with a single blend door actua-
tor. The dual zone system has two blend door
actuators, one for the driver side blend air door and
one for the passenger side blend air door. The
same service procedures can be used for each of
these actuators.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the silencer from beneath the driver
side end of the instrument panel. (Refer to 23 -
BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL SILENCER - REMOVAL).
(3) Disconnect the wire harness connector from the
blend door actuator(s) (Fig. 11).
(4) Remove the two screws that secure the blend
door actuator to the distribution housing.
(5) Remove the blend door actuator.
INSTALLATION
(1) Position the blend door actuator onto the distri-
bution housing. If necessary, rotate the actuator
slightly to align the splines on the actuator output
shaft with those in the blend air door linkage.
(2) Install the two screws that secure the blend
door actuator to the housing. Tighten the screws to 2
N´m (17 in. lbs.).
RSCONTROLS - FRONT24-23