2004 CHRYSLER VOYAGER battery

(18) Install plugs in, or tape over the opened suc-
tion line fittings.
(19) Lower the vehicle.
(20) Remove the suction line from the engine com-
partment.
INSTALLATION
(1) Position the suction line into the engine com-
partment.
(2) Remove the tape or plugs from the suction line
and liquid line fittings and both expansion valve
ports.
(3) Lubricate new rubber O-ring seals with clean
refrigerant oil and install them on the suction line
and liquid line fittings.
(4) Reconnect the liquid line and suction line fit-
tings to the expansion valve.
(5) Install the nut that secures the suction line
and liquid line fittings to the front expansion valve.
Tighten the nut to 23 N´m (17 ft. lbs.).
(6) Engage the retainer that secures the suction
line routing clip to the receiver/drier mounting
bracket on the side of the right front strut tower in
the engine compartment.
(7) Remove the tape or plugs from the compressor
suction port and the suction line fitting.
(8) Lubricate a new rubber O-ring seal with clean
refrigerant oil and install it on the suction line fit-
ting.
(9) Reconnect the suction line fitting to the com-
pressor suction port.
(10) Install the nut that secures the suction line
fitting to the A/C compressor. Tighten the nut to 23
N´m (17 ft. lbs.).
(11) Reconnect the drain tube to the wiper module
drain on the right side of the engine compartment.
(12) Reinstall the air cleaner top cover and snorkel
onto the air cleaner housing located on the right side
of the engine compartment.
(13) Reconnect the battery negative cable.
(14) Raise and support the vehicle.
(15) Remove the tape or plugs from the suction
line extension fitting and the underbody suction line
fitting.(16) Lubricate a new rubber O-ring seal with clean
refrigerant oil and install it on the underbody suction
line fitting.
(17) Reconnect the suction line extension fitting to
the underbody suction line fitting. Tighten the fitting
to 23 N´m (17 ft. lbs.).
(18) Install a new tie strap just forward of the con-
nections between the underbody plumbing and the
engine compartment plumbing for the rear heater
and air conditioner.
(19) Lower the vehicle.
(20) Evacuate the refrigerant system (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING -
FRONT/REFRIGERANT - STANDARD PROCE-
DURE - REFRIGERANT SYSTEM EVACUATE).
(21) Charge the refrigerant system (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING -
FRONT/REFRIGERANT - STANDARD PROCE-
DURE - REFRIGERANT SYSTEM CHARGE).
UNDERBODY LINES
DESCRIPTION
The underbody heater-A/C plumbing is used only
on models with the optional rear heater-A/C system
(Fig. 11). The underbody suction line, liquid line, and
heater tubes can each be serviced separately.
OPERATION
The rear heater and A/C lines are all serviced as
individual pieces. When disconnecting any line or
block ensure that the area around it is clean of any
contaminations that can get in to the system (Fig.
12), (Fig. 13), (Fig. 15), (Fig. 14) and (Fig. 16).
Any kinks or sharp bends in the rear heater-A/C
unit plumbing will reduce the capacity of the entire
heating and air conditioning system. Kinks and
sharp bends reduce the system flow. High pressures
are produced in the refrigerant system when the air
conditioning compressor is operating. High tempera-
ture coolant is present in the heater plumbing when
the engine is operating. Extreme care must be exer-
cised o make sure that each of the plumbing connec-
tions is pressure-tight and leak free.
RSPLUMBING - REAR24 - 107
SUCTION LINE (Continued)

ªBig Slopeº. The PCM checks the oxygen sensor volt-
age in increments of a few milliseconds.
Reduced Output Voltage (Half Cycle)ÐThe
output voltage of the O2S ranges from 0 to 1 volt
(voltages are offset by 2.5 volts on NGC vehicles). A
good sensor can easily generate any output voltage in
this range as it is exposed to different concentrations
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. Each
time the voltage signal surpasses the threshold, a
counter is incremented by one. This is called the Half
Cycle Counter.
Heater PerformanceÐThe heater is tested by a
separate monitor. Refer to the Oxygen Sensor Heater
Monitor.
OPERATIONÐAs the Oxygen Sensor signal
switches, the PCM monitors the half cycle and big
slope signals from the oxygen sensor. If during the
test neither counter reaches a predetermined value, a
malfunction is entered and Freeze Frame data is
stored. Only one counter reaching its predetermined
value is needed for the monitor to pass.
The Oxygen Sensor Monitor is a two trip monitor
that is tested only once per trip. When the Oxygen
Sensor fails the test in two consecutive trips, the
MIL is illuminated and a DTC is set. The MIL is
extinguished when the Oxygen Sensor monitor
passes in three consecutive trips. The DTC is erased
from memory after 40 consecutive warm-up cycles
without test failure.
Enabling ConditionsÐThe following conditions
must typically be met for the PCM to run the oxygen
sensor monitor:
²Battery voltage
²Engine temperature
²Engine run time
²Engine run time at a predetermined speed
²Engine run time at a predetermined speed and
throttle opening
²Transmission in gear and brake depressed (auto-
matic only)
²Fuel system in Closed Loop
²Long Term Adaptive (within parameters)
²Power Steering Switch in low PSI (no load)
²Engine at idle
²Fuel level above 15%
²Ambient air temperature
²Barometric pressure
²Engine RPM within acceptable range of desired
idle
Pending ConditionsÐThe Task Manager typi-
cally does not run the Oxygen Sensor Monitor if over-
lapping monitors are running or the MIL is
illuminated for any of the following:²Misfire Monitor
²Front Oxygen Sensor and Heater Monitor
²MAP Sensor
²Vehicle Speed Sensor
²Engine Coolant Temperature Sensor
²Throttle Position Sensor
²Engine Controller Self Test Faults
²Cam or Crank Sensor
²Injector and Coil
²Idle Air Control Motor
²EVAP Electrical
²EGR Solenoid Electrical (if equipped)
²Intake/inlet Air Temperature
²5 Volt Feed
ConflictÐThe Task Manager does not run the
Oxygen Sensor Monitor if any of the following condi-
tions are present:
²A/C ON (A/C clutch cycling temporarily sus-
pends monitor)
²Purge flow in progress
²Ethanol content learn is taking place and the
ethanol used once flag is set (if equipped)
SuspendÐThe Task Manager suspends maturing
a fault for the Oxygen Sensor Monitor if any of the
following are present:
²Oxygen Sensor Heater Monitor, Priority 1
²Misfire Monitor, Priority 2
OXYGEN SENSOR HEATER MONITOR
DESCRIPTIONÐIf there is an oxygen sensor
(O2S) DTC as well as a O2S heater DTC, the O2S
fault MUST be repaired first. After the O2S fault is
repaired, verify that the heater circuit is operating
correctly.
The voltage readings taken from the O2S are very
temperature sensitive. The readings are not accurate
below a sensor temperature of 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 heater element itself is not tested. The sensor
output is used to test the heater by isolating the
effect of the heater element on the O2S output volt-
age from the other effects. The resistance is normally
between 100 ohms and 4.5 megaohms. When oxygen
sensor temperature increases, the resistance in the
internal circuit decreases. The PCM sends a 5 volts
biased signal through the oxygen sensors to ground
this monitoring circuit. As the temperature increases,
resistance decreases and the PCM detects a lower
voltage at the reference signal. Inversely, as the tem-
perature decreases, the resistance increases and the
PCM detects a higher voltage at the reference signal.
The O2S circuit is monitored for a drop in voltage.
RSEMISSIONS CONTROL25-3
EMISSIONS CONTROL (Continued)

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)

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)

NATURAL VAC LEAK
DETECTION ASSY
REMOVAL
(1) Disconnect thew negative battery cable.
(2) Raise vehicle and support (Fig. 4).
(3) Unlock and disconnect the electrical connector.
(4) Remove the hoses from the NVLD valve.
(5) Remove the 2 fasteners.
(6) Remove the valve and bracket from vehicle
(Fig. 5).
(7) Remove valve from bracket (Fig. 6).
INSTALLATION
(1) Install NVLD valve to the bracket (Fig. 6).
(2) Install valve and bracket to the vehicle (Fig. 5).
(3) Install the 2 mounting bolts and tighten.
(4) Install the electrical connector and lock.
(5) Install the 2 hoses and lock the clamps.
(6) Lower vehicle.
LEAK DETECTION PUMP
REMOVAL
(1) Disconnect the negative battery cable.
(2) Raise and support the vehicle.
(3) Remove 3 hoses (Fig. 7).
(4) Remove the electrical connector (Fig. 8).
(5) Remove the 3 screws and remove LDP pump.
INSTALLATION
(1) Install LDP.
(2) Install the 3 screws and tighten (Fig. 8).
(3) Install the electrical connector.
(4) Install the 3 hoses (Fig. 7).
(5) Lower vehicle.
(6) Connect the negative battery cable.
Fig. 4 NVLD LOCATION
Fig. 5 NVLD REMOVAL/INSTALLATION
Fig. 6 NVLD VALVE AND BRACKET
RSEVAPORATIVE EMISSIONS25-13

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)

BASE COAT/CLEARCOAT FINISH -
DESCRIPTION.......................23-85
BATTERY - DESCRIPTION...............8F-7
BATTERY - DIAGNOSIS AND TESTING.....8F-9
BATTERY - OPERATION.................8F-9
BATTERY - REMOVAL............8F-14,8F-15
BATTERY - SPECIFICATIONS.............8N-5
BATTERY CABLE - DIAGNOSIS AND
TESTING...........................8F-16
BATTERY CABLES - DESCRIPTION.......8F-16
BATTERY CABLES - INSTALLATION.......8F-18
BATTERY CABLES - OPERATION.........8F-16
BATTERY CABLES - REMOVAL..........8F-18
BATTERY CHARGING - STANDARD
PROCEDURE, CONVENTIONAL..........8F-11
BATTERY CHARGING - STANDARD
PROCEDURE, SPIRAL PLATE............8F-10
BATTERY ELECTROLYTE LEVEL -
STANDARD PROCEDURE, CHECKING.....8F-14
BATTERY HOLDDOWN - DESCRIPTION....8F-15
BATTERY HOLDDOWN - INSTALLATION . . . 8F-16
BATTERY HOLDDOWN - OPERATION.....8F-15
BATTERY HOLDDOWN - REMOVAL . . 8F-15,8F-16
BATTERY REPLACEMENT - STANDARD
PROCEDURE....................8N-42,8N-5
BATTERY, SPECIFICATIONS.............8N-43
BATTERY SYSTEM - CLEANING.......8F-4,8F-5
BATTERY SYSTEM - DESCRIPTION........8F-1
BATTERY SYSTEM - DIAGNOSIS AND
TESTING............................8F-2
BATTERY SYSTEM - INSPECTION.....8F-5,8F-6
BATTERY SYSTEM - OPERATION.........8F-2
BATTERY SYSTEM - SPECIFICATIONS......8F-6
BATTERY SYSTEM SPECIAL TOOLS,
SPECIAL TOOLS......................8F-7
BATTERY TEMPERATURE SENSOR -
DESCRIPTION.......................8F-23
BATTERY TEMPERATURE SENSOR -
OPERATION.........................8F-23
BATTERY TEMPERATURE SENSOR -
REMOVAL..........................8F-23
BATTERY TEMPERATURE SENSOR -
SPECIFICATIONS.....................8F-22
BATTERY TRAY - DESCRIPTION.........8F-18
BATTERY TRAY - INSTALLATION.........8F-19
BATTERY TRAY - OPERATION......8F-18,8F-19
BATTERY TRAY - REMOVAL............8F-19
BEARING - DESCRIPTION, HUB.......2-30,2-4
BEARING - DIAGNOSIS AND TESTING,
HUB.............................2-31,2-5
BEARING - INSTALLATION, CLUTCH
RELEASE LEVER.......................6-7
BEARING - INSTALLATION, END COVER
BALL..............................21-10
BEARING - INSTALLATION, HUB.......2-33,2-6
BEARING - OPERATION, HUB.........2-30,2-4
BEARING - REMOVAL, CLUTCH RELEASE
LEVER...............................6-6
BEARING - REMOVAL, END COVER BALL . . . 21-9
BEARING - REMOVAL, HUB..........2-31,2-5
BEARING CLEARANCE - STANDARD
PROCEDURE, MEASURING
CONNECTING ROD...................9-120
BEARING CLEARANCE USING
PLASTIGAGE - STANDARD
PROCEDURE, MEASURING..........9-12,9-84
BEARING FITTING - STANDARD
PROCEDURE, MAIN...................9-123
BEARING PRELOAD - ADJUSTMENT,
DIFFERENTIAL......................21-199
BEARING PRELOAD MEASUREMENT
AND ADJUSTMENT, ADJUSTMENTS -
DIFFERENTIAL.....................21s-100
BEARINGS - INSTALLATION,
CRANKSHAFT MAIN..................9-124
BEARINGS - REMOVAL, CRANKSHAFT
MAIN..............................9-124
BEARINGS (IN BLOCK) - DESCRIPTION,
CAMSHAFT.........................9-115
BEARINGS (IN BLOCK) - INSPECTION,
CAMSHAFT
.........................9-115
BEARINGS (IN BLOCK) - INSTALLATION,
CAMSHAFT
.........................9-115
BEARINGS (IN BLOCK) - OPERATION,
CAMSHAFT
.........................9-115
BEARINGS (IN BLOCK) - REMOVAL,
CAMSHAFT
.........................9-115
BELLCRANK - INSTALLATION
...........23-35BELLCRANK - REMOVAL...............23-35
BELT - DIAGNOSIS AND TESTING,
ACCESSORY DRIVE.....................7-7
BELT - INSTALLATION, TIMING...........9-65
BELT - REMOVAL, TIMING..............9-63
BELT & RETRACTOR - FIRST ROW -
OUTBOARD - INSTALLATION, SEAT......8O-14
BELT & RETRACTOR - FIRST ROW -
OUTBOARD - REMOVAL, SEAT..........8O-14
BELT & RETRACTOR - OUTBOARD -
FRONT - INSTALLATION, SEAT..........8O-14
BELT & RETRACTOR - OUTBOARD -
FRONT - REMOVAL, SEAT..............8O-14
BELT & RETRACTOR - SECOND ROW -
LEFT OUTBOARD - INSTALLATION,
SEAT ..............................8O-17
BELT & RETRACTOR - SECOND ROW -
LEFT OUTBOARD - REMOVAL, SEAT.....8O-17
BELT & RETRACTOR - SECOND ROW -
RIGHT OUTBOARD - INSTALLATION,
SEAT ..............................8O-15
BELT & RETRACTOR - SECOND ROW -
RIGHT OUTBOARD - REMOVAL, SEAT....8O-15
BELT & RETRACTOR - SECOND ROW -
RIGHT OUTBOARD WITH REAR HVAC -
LWB - INSTALLATION, SEAT............8O-16
BELT & RETRACTOR - SECOND ROW -
RIGHT OUTBOARD WITH REAR HVAC -
LWB - REMOVAL, SEAT...............8O-16
BELT BUCKLE - FIRST ROW - BENCH -
INSTALLATION, SEAT.................8O-13
BELT BUCKLE - FIRST ROW - BENCH -
REMOVAL, SEAT.....................8O-13
BELT BUCKLE - FIRST ROW INBOARD -
QUAD BUCKET - INSTALLATION, SEAT....8O-12
BELT BUCKLE - FIRST ROW INBOARD -
QUAD BUCKET - REMOVAL, SEAT.......8O-12
BELT BUCKLE - FRONT INBOARD -
INSTALLATION, SEAT.................8O-12
BELT BUCKLE - FRONT INBOARD -
REMOVAL, SEAT.....................8O-12
BELT BUCKLE - SECOND ROW - THREE
PASSENGER BENCH - INSTALLATION,
SEAT ..............................8O-15
BELT BUCKLE - SECOND ROW - THREE
PASSENGER BENCH - REMOVAL, SEAT . . . 8O-15
BELT BUCKLE - SECOND ROW INBOARD
- 50/50 BENCH - INSTALLATION, SEAT . . . 8O-13
BELT BUCKLE - SECOND ROW INBOARD
- 50/50 BENCH - REMOVAL, SEAT.......8O-13
BELT COVER(S) - INSTALLATION,
TIMING.............................9-62
BELT COVER(S) - REMOVAL, TIMING......9-61
BELT HEIGHT ADJUSTER-BOR
C-PILLAR - INSTALLATION, SEAT........8O-13
BELT HEIGHT ADJUSTER-BOR
C-PILLAR - REMOVAL, SEAT...........8O-13
BELT HEIGHT ADJUSTER KNOB -
INSTALLATION, SEAT.................8O-14
BELT HEIGHT ADJUSTER KNOB -
REMOVAL, SEAT.....................8O-14
BELT MOLDING - INSTALLATION, FRONT
DOOR INNER.......................23-115
BELT MOLDING - INSTALLATION, FRONT
DOOR OUTER......................23-113
BELT MOLDING - REMOVAL, FRONT
DOOR INNER.......................23-115
BELT MOLDING - REMOVAL, FRONT
DOOR OUTER......................23-113
BELT TENSION - STANDARD
PROCEDURE, CHECKING POWER
STEERING............................7-8
BELT TENSION, SPECIFICATIONS -
ACCESSORY DRIVE.....................7-5
BELT TENSIONER - 2.4L - INSTALLATION . . 7-10
BELT TENSIONER - 2.4L - REMOVAL......7-10
BELT TENSIONER - 3.3/3.8L -
INSTALLATION........................7-12
BELT TENSIONER - 3.3/3.8L - REMOVAL . . . 7-12
BELT TENSIONER - DESCRIPTION, SEAT . . 8O-17
BELT TENSIONER - OPERATION, SEAT....8O-17
BELT TENSIONER & PULLEY -
INSTALLATION, TIMING
.................9-69
BELT TENSIONER & PULLEY -
REMOVAL, TIMING
....................9-68
BELTS - 2.4L - ADJUSTMENTS, DRIVE
.....7-10
BELTS - 2.4L - CLEANING, DRIVE
..........7-9
BELTS - 2.4L - INSPECTION, DRIVE
........7-9BELTS - 2.4L - INSTALLATION, DRIVE.....7-10
BELTS - 2.4L - REMOVAL, DRIVE..........7-8
BELTS - 3.3/3.8L - CLEANING, DRIVE......7-11
BELTS - 3.3/3.8L - INSPECTION, DRIVE....7-11
BELTS - 3.3/3.8L - INSTALLATION, DRIVE . . 7-12
BELTS - 3.3/3.8L - REMOVAL, DRIVE......7-11
BENCH - INSTALLATION, SEAT BACK
HINGE COVERS - QUAD BUCKET, 50/50
SPLIT.............................23-101
BENCH - INSTALLATION, SEAT BELT
BUCKLE - FIRST ROW................8O-13
BENCH - INSTALLATION, SEAT BELT
BUCKLE - SECOND ROW - THREE
PASSENGER........................8O-15
BENCH - INSTALLATION, SEAT BELT
BUCKLE - SECOND ROW INBOARD -
50/50..............................8O-13
BENCH - INSTALLATION, SEAT CUSHION
COVER - QUAD BUCKET, 50/50 SPLIT . . . 23-100
BENCH - REMOVAL, SEAT BACK HINGE
COVERS - QUAD BUCKET, 50/50 SPLIT . . 23-101
BENCH - REMOVAL, SEAT BELT BUCKLE
- FIRST ROW.......................8O-13
BENCH - REMOVAL, SEAT BELT BUCKLE
- SECOND ROW - THREE PASSENGER....8O-15
BENCH - REMOVAL, SEAT BELT BUCKLE
- SECOND ROW INBOARD - 50/50.......8O-13
BENCH - REMOVAL, SEAT CUSHION
COVER - QUAD BUCKET, 50/50 SPLIT . . . 23-100
BENCH SEAT - REMOVAL, CHILD SEAT
MODULE...........................23-87
BENCH SEAT BACK - INSTALLATION.....23-103
BENCH SEAT BACK - REMOVAL........23-103
BENCH SEAT BACK COVER -
INSTALLATION......................23-103
BENCH SEAT BACK COVER - REMOVAL . . 23-103
BENCH SEAT BACK HINGE - REMOVAL . . 23-102
BENCH SEAT RISER - 50/50 SPLIT -
INSTALLATION......................23-100
BENCH SEAT RISER - 50/50 SPLIT -
REMOVAL.........................23-100
BENCH SEAT RISER - SECOND ROW -
INSTALLATION......................23-101
BENCH SEAT RISER - SECOND ROW -
REMOVAL.........................23-101
BENCH SEAT RISER - THIRD ROW -
INSTALLATION......................23-101
BENCH SEAT RISER - THIRD ROW -
REMOVAL.........................23-101
BENCH SEAT TRACK - INSTALLATION . . . 23-104
BENCH SEAT TRACK - REMOVAL.......23-104
BENCH SEATBACK PANEL -
INSTALLATION.......................23-99
BENCH SEATBACK PANEL - REMOVAL....23-99
BEZEL - INSTALLATION, CLUSTER.......23-63
BEZEL - INSTALLATION, INSTRUMENT
PANEL CENTER......................23-68
BEZEL - INSTALLATION, SLIDING DOOR
STOP BUMPER......................23-25
BEZEL - REMOVAL, CLUSTER...........23-63
BEZEL - REMOVAL, INSTRUMENT PANEL
CENTER............................23-68
BEZEL - REMOVAL, SLIDING DOOR
STOP BUMPER......................23-25
BEZEL OUTLETS - INSTALLATION,
CENTER............................24-45
BEZEL OUTLETS - REMOVAL, CENTER
....24-44
BI-DIRECTIONAL OVERRUNNING
CLUTCH - DESCRIPTION
................3-34
BI-DIRECTIONAL OVERRUNNING
CLUTCH - OPERATION
.................3-36
BIN - INSTALLATION, UNDER SEAT
STORAGE
..........................23-105
BIN - REMOVAL, UNDER SEAT STORAGE
. 23-105
BIN GUIDE - INSTALLATION, UNDER
SEAT STORAGE
.....................23-105
BIN GUIDE - REMOVAL, UNDER SEAT
STORAGE
..........................23-105
BIN LOCK/LATCH - INSTALLATION,
UNDER SEAT STORAGE
...............23-105
BIN LOCK/LATCH - REMOVAL, UNDER
SEAT STORAGE
.....................23-105
BLADES - CLEANING, WIPER
...........8R-14
BLADES - INSTALLATION, WIPER
........8R-14
BLADES - REMOVAL, WIPER
...........8R-14
BLEEDING - STANDARD PROCEDURE,
ANTILOCK BRAKE SYSTEM
..............5-78
RSINDEX3
Description Group-Page Description Group-Page Description Group-Page

CABLE - DIAGNOSIS AND TESTING,
ANTENNA BODY......................8A-4
CABLE - DIAGNOSIS AND TESTING,
BATTERY...........................8F-16
CABLE - INSTALLATION................8P-4
CABLE - INSTALLATION, ANTENNA BODY . . 8A-6
CABLE - INSTALLATION, FRONT.....5-64,5s-67
CABLE - INSTALLATION, GEAR SHIFT....21-205
CABLE - INSTALLATION, HOLD OPEN
LATCH .............................23-38
CABLE - INSTALLATION, INSIDE HANDLE . . 23-38
CABLE - INSTALLATION, INSTRUMENT
PANEL ANTENNA......................8A-9
CABLE - INSTALLATION, LATCH RELEASE . 23-62
CABLE - INSTALLATION, OUTSIDE
HANDLE............................23-37
CABLE - INSTALLATION, PARKING
BRAKE LEVER AND FRONT.........5-66,5s-69
CABLE - INSTALLATION, THROTTLE
CONTROL..........................14-36
CABLE - OPERATION...................8P-4
CABLE - OPERATION, ANTENNA BODY.....8A-4
CABLE - REMOVAL....................8P-4
CABLE - REMOVAL, ANTENNA BODY......8A-5
CABLE - REMOVAL, FRONT.........5-64,5s-67
CABLE - REMOVAL, GEAR SHIFT.......21-204,
21s-105
CABLE - REMOVAL, HOLD OPEN LATCH . . . 23-38
CABLE - REMOVAL, INSIDE HANDLE.....23-37
CABLE - REMOVAL, INSTRUMENT PANEL
ANTENNA...........................8A-8
CABLE - REMOVAL, LATCH RELEASE.....23-61
CABLE - REMOVAL, OUTSIDE HANDLE....23-37
CABLE - REMOVAL, PARKING BRAKE
LEVER AND FRONT...............5-65,5s-68
CABLE - REMOVAL, THROTTLE
CONTROL..........................14-35
CABLE - SELECTOR - INSTALLATION,
GEARSHIFT.........................21-84
CABLE - SELECTOR - REMOVAL,
GEARSHIFT.........................21-81
CABLE ADJUSTMENT, ADJUSTMENTS -
GEARSHIFT........................21-206
CABLE ADJUSTMENT, INSTALLATION -
SYNCHRONIZING...............23-102,23-88
CABLE (FRONT) - INSTALLATION,
PARKING BRAKE.................5-63,5s-65
CABLE (FRONT) - REMOVAL, PARKING
BRAKE.........................5-59,5s-62
CABLE (INTERMEDIATE) -
INSTALLATION, PARKING BRAKE
....5-63,5s-66
CABLE (INTERMEDIATE) - REMOVAL,
PARKING BRAKE
.................5-60,5s-62
CABLE (LEFT REAR) - INSTALLATION,
PARKING BRAKE
.................5-64,5s-66
CABLE (LEFT REAR) - REMOVAL,
PARKING BRAKE
.................5-62,5s-64
CABLE RESISTANCE, SPECIFICATIONS -
SPARK PLUG
.........................8I-2
CABLE (RIGHT REAR) - INSTALLATION,
PARKING BRAKE
.................5-63,5s-66
CABLE (RIGHT REAR) - REMOVAL,
PARKING BRAKE
.................5-60,5s-63
CABLES - ADJUSTMENT, PARKING
BRAKE
.........................5-64,5s-66
CABLES - DESCRIPTION, BATTERY
.......8F-16
CABLES - INSTALLATION, BATTERY
......8F-18
CABLES - OPERATION, BATTERY
........8F-16
CABLES - REMOVAL, BATTERY
..........8F-18
CALIBRATION - STANDARD PROCEDURE,
A/C-HEATER CONTROL
................24-20
CALIBRATION - STANDARD PROCEDURE,
COMPASS
...........................8M-3
CALIPER - CLEANING
....5-25,5-29,5s-24,5s-28
CALIPER - INSPECTION
. . . 5-25,5-29,5s-24,5s-28
CALIPER - INSTALLATION, REAR DISC
BRAKE
.........................5-30,5s-29
CALIPER - REMOVAL, REAR DISC
BRAKE
.........................5-27,5s-26
CALIPER ADAPTER - INSTALLATION,
FRONT DISC BRAKE
..............5-31,5s-30
CALIPER ADAPTER - REMOVAL, FRONT
DISC BRAKE
....................5-31,5s-30
CALIPER (CONTINENTAL TEVES
BRAKES) - INSTALLATION, FRONT
DISC BRAKE
........................5s-26CALIPER (CONTINENTAL TEVES
BRAKES) - REMOVAL, FRONT DISC
BRAKE.............................5s-23
CALIPER (DISC/DISC BRAKES) -
INSTALLATION, FRONT DISC BRAKE......5-27
CALIPER (DISC/DISC BRAKES) -
REMOVAL, FRONT DISC BRAKE..........5-24
CALIPER (DISC/DRUM BRAKES) -
INSTALLATION, FRONT DISC BRAKE......5-27
CALIPER (DISC/DRUM BRAKES) -
REMOVAL, FRONT DISC BRAKE..........5-24
CALIPER GUIDE PIN BUSHINGS
(CONTINENTAL TEVES BRAKES) -
ASSEMBLY..........................5s-24
CALIPER GUIDE PIN BUSHINGS
(CONTINENTAL TEVES BRAKES) -
DISASSEMBLY.......................5s-23
CALIPER GUIDE PIN BUSHINGS
(DISC/DISC BRAKES) - ASSEMBLY........5-25
CALIPER GUIDE PIN BUSHINGS
(DISC/DISC BRAKES) - DISASSEMBLY.....5-24
CALIPER GUIDE PINS (DISC/DRUM
BRAKES) - INSTALLATION, DISC
BRAKE..............................5-31
CALIPER GUIDE PINS (DISC/DRUM
BRAKES) - REMOVAL, DISC BRAKE.......5-31
CALIPER GUIDE PINS (TRW BRAKES) -
INSTALLATION, DISC BRAKE............5s-30
CALIPER GUIDE PINS (TRW BRAKES) -
REMOVAL, DISC BRAKE...............5s-30
CALIPER PISTON AND SEAL -
ASSEMBLY.............5-26,5-29,5s-25,5s-28
CALIPER PISTON AND SEAL -
DISASSEMBLY..........5-24,5-28,5s-23,5s-27
CALIPER (TRW BRAKES) -
INSTALLATION, FRONT DISC BRAKE......5s-26
CALIPER (TRW BRAKES) - REMOVAL,
FRONT DISC BRAKE..................5s-23
CAMSHAFT & BEARINGS (IN BLOCK) -
DESCRIPTION.......................9-115
CAMSHAFT & BEARINGS (IN BLOCK) -
INSPECTION........................9-115
CAMSHAFT & BEARINGS (IN BLOCK) -
INSTALLATION.......................9-115
CAMSHAFT & BEARINGS (IN BLOCK) -
OPERATION.........................9-115
CAMSHAFT & BEARINGS (IN BLOCK) -
REMOVAL..........................9-115
CAMSHAFT END PLAY - STANDARD
PROCEDURE, MEASURING..............9-29
CAMSHAFT OIL SEAL(S) - INSTALLATION . . 9-28
CAMSHAFT OIL SEAL(S) - REMOVAL......9-27
CAMSHAFT POSITION SENSOR -
DESCRIPTION.........................8I-4
CAMSHAFT POSITION SENSOR -
OPERATION..........................8I-4
CAMSHAFT SPROCKET - INSTALLATION,
TIMING CHAIN.......................9-157
CAMSHAFT SPROCKET - REMOVAL,
TIMING CHAIN.......................9-156
CAMSHAFT SPROCKETS - INSTALLATION . . 9-65
CAMSHAFT SPROCKETS - REMOVAL......9-64
CAMSHAFT(S) - CLEANING..............9-29
CAMSHAFT(S) - DESCRIPTION...........9-28
CAMSHAFT(S) - INSPECTION............9-30
CAMSHAFT(S) - INSTALLATION..........9-30
CAMSHAFT(S) - OPERATION.............9-28
CAMSHAFT(S) - REMOVAL..............9-29
CANISTER - DESCRIPTION, VAPOR......25-18
CANISTER - INSTALLATION, REAR EVAP . . 25-20
CANISTER - OPERATION, VAPOR........25-18
CANISTER - REMOVAL, REAR EVAP......25-19
CAP - DESCRIPTION, FUEL FILLER.......25-12
CAP - DESCRIPTION, RADIATOR
PRESSURE..........................7-26
CAP - INSTALLATION, INSTRUMENT
PANEL END.........................23-68
CAP - OPERATION, FUEL FILLER........25-12
CAP - OPERATION, RADIATOR
PRESSURE
..........................7-27
CAP - REMOVAL, INSTRUMENT PANEL
END
...............................23-68
CAP TESTING - DIAGNOSIS AND
TESTING, COOLING SYSTEM
PRESSURE
..........................7-27
CAP TO FILLER NECK SEAL -
DIAGNOSIS AND TESTING, RADIATOR
.....7-27
CAPACITIES - SPECIFICATIONS, FLUID
......0-6CARE - CLEANING, ALUMINUM WHEEL . . . 22-18
CARGO - INSTALLATION, AWD, HEAVY
DUTY...............................2-36
CARGO - INSTALLATION, SPRING........2-40
CARGO - REMOVAL, AWD, HEAVY DUTY . . . 2-36
CARGO - REMOVAL, SPRING............2-40
CARPETS AND FLOOR MATS -
INSTALLATION.......................23-76
CARPETS AND FLOOR MATS - REMOVAL . 23-75
CARRIER ASSEMBLY - DESCRIPTION,
BALANCE SHAFTS.....................9-69
CARRIER ASSEMBLY - INSTALLATION,
BALANCE SHAFTS.....................9-72
CARRIER ASSEMBLY - OPERATION,
BALANCE SHAFTS.....................9-69
CARRIER ASSEMBLY - REMOVAL,
BALANCE SHAFTS.....................9-69
CARRIER SEAL - INSTALLATION,
DIFFERENTIAL........................21-9
CARRIER SEAL - REMOVAL,
DIFFERENTIAL........................21-9
CATALYTIC CONVERTER - DESCRIPTION . . . 11-4
CATALYTIC CONVERTER - INSPECTION....11-5
CATALYTIC CONVERTER - INSTALLATION . . . 11-6
CATALYTIC CONVERTER - OPERATION.....11-4
CATALYTIC CONVERTER - REMOVAL......11-5
CAUSES - DIAGNOSIS AND TESTING,
COMMON PROBLEM..................21-30
CAUTION - A/C SYSTEM...............24-66
CAUTION - CAUTIONS...................5-78
CAUTION, DESCRIPTION.............5-4,5s-4
CAUTION, DESCRIPTION...............19-37
CAUTION, SENSOR - TPM.........22-10,22s-2
CAUTIONS, CAUTION..................5-78
CAUTIONS, WARNING - WARNINGS . 19-10,19-27
CD CHANGER - DESCRIPTION...........8A-7
CD CHANGER - INSTALLATION...........8A-8
CD CHANGER - OPERATION.............8A-7
CD CHANGER - REMOVAL..............8A-8
CENTER - DESCRIPTION, ELECTRONIC
VEHICLE INFO.......................8M-6
CENTER - DIAGNOSIS AND TESTING,
ELECTRONIC VEHICLE INFORMATION.....8M-7
CENTER - INSTALLATION, ELECTRONIC
VEHICLE INFO.......................8M-9
CENTER - OPERATION, ELECTRONIC
VEHICLE INFO.......................8M-7
CENTER - REMOVAL, ELECTRONIC
VEHICLE INFO.......................8M-9
CENTER BEZEL - INSTALLATION,
INSTRUMENT PANEL..................23-68
CENTER BEZEL - REMOVAL,
INSTRUMENT PANEL..................23-68
CENTER BEZEL OUTLETS -
INSTALLATION.......................24-45
CENTER BEZEL OUTLETS - REMOVAL....24-44
CENTER CONSOLE LAMP -
INSTALLATION.......................8L-21
CENTER CONSOLE LAMP - REMOVAL....8L-21
CENTER CONSOLE LAMP SWITCH -
INSTALLATION.......................8L-21
CENTER CONSOLE LAMP SWITCH -
REMOVAL..........................8L-21
CENTER HIGH MOUNTED STOP LAMP -
INSTALLATION........................8L-6
CENTER HIGH MOUNTED STOP LAMP -
REMOVAL...........................8L-6
CENTER HIGH MOUNTED STOP LAMP
UNIT - INSTALLATION..................8L-6
CENTER HIGH MOUNTED STOP LAMP
UNIT - REMOVAL.....................8L-6
CENTER HINGE - INSTALLATION.........23-24
CENTER HINGE - REMOVAL............23-24
CENTER PROGRAMMING - STANDARD
PROCEDURE, ELECTRONIC VEHICLE
INFORMATION.......................8M-7
CENTER STRIKER - INSTALLATION.......23-28
CENTER STRIKER - REMOVAL..........23-28
CENTERING - STANDARD PROCEDURE,
CLOCK SPRING.......................8O-5
CERTIFICATION LABEL - DESCRIPTION,
VEHICLE
.........................Intro.-11
CHAIN AND CAMSHAFT SPROCKET -
INSTALLATION, TIMING
................9-157
CHAIN AND CAMSHAFT SPROCKET -
REMOVAL, TIMING
...................9-156
CHAIN COVER - INSTALLATION, TIMING
. . 9-155
CHAIN COVER - REMOVAL, TIMING
......9-153
6 INDEXRS
Description Group-Page Description Group-Page Description Group-Page