2004 CHRYSLER VOYAGER volt

OPERATIONÐThe Oxygen Sensor Heater Moni-
tor begins after the ignition has been turned OFF.
The PCM sends a 5 volt bias to the oxygen sensor
every 1.6 seconds. The PCM keeps it biased for 35
ms each time. As the sensor cools down, the resis-
tance increases and the PCM reads the increase in
voltage. Once voltage has increased to a predeter-
mined amount, higher than when the test started,
the oxygen sensor is cool enough to test heater oper-
ation.
When the oxygen sensor is cool enough, the PCM
energizes the ASD relay. Voltage to the O2 sensor
begins to increase the temperature. As the sensor
temperature increases, the internal resistance
decreases. The PCM continues biasing the 5 volt sig-
nal to the sensor. Each time the signal is biased, the
PCM reads a voltage decrease. When the PCM
detects a voltage decrease of a predetermined value
for several biased pulses, the test passes.
The heater elements are tested each time the
engine is turned OFF if all the enabling conditions
are met. If the monitor fails, the PCM stores a
maturing fault and a Freeze Frame is entered. If two
consecutive tests fail, a DTC is stored. Because the
ignition is OFF, the MIL is illuminated at the begin-
ning of the next key cycle.
Enabling ConditionsÐThe following conditions
must be met for the PCM to run the oxygen sensor
heater test:
²Engine run time of at least 3 minutes
²Engine run time at a predetermined speed
and throttle opening.
²Key OFF power down
²Battery voltage of at least 10 volts
²Sufficient Oxygen Sensor cool down
Pending ConditionsÐThere are not conditions or
situations that prompt conflict or suspension of test-
ing. The oxygen sensor heater test is not run pending
resolution of MIL illumination due to oxygen sensor
failure.
SuspendÐThere are no conditions which exist for
suspending the Heater Monitor.
CATALYST MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a
catalyst to decay. A meltdown of the ceramic core can
cause a reduction of the exhaust passage. This can
increase vehicle emissions and deteriorate engine
performance, driveability and fuel economy.
The catalyst monitor uses dual oxygen sensors
(O2S's) to monitor the efficiency of the converter. The
dual O2S strategy is based on the fact that as a cat-alyst deteriorates, its oxygen storage capacity and its
efficiency are both reduced. By monitoring the oxy-
gen storage capacity of a catalyst, its efficiency can
be indirectly calculated. The upstream O2S is used to
detect the amount of oxygen in the exhaust gas
before the gas enters the catalytic converter. The
PCM calculates the A/F mixture from the output of
the O2S. A low voltage indicates high oxygen content
(lean mixture). A high voltage indicates a low content
of oxygen (rich mixture).
When the upstream O2S detects a lean condition,
there is an abundance of oxygen in the exhaust gas.
A functioning converter would store this oxygen so it
can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of
the downstream O2S will indicate limited activity in
this condition.
As the converter loses the ability to store oxygen,
the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
chemical reaction takes place. This means the con-
centration of oxygen will be the same downstream as
upstream. The output voltage of the downstream
O2S copies the voltage of the upstream sensor. The
only difference is a time lag (seen by the PCM)
between the switching of the O2S's.
To monitor the system, the number of lean-to-rich
switches of upstream and downstream O2S's is
counted. The ratio of downstream switches to
upstream switches is used to determine whether the
catalyst is operating properly. An effective catalyst
will have fewer downstream switches than it has
upstream switches i.e., a ratio closer to zero. For a
totally ineffective catalyst, this ratio will be one-to-
one, indicating that no oxidation occurs in the device.
The system must be monitored so that when cata-
lyst efficiency deteriorates and exhaust emissions
increase to over the legal limit, the MIL (check
engine lamp) will be illuminated.
Monitor OperationÐTo monitor catalyst effi-
ciency, the PCM expands the rich and lean switch
points of the heated oxygen sensor. With extended
switch points, the air/fuel mixture runs richer and
leaner to overburden the catalytic converter. Once
the test is started, the air/fuel mixture runs rich and
lean and the O2 switches are counted. A switch is
counted when an oxygen sensor signal goes from
below the lean threshold to above the rich threshold.
The number of Rear O2 sensor switches is divided by
the number of Front O2 sensor switches to determine
the switching ratio.
The test runs for 20 seconds. As catalyst efficiency
deteriorated over the life of the vehicle, the switch
rate at the downstream sensor approaches that of the
upstream sensor. If at any point during the test
25 - 4 EMISSIONS CONTROLRS
EMISSIONS CONTROL (Continued)

FUEL INJECTOR MECHANICAL MALFUNCTIONS
The PCM cannot determine if a fuel injector is
clogged, the needle is sticking or if the wrong injector
is installed. However, these could result in a rich or
lean condition causing the PCM to store a diagnostic
trouble code for either misfire, an oxygen sensor, or
the fuel system.
EXCESSIVE OIL CONSUMPTION
Although the PCM monitors engine exhaust oxygen
content when the system is in closed loop, it cannot
determine excessive oil consumption.
THROTTLE BODY AIR FLOW
The PCM cannot detect a clogged or restricted air
cleaner inlet or filter element.
VACUUM ASSIST
The PCM cannot detect leaks or restrictions in the
vacuum circuits of vacuum assisted engine control
system devices. However, these could cause the PCM
to store a MAP sensor diagnostic trouble code and
cause a high idle condition.
PCM SYSTEM GROUND
The PCM cannot determine a poor system ground.
However, one or more diagnostic trouble codes may
be generated as a result of this condition. The mod-
ule should be mounted to the body at all times,
including when diagnostics are performed.
PCM CONNECTOR ENGAGEMENT
The PCM may not be able to determine spread or
damaged connector pins. However, it might store
diagnostic trouble codes as a result of spread connec-
tor pins.
DESCRIPTION - MONITORED SYSTEMS
There are new electronic circuit monitors that
check fuel, emission, engine and ignition perfor-
mance. These monitors use information from various
sensor circuits to indicate the overall operation of the
fuel, engine, ignition and emission systems and thus
the emissions performance of the vehicle.
The fuel, engine, ignition and emission systems
monitors do not indicate a specific component prob-
lem. They do indicate that there is an implied prob-
lem within one of the systems and that a specific
problem must be diagnosed.
If any of these monitors detect a problem affecting
vehicle emissions, the Malfunction Indicator (Check
Engine) Lamp will be illuminated. These monitors
generate Diagnostic Trouble Codes that can be dis-
played with the a DRBIIItscan tool.
The following is a list of the system monitors:
²EGR Monitor (if equipped)²Misfire Monitor
²Fuel System Monitor
²Oxygen Sensor Monitor
²Oxygen Sensor Heater Monitor
²Catalyst Monitor
²Evaporative System Leak Detection Monitor (if
equipped)
Following is a description of each system monitor,
and its DTC.
Refer to the appropriate Powertrain Diagnos-
tics Procedures manual for diagnostic proce-
dures.
OXYGEN SENSOR (O2S) MONITOR
Effective control of exhaust emissions is achieved
by an oxygen feedback system. The most important
element of the feedback system is the O2S. The O2S
is located in the exhaust path. Once it reaches oper-
ating temperatures of 300É to 350ÉC (572É to 662ÉF),
the sensor generates a voltage that is inversely pro-
portional to the amount of oxygen in the exhaust.
The information obtained by the sensor is used to
calculate the fuel injector pulse width. The PCM is
programmed to maintain the optimum air/fuel ratio.
At this mixture ratio, the catalyst works best to
remove hydrocarbons (HC), carbon monoxide (CO)
and nitrous oxide (NOx) from the exhaust.
The O2S is also the main sensing element for the
EGR (if equipped), Catalyst and Fuel Monitors.
The O2S may fail in any or all of the following
manners:
²Slow response rate
²Reduced output voltage
²Dynamic shift
²Shorted or open circuits
Response rate is the time required for the sensor to
switch from lean to rich once it is exposed to a richer
than optimum A/F mixture or vice versa. As the sen-
sor starts malfunctioning, it could take longer to
detect the changes in the oxygen content of the
exhaust gas.
The output voltage of the O2S ranges from 0 to 1
volt (voltages are offset by 2.5 volts on NGC vehi-
cles). A good sensor can easily generate any output
voltage in this range as it is exposed to different con-
centrations of oxygen. To detect a shift in the A/F
mixture (lean or rich), the output voltage has to
change beyond a threshold value. A malfunctioning
sensor could have difficulty changing beyond the
threshold value.
OXYGEN SENSOR HEATER MONITOR
If there is an oxygen sensor (O2S) DTC as well as
a O2S heater DTC, the O2S heater fault MUST be
repaired first. After the O2S fault is repaired, verify
that the heater circuit is operating correctly.
25 - 6 EMISSIONS CONTROLRS
EMISSIONS CONTROL (Continued)

Effective control of exhaust emissions is achieved
by an oxygen feedback system. The most important
element of the feedback system is the O2S. The O2S
is located in the exhaust path. Once it reaches oper-
ating temperatures of 300É to 350ÉC (572 É to 662ÉF),
the sensor generates a voltage that is inversely pro-
portional to the amount of oxygen in the exhaust.
The information obtained by the sensor is used to
calculate the fuel injector pulse width. This main-
tains a 14.7 to 1 Air Fuel (A/F) ratio. At this mixture
ratio, the catalyst works best to remove hydrocarbons
(HC), carbon monoxide (CO) and nitrogen oxide
(NOx) from the exhaust.
The voltage readings taken from the O2S are very
temperature sensitive. The readings are not accurate
below 300ÉC. Heating of the O2S is done to allow the
engine controller to shift to closed loop control as
soon as possible. The heating element used to heat
the O2S must be tested to ensure that it is heating
the sensor properly.
The O2S circuit is monitored for a drop in voltage.
The sensor output is used to test the heater by iso-
lating the effect of the heater element on the O2S
output voltage from the other effects.
EGR MONITOR (if equipped)
The Powertrain Control Module (PCM) performs
an on-board diagnostic check of the EGR system.
The EGR monitor is used to test whether the EGR
system is operating within specifications. The diag-
nostic check activates only during selected engine/
driving conditions. When the conditions are met, the
EGR is turned off (solenoid energized) and the O2S
compensation control is monitored. Turning off the
EGR shifts the air fuel (A/F) ratio in the lean direc-
tion. The O2S data should indicate an increase in the
O2 concentration in the combustion chamber when
the exhaust gases are no longer recirculated. While
this test does not directly measure the operation of
the EGR system, it can be inferred from the shift in
the O2S data whether the EGR system is operating
correctly. Because the O2S is being used, the O2S
test must pass its test before the EGR test. Also
looks at EGR linear potentiometer for feedback.
MISFIRE MONITOR
Excessive engine misfire results in increased cata-
lyst temperature and causes an increase in HC emis-
sions. Severe misfires could cause catalyst damage.
To prevent catalytic convertor damage, the PCM
monitors engine misfire.
The Powertrain Control Module (PCM) monitors
for misfire during most engine operating conditions
(positive torque) by looking at changes in the crank-
shaft speed. If a misfire occurs the speed of the
crankshaft will vary more than normal.FUEL SYSTEM MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide. The catalyst works best
when the air fuel (A/F) ratio is at or near the opti-
mum of 14.7 to 1.
The PCM is programmed to maintain the optimum
air/fuel ratio. This is done by making short term cor-
rections in the fuel injector pulse width based on the
O2S output. The programmed memory acts as a self
calibration tool that the engine controller uses to
compensate for variations in engine specifications,
sensor tolerances and engine fatigue over the life
span of the engine. By monitoring the actual air-fuel
ratio with the O2S (short term) and multiplying that
with the program long-term (adaptive) memory and
comparing that to the limit, it can be determined
whether it will pass an emissions test. If a malfunc-
tion occurs such that the PCM cannot maintain the
optimum A/F ratio, then the MIL will be illuminated.
CATALYST MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a
catalyst to decay. A meltdown of the ceramic core can
cause a reduction of the exhaust passage. This can
increase vehicle emissions and deteriorate engine
performance, driveability and fuel economy.
The catalyst monitor uses dual oxygen sensors
(O2S's) to monitor the efficiency of the converter. The
dual O2S's strategy is based on the fact that as a cat-
alyst deteriorates, its oxygen storage capacity and its
efficiency are both reduced. By monitoring the oxy-
gen storage capacity of a catalyst, its efficiency can
be indirectly calculated. The upstream O2S is used to
detect the amount of oxygen in the exhaust gas
before the gas enters the catalytic converter. The
PCM calculates the A/F mixture from the output of
the O2S. A low voltage indicates high oxygen content
(lean mixture). A high voltage indicates a low content
of oxygen (rich mixture).
When the upstream O2S detects a lean condition,
there is an abundance of oxygen in the exhaust gas.
A functioning converter would store this oxygen so it
can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of
the downstream O2S will indicate limited activity in
this condition.
As the converter loses the ability to store oxygen,
the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
RSEMISSIONS CONTROL25-7
EMISSIONS CONTROL (Continued)

chemical reaction takes place. This means the con-
centration of oxygen will be the same downstream as
upstream. The output voltage of the downstream
O2S copies the voltage of the upstream sensor. The
only difference is a time lag (seen by the PCM)
between the switching of the O2S's.
To monitor the system, the number of lean-to-rich
switches of upstream and downstream O2S's is
counted. The ratio of downstream switches to
upstream switches is used to determine whether the
catalyst is operating properly. An effective catalyst
will have fewer downstream switches than it has
upstream switches i.e., a ratio closer to zero. For a
totally ineffective catalyst, this ratio will be one-to-
one, indicating that no oxidation occurs in the device.
The system must be monitored so that when cata-
lyst efficiency deteriorates and exhaust emissions
increase to over the legal limit, the MIL (Check
Engine lamp) will be illuminated.
NATURAL VACUUM LEAK DETECTION (NVLD) (if equipped)
The Natural Vacuum Leak Detection (NVLD) sys-
tem is the next generation evaporative leak detection
system that will first be used on vehicles equipped
with the Next Generation Controller (NGC). This
new system replaces the leak detection pump as the
method of evaporative system leak detection. This is
to detect a leak equivalent to a 0.0209(0.5 mm) hole.
This system has the capability to detect holes of this
size very dependably.
The basic leak detection theory employed with
NVLD is the9Gas Law9. This is to say that the pres-
sure in a sealed vessel will change if the temperature
of the gas in the vessel changes. The vessel will only
see this effect if it is indeed sealed. Even small leaks
will allow the pressure in the vessel to come to equi-
librium with the ambient pressure. In addition to the
detection of very small leaks, this system has the
capability of detecting medium as well as large evap-
orative system leaks.
The NVLD seals the canister vent during engine off
conditions. If the EVAP system has a leak of less than
the failure threshold, the evaporative system will be
pulled into a vacuum, either due to the cool down
from operating temperature or diurnal ambient tem-
perature cycling. The diurnal effect is considered one
of the primary contributors to the leak determination
by this diagnostic. When the vacuum in the system
exceeds about 19H2O (0.25 KPA), a vacuum switch
closes. The switch closure sends a signal to the NGC.
The NGC, via appropriate logic strategies (described
below), utilizes the switch signal, or lack thereof, to
make a determination of whether a leak is present.
The NVLD device is designed with a normally open
vacuum switch, a normally closed solenoid, and a
seal, which is actuated by both the solenoid and a
diaphragm. The NVLD is located on the atmosphericvent side of the canister. The NVLD assembly may
be mounted on top of the canister outlet, or in-line
between the canister and atmospheric vent filter. The
normally open vacuum switch will close with about 19
H2O (0.25 KPA) vacuum in the evaporative system.
The diaphragm actuates the switch. This is above the
opening point of the fuel inlet check valve in the fill
tube so cap off leaks can be detected. Submerged fill
systems must have recirculation lines that do not
have the in-line normally closed check valve that pro-
tects the system from failed nozzle liquid ingestion,
in order to detect cap off conditions.
The normally closed valve in the NVLD is intended
to maintain the seal on the evaporative system dur-
ing the engine off condition. If vacuum in the evapo-
rative system exceeds 39to 69H2O (0.75 to 1.5 KPA),
the valve will be pulled off the seat, opening the seal.
This will protect the system from excessive vacuum
as well as allowing sufficient purge flow in the event
that the solenoid was to become inoperative.
The solenoid actuates the valve to unseal the can-
ister vent while the engine is running. It also will be
used to close the vent during the medium and large
leak tests and during the purge flow check. This sole-
noid requires initial 1.5 amps of current to pull the
valve open but after 100 ms. will be duty cycled down
to an average of about 150 mA for the remainder of
the drive cycle.
Another feature in the device is a diaphragm that
will open the seal in the NVLD with pressure in the
evaporative system. The device will9blow off9at
about 0.59H2O (0.12 KPA) pressure to permit the
venting of vapors during refueling. An added benefit
to this is that it will also allow the tank to9breathe9
during increasing temperatures, thus limiting the
pressure in the tank to this low level. This is benefi-
cial because the induced vacuum during a subse-
quent declining temperature will achieve the switch
closed (pass threshold) sooner than if the tank had to
decay from a built up pressure.
The device itself has 3 wires: Switch sense, sole-
noid driver and ground. It also includes a resistor to
protect the switch from a short to battery or a short
to ground. The NGC utilizes a high-side driver to
energize and duty-cycle the solenoid.
DESCRIPTION - HIGH AND LOW LIMITS
The PCM compares input signal voltages from each
input device with established high and low limits for
the device. If the input voltage is not within limits
and other criteria are met, the PCM stores a diagnos-
tic trouble code in memory. Other diagnostic trouble
code criteria might include engine RPM limits or
input voltages from other sensors or switches that
must be present before verifying a diagnostic trouble
code condition.
25 - 8 EMISSIONS CONTROLRS
EMISSIONS CONTROL (Continued)

OPERATION
OPERATION - SYSTEM
The Powertrain Control Module (PCM) monitors
many different circuits in the fuel injection, ignition,
emission and engine systems. If the PCM senses a
problem with a monitored circuit often enough to
indicate an actual problem, it stores a Diagnostic
Trouble Code (DTC) in the PCM's memory. If the
code applies to a non-emissions related component or
system, and the problem is repaired or ceases to
exist, the PCM cancels the code after 40 warmup
cycles. Diagnostic trouble codes that affect vehicle
emissions illuminate the Malfunction Indicator Lamp
(MIL). Refer to Malfunction Indicator Lamp in this
section.
Certain criteria must be met before the PCM
stores a DTC in memory. The criteria may be a spe-
cific range of engine RPM, engine temperature,
and/or input voltage to the PCM.
The PCM might not store a DTC for a monitored
circuit even though a malfunction has occurred. This
may happen because one of the DTC criteria for the
circuit has not been met.For example, assume the
diagnostic trouble code criteria requires the PCM to
monitor the circuit only when the engine operates
between 750 and 2000 RPM. Suppose the sensor's
output circuit shorts to ground when engine operates
above 2400 RPM (resulting in 0 volt input to the
PCM). Because the condition happens at an engine
speed above the maximum threshold (2000 rpm), the
PCM will not store a DTC.
There are several operating conditions for which
the PCM monitors and sets DTC's. Refer to Moni-
tored Systems, Components, and Non-Monitored Cir-
cuits in this section.
NOTE: Various diagnostic procedures may actually
cause a diagnostic monitor to set a DTC. For
instance, pulling a spark plug wire to perform a
spark test may set the misfire code. When a repair
is completed and verified, use the DRBIIITscan tool
to erase all DTC's and extinguish the MIL.Technicians can display stored DTC's. Refer to
Diagnostic Trouble Codes (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/POWER-
TRAIN CONTROL MODULE - DESCRIPTION). For
obtaining the DTC information, use the Data Link
Connector with the DRBIIItscan tool (Fig. 1).
DRB IIITSTATE DISPLAY TEST MODE
OPERATION
The switch inputs to the Powertrain Control Mod-
ule (PCM) have two recognized states; HIGH and
LOW. For this reason, the PCM cannot recognize the
difference between a selected switch position versus
an open circuit, a short circuit, or a defective switch.
If the State Display screen shows the change from
HIGH to LOW or LOW to HIGH, assume the entire
switch circuit to the PCM functions properly. From
the state display screen, access either State Display
Inputs and Outputs or State Display Sensors.
Fig. 1 Data Link Connector
RSEMISSIONS CONTROL25-9
EMISSIONS CONTROL (Continued)

Alternate Good Trip
Alternate Good Trips are used in place of Global
Good Trips for Comprehensive Components and
Major Monitors. If the Task Manager cannot run a
Global Good Trip because a component fault is stop-
ping the monitor from running, it will attempt to
count an Alternate Good Trip.
The Task Manager counts an Alternate Good Trip
for Comprehensive components when the following
conditions are met:
²Two minutes of engine run time, idle or driving
²No other faults occur
The Task Manager counts an Alternate Good Trip
for a Major Monitor when the monitor runs and
passes. Only the Major Monitor that failed needs to
pass to count an Alternate Good Trip.
Warm-Up Cycles
Once the MIL has been extinguished by the Good
Trip Counter, the PCM automatically switches to a
Warm-Up Cycle Counter that can be viewed on the
DRBIIIt. Warm-Up Cycles are used to erase DTCs
and Freeze Frames. Forty Warm-Up cycles must
occur in order for the PCM to self-erase a DTC and
Freeze Frame. A Warm-Up Cycle is defined as fol-
lows:
²Engine coolant temperature must start below
and rise above 160É F
²Engine coolant temperature must rise by 40É F
²No further faults occur
Freeze Frame Data Storage
Once a failure occurs, the Task Manager records
several engine operating conditions and stores it in a
Freeze Frame. The Freeze Frame is considered one
frame of information taken by an on-board data
recorder. When a fault occurs, the PCM stores the
input data from various sensors so that technicians
can determine under what vehicle operating condi-
tions the failure occurred.
The data stored in Freeze Frame is usually
recorded when a system fails the first time for two
trip faults. Freeze Frame data will only be overwrit-
ten by a different fault with a higher priority.
CAUTION: Erasing DTCs, either with the DRBIIIT;or
by disconnecting the battery, also clears all Freeze
Frame data.
Similar Conditions Window
The Similar Conditions Window displays informa-
tion about engine operation during a monitor. Abso-
lute MAP (engine load) and Engine RPM are stored
in this window when a failure occurs. There are two
different Similar conditions Windows: Fuel System
and Misfire.FUEL SYSTEM
²Fuel System Similar Conditions WindowÐ
An indicator that 'Absolute MAP When Fuel Sys Fail'
and 'RPM When Fuel Sys Failed' are all in the same
range when the failure occurred. Indicated by switch-
ing from 'NO' to 'YES'.
²Absolute MAP When Fuel Sys FailÐ The
stored MAP reading at the time of failure. Informs
the user at what engine load the failure occurred.
²Absolute MAPÐ A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
²RPM When Fuel Sys FailÐ The stored RPM
reading at the time of failure. Informs the user at
what engine RPM the failure occurred.
²Engine RPMÐ A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
²Adaptive Memory FactorÐ The PCM utilizes
both Short Term Compensation and Long Term Adap-
tive to calculate the Adaptive Memory Factor for
total fuel correction.
²Upstream O2S VoltsÐ A live reading of the
Oxygen Sensor to indicate its performance. For
example, stuck lean, stuck rich, etc.
²SCW Time in Window (Similar Conditions
Window Time in Window)Ð A timer used by the
PCM that indicates that, after all Similar Conditions
have been met, if there has been enough good engine
running time in the SCW without failure detected.
This timer is used to increment a Good Trip.
²Fuel System Good Trip CounterÐATrip
Counter used to turn OFF the MIL for Fuel System
DTCs. To increment a Fuel System Good Trip, the
engine must be in the Similar Conditions Window,
Adaptive Memory Factor must be less than cali-
brated threshold and the Adaptive Memory Factor
must stay below that threshold for a calibrated
amount of time.
²Test Done This TripÐ Indicates that the
monitor has already been run and completed during
the current trip.
MISFIRE
²Same Misfire Warm-Up StateÐ Indicates if
the misfire occurred when the engine was warmed up
(above 160É F).
²In Similar Misfire WindowÐ An indicator
that 'Absolute MAP When Misfire Occurred' and
'RPM When Misfire Occurred' are all in the same
range when the failure occurred. Indicated by switch-
ing from 'NO' to 'YES'.
²Absolute MAP When Misfire OccurredÐ
The stored MAP reading at the time of failure.
Informs the user at what engine load the failure
occurred.
25 - 26 ON-BOARD DIAGNOSTICSRS
TASK MANAGER (Continued)

COMPRESSOR CLUTCH COIL -
DIAGNOSIS AND TESTING, A/C..........24-15
COMPRESSOR CLUTCH RELAY -
DESCRIPTION, A/C...................24-19
COMPRESSOR CLUTCH RELAY -
INSTALLATION, A/C...................24-20
COMPRESSOR CLUTCH RELAY -
OPERATION, A/C.....................24-19
COMPRESSOR CLUTCH RELAY -
REMOVAL, A/C......................24-20
COMPRESSOR CLUTCH/COIL -
DESCRIPTION, A/C...................24-15
COMPRESSOR CLUTCH/COIL -
INSPECTION, A/C.....................24-17
COMPRESSOR CLUTCH/COIL -
INSTALLATION, A/C...................24-17
COMPRESSOR CLUTCH/COIL -
OPERATION, A/C.....................24-15
COMPRESSOR CLUTCH/COIL -
REMOVAL, A/C......................24-16
COMPRESSOR MOUNTING BRACKET -
2.4L ENGINE - INSTALLATION, A/C.......24-76
COMPRESSOR MOUNTING BRACKET -
2.4L ENGINE - REMOVAL, A/C..........24-75
COMPRESSOR NOISE DIAGNOSIS -
DIAGNOSIS AND TESTING.............24-74
COMPUTER - DESCRIPTION, COMPASS/
MINI-TRIP..........................8M-9
COMPUTER - DIAGNOSIS AND TESTING,
COMPASS MINI-TRIP.................8M-10
COMPUTER - INSTALLATION, COMPASS/
MINI-TRIP.........................8M-10
COMPUTER - OPERATION, COMPASS/
MINI-TRIP............................8M-9
COMPUTER - REMOVAL, COMPASS/
MINI-TRIP.........................8M-10
CONCENTRATION TESTING - DIAGNOSIS
AND TESTING, COOLANT...............7-19
CONDENSER - DESCRIPTION, A/C.......24-76
CONDENSER - INSTALLATION, A/C.......24-78
CONDENSER - OPERATION, A/C.........24-76
CONDENSER - REMOVAL, A/C..........24-77
CONDITION CHECK, STANDARD
PROCEDURE - FLUID LEVEL....21-201,21s-102
CONDITIONER - DESCRIPTION, HEATER
AND AIR ............................24-1
CONDITIONER - OPERATION, HEATER
AND AIR ............................24-4
CONNECTING ROD - DESCRIPTION,
PISTON........................9-116,9-42
CONNECTING ROD - INSTALLATION,
PISTON.............................9-44
CONNECTING ROD - REMOVAL, PISTON . . . 9-43
CONNECTING ROD BEARING
CLEARANCE - STANDARD
PROCEDURE, MEASURING.............9-120
CONNECTING ROD, FITTING.............9-45
CONNECTING RODS - STANDARD
PROCEDURE, FITTING.................9-116
CONNECTOR - DESCRIPTION, DATA LINK . . 8E-6
CONNECTOR - INSTALLATION.......8W-01-11
CONNECTOR - OPERATION, DATA LINK....8E-7
CONNECTOR - REMOVAL...........8W-01-11
CONNECTOR, GROUND AND SPLICE
INFORMATION - DESCRIPTION........8W-01-7
CONNECTOR/GROUND/SPLICE LOCATION
- DESCRIPTION....................8W-91-1
CONSOLE - DESCRIPTION, OVERHEAD....8M-1
CONSOLE - DIAGNOSIS AND TESTING,
OVERHEAD..........................8M-2
CONSOLE - INSTALLATION, LOWER......23-69
CONSOLE - OPERATION, OVERHEAD......8M-2
CONSOLE - REMOVAL, LOWER..........23-69
CONSOLE - REMOVAL, OVERHEAD.......8M-6
CONSOLE LAMP - INSTALLATION,
CENTER............................8L-21
CONSOLE LAMP - REMOVAL, CENTER....8L-21
CONSOLE LAMP SWITCH -
INSTALLATION, CENTER...............8L-21
CONSOLE LAMP SWITCH - REMOVAL,
CENTER............................8L-21
CONSOLE, SPECIAL TOOLS - OVERHEAD
. . 8M-6
CONSOLE TRAY - BRACKET ASSEMBLY -
INSTALLATION, FLOOR
................23-83
CONSOLE TRAY - BRACKET ASSEMBLY -
REMOVAL, FLOOR
....................23-83
CONSOLE TRAY - INSTALLATION, FLOOR
. . 23-83
CONSOLE TRAY - REMOVAL, FLOOR
.....23-83CONTAINER - DESCRIPTION, COOLANT
RECOVERY..........................7-19
CONTAINER - INSTALLATION, COOLANT
RECOVERY..........................7-20
CONTAINER - OPERATION, COOLANT
RECOVERY..........................7-19
CONTAINER - REMOVAL, COOLANT
RECOVERY..........................7-20
CONTAMINATION - DIAGNOSIS AND
TESTING, BRAKE FLUID...........5-32,5s-31
CONTINUITY - STANDARD PROCEDURE,
TESTING.........................8W-01-9
CONTROL (4 SPEED EATX ONLY) -
OPERATION, INTERACTIVE SPEED........8P-2
CONTROL ARM - DESCRIPTION, LOWER . . . 2-12
CONTROL ARM - INSPECTION, LOWER....2-14
CONTROL ARM - INSTALLATION, LOWER . . 2-16
CONTROL ARM - OPERATION, LOWER.....2-12
CONTROL ARM - REMOVAL, LOWER......2-12
CONTROL ARM (REAR BUSHING -
HYDRO) - ASSEMBLY, LOWER...........2-14
CONTROL ARM (REAR BUSHING -
HYDRO) - DISASSEMBLY, LOWER........2-14
CONTROL ARM (REAR BUSHING -
STANDARD) - ASSEMBLY, LOWER........2-14
CONTROL ARM (REAR BUSHING -
STANDARD) - DISASSEMBLY, LOWER.....2-13
CONTROL (ATC) - INSTALLATION,
AUTOMATIC TEMPERATURE............24-29
CONTROL (ATC) - REMOVAL,
AUTOMATIC TEMPERATURE............24-28
CONTROL CABLE - INSTALLATION,
THROTTLE..........................14-36
CONTROL CABLE - REMOVAL,
THROTTLE..........................14-35
CONTROL CALIBRATION - STANDARD
PROCEDURE, A/C-HEATER.............24-20
CONTROL CIRCUIT TEST - DIAGNOSIS
AND TESTING..................8F-30,8F-32
CONTROL INFORMATION LABEL -
DESCRIPTION, VEHICLE EMISSION.......25-1
CONTROL MODULE - DESCRIPTION,
BODY...............................8s-1
CONTROL MODULE - DESCRIPTION,
BODY...............................8E-3
CONTROL MODULE - DESCRIPTION,
FRONT..............................8E-7
CONTROL MODULE - DESCRIPTION,
POWER LIFTGATE....................8E-10
CONTROL MODULE - DESCRIPTION,
SLIDING DOOR......................8E-19
CONTROL MODULE - DESCRIPTION,
TRANSMISSION......................8E-20
CONTROL MODULE - DIAGNOSIS AND
TESTING, FRONT......................8E-7
CONTROL MODULE - INSTALLATION,
BODY...............................8s-3
CONTROL MODULE - INSTALLATION,
BODY...............................8E-5
CONTROL MODULE - INSTALLATION,
FRONT..............................8E-8
CONTROL MODULE - INSTALLATION,
POWER LIFTGATE....................8E-11
CONTROL MODULE - INSTALLATION,
SLIDING DOOR......................8E-20
CONTROL MODULE - OPERATION, BODY . . . 8s-1
CONTROL MODULE - OPERATION, BODY . . . 8E-3
CONTROL MODULE - OPERATION,
FRONT..............................8E-7
CONTROL MODULE - OPERATION,
POWER LIFTGATE....................8E-11
CONTROL MODULE - OPERATION,
SLIDING DOOR......................8E-19
CONTROL MODULE - OPERATION,
TRANSMISSION......................8E-20
CONTROL MODULE - REMOVAL, BODY....8s-3
CONTROL MODULE - REMOVAL, BODY....8E-4
CONTROL MODULE - REMOVAL, FRONT . . . 8E-8
CONTROL MODULE - REMOVAL, POWER
LIFTGATE
...........................8E-11
CONTROL MODULE - REMOVAL,
SLIDING DOOR
......................8E-19
CONTROL MOTOR - DESCRIPTION, IDLE
AIR
...............................14-28
CONTROL MOTOR - INSTALLATION, IDLE
AIR
...............................14-29
CONTROL MOTOR - OPERATION, IDLE
AIR
...............................14-28CONTROL MOTOR - REMOVAL, IDLE AIR . . 14-29
CONTROL (MTC) - INSTALLATION,
MANUAL TEMPERATURE...............24-29
CONTROL (MTC) - REMOVAL, MANUAL
TEMPERATURE......................24-29
CONTROL RELAY - DESCRIPTION,
TRANSMISSION..............21-247,21s-150
CONTROL RELAY - OPERATION,
TRANSMISSION..............21-248,21s-150
CONTROL SWITCH - DIAGNOSIS AND
TESTING, TRACTION...................5-82
CONTROL SYSTEM - DESCRIPTION,
TRACTION...........................5-76
CONTROL SYSTEM - OPERATION,
AUTOMATIC TEMPERATURE...........24-112
CONTROL SYSTEM - OPERATION,
EVAPORATION.......................25-10
CONTROL SYSTEM - OPERATION,
MANUAL TEMPERATURE..............24-112
CONTROL SYSTEM - OPERATION,
TRACTION...........................5-77
CONTROLLER - DESCRIPTION,
OCCUPANT RESTRAINT................8O-8
CONTROLLER - INSTALLATION,
OCCUPANT RESTRAINT................8O-8
CONTROLLER - INSTALLATION, SBEC....8E-17
CONTROLLER - OPERATION, 8-VOLT
SUPPLY - PCM OUTPUT - SBEC.........8E-15
CONTROLLER - OPERATION, OCCUPANT
RESTRAINT..........................8O-8
CONTROLLER - REMOVAL, NGC.........8E-17
CONTROLLER - REMOVAL, OCCUPANT
RESTRAINT...........................8O-8
CONTROLLER - REMOVAL, SBEC........8E-16
CONTROLLER ANTILOCK BRAKE -
DESCRIPTION........................8E-5
CONTROLLER ANTILOCK BRAKE -
INSTALLATION........................8E-6
CONTROLLER ANTILOCK BRAKE -
OPERATION..........................8E-5
CONTROLLER ANTILOCK BRAKE -
REMOVAL...........................8E-6
CONVENTIONAL BATTERY CHARGING -
STANDARD PROCEDURE...............8F-11
CONVERTER - DESCRIPTION, CATALYTIC . . . 11-4
CONVERTER - DESCRIPTION, TORQUE . . 21-242,
21s-144
CONVERTER - INSPECTION, CATALYTIC....11-5
CONVERTER - INSTALLATION, CATALYTIC . . 11-6
CONVERTER - INSTALLATION, TORQUE . . 21-247,
21s-149
CONVERTER - OPERATION, CATALYTIC....11-4
CONVERTER - OPERATION, TORQUE....21-245,
21s-148
CONVERTER - REMOVAL, CATALYTIC......11-5
CONVERTER - REMOVAL, TORQUE.....21-247,
21s-149
CONVERTER HOUSING FLUID LEAKAGE -
DIAGNOSIS AND TESTING, TORQUE....21-123,
21s-31
COOL DOWN TEST - DIAGNOSIS AND
TESTING, A/C........................24-6
COOLANT - DESCRIPTION, ENGINE.......7-19
COOLANT - DESCRIPTION, ENGINE........0-3
COOLANT - STANDARD PROCEDURE,
ADDING ADDITIONAL...................7-5
COOLANT CONCENTRATION TESTING -
DIAGNOSIS AND TESTING..............7-19
COOLANT LEVEL CHECK - STANDARD
PROCEDURE..........................7-5
COOLANT RECOVERY CONTAINER -
DESCRIPTION........................7-19
COOLANT RECOVERY CONTAINER -
INSTALLATION........................7-20
COOLANT RECOVERY CONTAINER -
OPERATION..........................7-19
COOLANT RECOVERY CONTAINER -
REMOVAL...........................7-20
COOLANT RECOVERY SYSTEM -
DIAGNOSIS AND TESTING
..............7-20
COOLANT SERVICE - STANDARD
PROCEDURE
.........................7-19
COOLANT TEMPERATURE SENSOR -
2.4L - DESCRIPTION, ENGINE
............7-21
COOLANT TEMPERATURE SENSOR -
2.4L - INSTALLATION, ENGINE
...........7-21
COOLANT TEMPERATURE SENSOR -
2.4L - REMOVAL, ENGINE
...............7-21
8 INDEXRS
Description Group-Page Description Group-Page Description Group-Page

DRIVE UNIT - INSTALLATION, LOWER....8N-33
DRIVE UNIT - OPERATION, LOWER......8N-32
DRIVE UNIT - REMOVAL, LOWER.......8N-33
DRIVE UNIT TRACK & RACK -
DESCRIPTION, LOWER................8N-34
DRIVE UNIT TRACK & RACK -
INSTALLATION, LOWER...............8N-34
DRIVE UNIT TRACK & RACK -
OPERATION, LOWER..................8N-34
DRIVE UNIT TRACK & RACK -
REMOVAL, LOWER...................8N-34
DRIVELINE MODULE - DESCRIPTION,
REAR...............................3-23
DRIVELINE MODULE - OPERATION,
REAR...............................3-23
DRIVELINE MODULE - SPECIFICATIONS,
REAR...............................3-34
DRIVELINE MODULE FLUIDS -
DESCRIPTION, AWD REAR...............0-6
DRIVELINE MODULE NOISE -
DIAGNOSIS AND TESTING, REAR.........3-24
DRIVELINE MODULE OPERATION -
DIAGNOSIS AND TESTING, REAR.........3-26
DRIVER AIRBAG - DESCRIPTION.........8O-6
DRIVER AIRBAG - INSTALLATION........8O-7
DRIVER AIRBAG - OPERATION...........8O-6
DRIVER AIRBAG - REMOVAL............8O-6
DRIVER AIRBAG TRIM COVER -
INSTALLATION.......................8O-7
DRIVER AIRBAG TRIM COVER -
REMOVAL...........................8O-7
DRIVER HEATED SEAT SWITCH -
DESCRIPTION........................8G-8
DRIVER HEATED SEAT SWITCH -
DIAGNOSIS AND TESTING..............8G-9
DRIVER HEATED SEAT SWITCH -
INSTALLATION......................8G-10
DRIVER HEATED SEAT SWITCH -
OPERATION..........................8G-8
DRIVER HEATED SEAT SWITCH -
REMOVAL..........................8G-10
DRIVER POWER SEAT TRACK -
DESCRIPTION..................8N-15,8N-58
DRIVER POWER SEAT TRACK -
DIAGNOSIS AND TESTING........8N-15,8N-58
DRIVER POWER SEAT TRACK -
INSTALLATION.................8N-16,8N-59
DRIVER POWER SEAT TRACK -
OPERATION...................8N-15,8N-58
DRIVER POWER SEAT TRACK -
REMOVAL.....................8N-16,8N-59
DRIVER SEAT SWITCH - DESCRIPTION . . . 8N-10,
8N-53
DRIVER SEAT SWITCH - DIAGNOSIS
AND TESTING..................8N-11,8N-54
DRIVER SEAT SWITCH - INSTALLATION . . 8N-12,
8N-55
DRIVER SEAT SWITCH - OPERATION....8N-11,
8N-54
DRIVER SEAT SWITCH - REMOVAL . 8N-12,8N-55
DRIVING CLUTCHES - DESCRIPTION....21-190,
21s-95
DRIVING CLUTCHES - OPERATION.....21-190,
21s-95
DROP - STANDARD PROCEDURE,
TESTING FOR A VOLTAGE...........8W-01-10
DRUM - INSTALLATION............5-32,5s-31
DRUM - REMOVAL...............5-32,5s-31
DRUM BRAKE - INSTALLATION,
SUPPORT PLATE.................5-56,5s-58
DRUM BRAKE - REMOVAL, SUPPORT
PLATE .........................5-56,5s-58
DRUM BRAKE AUTOMATIC ADJUSTER -
DIAGNOSIS AND TESTING.........5-13,5s-13
DRUM BRAKE SHOE LINING -
INSPECTION, REAR...............5-22,5s-21
DRUM BRAKE SHOES - ADJUSTMENT,
REAR..........................5-23,5s-22
DRUM BRAKE SHOES - INSTALLATION,
REAR..........................5-22,5s-21
DRUM BRAKE SHOES - REMOVAL, REAR . . 5-19,
5s-18
DRUM BRAKES (REAR) - DESCRIPTION
. . . 5-13,
5s-12
DUAL ZONE - DESCRIPTION
.............24-2
DUAL ZONE - OPERATION
...............24-5
DUCT - INSTALLATION, DEFROSTER
.....24-50
DUCT - INSTALLATION, DISTRIBUTION
. . . 24-57DUCT - INSTALLATION, REAR FLOOR
HEAT ..............................24-63
DUCT - REMOVAL, DEFROSTER.........24-50
DUCT - REMOVAL, DISTRIBUTION.......24-57
DUCT - REMOVAL, REAR FLOOR HEAT . . . 24-62
DUCTS - INSTALLATION, FLOOR
DISTRIBUTION.......................24-50
DUCTS - INSTALLATION, INSTRUMENT
PANEL.............................24-55
DUCTS - INSTALLATION, INSTRUMENT
PANEL DEMISTER....................24-55
DUCTS - REMOVAL, FLOOR
DISTRIBUTION.......................24-50
DUCTS - REMOVAL, INSTRUMENT
PANEL.............................24-55
DUCTS - REMOVAL, INSTRUMENT
PANEL DEMISTER....................24-55
DUTY, CARGO - INSTALLATION, AWD,
HEAVY..............................2-36
DUTY, CARGO - REMOVAL, AWD, HEAVY . . . 2-36
DVD PLAYER - DESCRIPTION............8A-8
DVD PLAYER - INSTALLATION...........8A-8
DVD PLAYER - OPERATION.............8A-8
DVD PLAYER - REMOVAL...............8A-8
ELECTROLYTE LEVEL - STANDARD
PROCEDURE, CHECKING BATTERY.......8F-14
ELECTRONIC VARIABLE BRAKE
PROPORTIONING - DESCRIPTION........5-75
ELECTRONIC VARIABLE BRAKE
PROPORTIONING - OPERATION..........5-77
ELECTRONIC VEHICLE INFO CENTER -
DESCRIPTION........................8M-6
ELECTRONIC VEHICLE INFO CENTER -
INSTALLATION.......................8M-9
ELECTRONIC VEHICLE INFO CENTER -
OPERATION.........................8M-7
ELECTRONIC VEHICLE INFO CENTER -
REMOVAL...........................8M-9
ELECTRONIC VEHICLE INFORMATION
CENTER - DIAGNOSIS AND TESTING......8M-7
ELECTRONIC VEHICLE INFORMATION
CENTER PROGRAMMING - STANDARD
PROCEDURE.........................8M-7
ELECTROSTATIC DISCHARGE (ESD)
SENSITIVE DEVICES - STANDARD
PROCEDURE......................8W-01-8
ELEMENT - INSTALLATION, AIR
CLEANER........................9-24,9-98
ELEMENT - REMOVAL, AIR CLEANER . . 9-24,9-98
ELEMENTS - DESCRIPTION, HEATED
SEAT ..............................8G-10
ELEMENTS - DIAGNOSIS AND TESTING,
HEATED SEAT .......................8G-10
ELEMENTS - INSTALLATION, HEATED
SEAT ..............................8G-11
ELEMENTS - OPERATION, HEATED SEAT . . 8G-10
ELEMENTS - REMOVAL, HEATED SEAT . . . 8G-11
E-MARK LABEL - DESCRIPTION.......Intro.-11
EMISSION CONTROL INFORMATION
LABEL - DESCRIPTION, VEHICLE.........25-1
END CAP - INSTALLATION, INSTRUMENT
PANEL.............................23-68
END CAP - REMOVAL, INSTRUMENT
PANEL.............................23-68
END COVER BALL BEARING -
INSTALLATION.......................21-10
END COVER BALL BEARING - REMOVAL . . . 21-9
END COVER SEAL - INSTALLATION......21-11
END COVER SEAL - REMOVAL..........21-11
END PLAY - ADJUSTMENT,
DIFFERENTIAL SIDE GEAR.............21-70
END PLAY - STANDARD PROCEDURE,
CRANKSHAFT....................9-36,9s-6
END PLAY - STANDARD PROCEDURE,
MEASURING CAMSHAFT................9-29
END PLAY - STANDARD PROCEDURE,
MEASURING CRANKSHAFT.............9-125
END SEAL - INSTALLATION, INPUT
SHAFT.............................21-16
END SEAL - REMOVAL, INPUT SHAFT....21-15
ENGAGE ACTUATOR - DESCRIPTION.....8N-10
ENGAGE ACTUATOR - INSTALLATION.....8N-11
ENGAGE ACTUATOR - OPERATION
.......8N-11
ENGAGE ACTUATOR - REMOVAL
........8N-11
ENGINE - CLEANING
...................7-18
ENGINE - DESCRIPTION, 2.4L/3.3L/3.8L
. . . 19-51
ENGINE - DESCRIPTION, FUEL
REQUIREMENTS - DIESEL
...............0-6ENGINE - INSPECTION.................7-18
ENGINE - INSTALLATION, 2.4L.....19-46,19-49,
19-50,19-52
ENGINE - INSTALLATION, 3.3L/3.8L . 19-47,19-49,
19-50,19-52
ENGINE - INSTALLATION, A/C
COMPRESSOR MOUNTING BRACKET -
2.4L...............................24-76
ENGINE - REMOVAL, 2.4L . . . 19-45,19-48,19-50,
19-51
ENGINE - REMOVAL, 3.3L/3.8L....19-45,19-48,
19-50,19-51
ENGINE - REMOVAL, A/C COMPRESSOR
MOUNTING BRACKET - 2.4L............24-75
ENGINE - SPECIFICATIONS, 2.4L.....9-17,9s-1
ENGINE - STANDARD PROCEDURE,
HYDROSTATIC LOCKED.............9-10,9-85
ENGINE 2.4L - DESCRIPTION.............9-3
ENGINE 3.3/3.8L - DESCRIPTION.........9-76
ENGINE ASSEMBLY - INSTALLATION . . 9-16,9-89
ENGINE ASSEMBLY - REMOVAL......9-13,9-86
ENGINE BLOCK - CLEANING........9-112,9-36
ENGINE BLOCK - DESCRIPTION.....9-112,9-35
ENGINE BLOCK - INSPECTION......9-112,9-36
ENGINE BLOCK HEATER - DESCRIPTION . . . 7-20
ENGINE BLOCK HEATER - INSTALLATION . . . 7-20
ENGINE BLOCK HEATER - OPERATION.....7-20
ENGINE BLOCK HEATER - REMOVAL......7-20
ENGINE BLOCK HEATER TESTING -
DIAGNOSIS AND TESTING................7-20
ENGINE COOLANT - DESCRIPTION........7-19
ENGINE COOLANT - DESCRIPTION.........0-3
ENGINE COOLANT TEMPERATURE
SENSOR - 2.4L - DESCRIPTION..........7-21
ENGINE COOLANT TEMPERATURE
SENSOR - 2.4L - INSTALLATION..........7-21
ENGINE COOLANT TEMPERATURE
SENSOR - 2.4L - REMOVAL.............7-21
ENGINE COOLANT TEMPERATURE
SENSOR - 3.3/3.8L - DESCRIPTION.......7-21
ENGINE COOLANT TEMPERATURE
SENSOR - 3.3/3.8L - INSTALLATION.......7-22
ENGINE COOLANT TEMPERATURE
SENSOR - 3.3/3.8L - REMOVAL..........7-21
ENGINE COOLANT THERMOSTAT - 2.4L -
INSTALLATION........................7-23
ENGINE COOLANT THERMOSTAT - 2.4L -
REMOVAL...........................7-23
ENGINE COOLANT THERMOSTAT -
3.3/3.8L - INSTALLATION...............7-24
ENGINE COOLANT THERMOSTAT -
3.3/3.8L - REMOVAL...................7-23
ENGINE COOLANT THERMOSTAT -
DESCRIPTION........................7-22
ENGINE COOLANT THERMOSTAT -
DIAGNOSIS AND TESTING..............7-23
ENGINE COOLANT THERMOSTAT -
OPERATION..........................7-22
ENGINE COOLING SYSTEM - DIAGNOSIS
AND TESTING........................7-14
ENGINE COOLING SYSTEM
REQUIREMENTS - DESCRIPTION.........24-1
ENGINE COOLING SYSTEM, WARNING
....24-65
ENGINE CORE AND OIL GALLERY PLUGS
- STANDARD PROCEDURE
..........9-10,9-86
ENGINE DIAGNOSIS - INTRODUCTION -
DIAGNOSIS AND TESTING
...........9-3,9-76
ENGINE DIAGNOSIS - MECHANICAL -
DIAGNOSIS AND TESTING
...........9-6,9-80
ENGINE DIAGNOSIS - PERFORMANCE -
DIAGNOSIS AND TESTING
...........9-4,9-78
ENGINE GASKET SURFACE
PREPARATION - STANDARD
PROCEDURE
.....................9-11,9-85
ENGINE MOUNTING - DESCRIPTION
. 9-131,9-48
ENGINE OIL - DESCRIPTION, FLEXIBLE
FUEL
................................0-3
ENGINE OIL - DIESEL ENGINES -
DESCRIPTION
.........................0-6
ENGINE OIL AND FILTER CHANGE -
STANDARD PROCEDURE
...........9-137,9-53
ENGINE OIL AND LUBRICANTS -
DESCRIPTION
.........................0-1
ENGINE OIL LEAK INSPECTION -
DIAGNOSIS AND TESTING
...........9-8,9-82
ENGINE OIL LEVEL CHECK - STANDARD
PROCEDURE
........................9-137
12 INDEXRS
Description Group-Page Description Group-Page Description Group-Page