2004 CHRYSLER VOYAGER coolant temperature

Since there are four switches, there are 16 possible
combinations of open and closed switches (codes).
Seven of these codes are related to gear position and
three are recognized as ªbetween gearº codes. This
results in six codes which should never occur. These
are called ªinvalidº codes. An invalid code will result
in a DTC, and the PCM/TCM will then determine the
shift lever position based on pressure switch data.
This allows reasonably normal transmission opera-
tion with a TRS failure.
TRS SWITCH STATES
SLP T42 T41 T3 T1
PCL CL CL OP
RCL OP OP OP
NCL CL OP CL
ODOP OP OP CL
3OP OP CL OP
LCL OP CL CL
TRANSMISSION TEMPERATURE SENSOR
The TRS has an integrated thermistor (Fig. 329)
that the PCM/TCM uses to monitor the transmis-
sion's sump temperature. Since fluid temperature
can affect transmission shift quality and convertor
lock up, the PCM/TCM requires this information to
determine which shift schedule to operate in. The
PCM also monitors this temperature data so it can
energize the vehicle cooling fan(s) when a transmis-
sion ªoverheatº condition exists. If the thermistor cir-
cuit fails, the PCM/TCM will revert to calculated oil
temperature usage.
CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-
dicted fluid temperature which is calculated from a
combination of inputs:
²Battery (ambient) temperature
²Engine coolant temperature
²In-gear run time since start-up
REMOVAL
(1) Remove valve body assembly from transaxle.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/VALVE BODY - REMOVAL)
(2) Remove transmission range sensor retaining
screw and remove sensor from valve body (Fig. 330).
(3) Remove TRS from manual shaft.
INSTALLATION
(1) Install transmission range sensor (TRS) to the
valve body and torque retaining screw (Fig. 330) to 5
N´m (45 in. lbs.).
(2) Install valve body to transaxle. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC -
41TE/VALVE BODY - INSTALLATION)
TRD LINK
DESCRIPTION
The Torque Reduction Link (TRD) is a wire
between the PCM and TCM that is used by the TCM
to request torque management. Torque management
controls or reduces torque output of the engine dur-
ing certain shift sequences, reducing torque applied
to the transaxle clutches.
OPERATION
The torque management signal is basically a
12-volt pull-up supplied by the PCM to the TCM over
the torque reduction link (TRD). Torque management
is requested when the TCM pulses this signal to
ground. The PCM recognizes this request and
responds by retarding ignition timing, killing fuel
injectors, etc. The PCM sends a confirmation of the
request to the TCM via the communication bus.
Torque reduction is not noticable by the driver, and
usually lasts for a very short period of time.
If the confirmation signal is not received by the
TCM after two sequential request messages, a diag-
nostic trouble code will be set.
Fig. 330 Remove Transmission Range Sensor
1 - TRANSMISSION RANGE SENSOR
2 - MANUAL VALVE CONTROL PIN
3 - RETAINING SCREW
RS41TE AUTOMATIC TRANSAXLE21 - 249
TRANSMISSION RANGE SENSOR (Continued)

STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 300).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the over±run-
ning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock±up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston to the front
cover's friction material, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission. The engagement and disengagement of the TCC
are automatic and controlled by the Powertrain Con-
trol Module (PCM). The engagement cannot be acti-
vated in the lower gears because it eliminates the
torque multiplication effect of the torque converter
necessary for acceleration. Inputs that determine clutch engagement are: coolant temperature, vehicle
speed and throttle position. The torque converter
clutch is engaged by the clutch solenoid on the valve
body. The clutch will engage at approximately 56
km/h (35 mph) with light throttle, after the shift to
third gear.
REMOVAL
(1) Remove transmission and torque converter
from vehicle. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 41TE - REMOVAL) (2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal. (4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation. (1) Lubricate converter hub and oil pump seal lip
with transmission fluid. (2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal open-
ing. (4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears. (6) Check converter seating with a scale and
straightedge (Fig. 301). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con-
verter is fully seated. (7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing. (8) Install the transmission in the vehicle. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 41TE - INSTALLATION)
Fig. 300 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
RS 40TE AUTOMATIC TRANSAXLE21s - 149
TORQUE CONVERTER (Continued)

The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transaxle tem-
perature to the TCM and PCM (Fig. 304).
OPERATION
The Transmission Range Sensor (TRS) (Fig. 303) com-
municates shift lever position (SLP) to the PCM/TCM as
a combination of open and closed switches. Each shift
lever position has an assigned combination of switch
states (open/closed) that the PCM/TCM receives from
four sense circuits. The PCM/TCM interprets this infor-
mation and determines the appropriate transaxle gear
position and shift schedule.
Since there are four switches, there are 16 possible
combinations of open and closed switches (codes).
Seven of these codes are related to gear position and
three are recognized as ªbetween gearº codes. This
results in six codes which should never occur. These
are called ªinvalidº codes. An invalid code will result
in a DTC, and the PCM/TCM will then determine the
shift lever position based on pressure switch data.
This allows reasonably normal transmission opera-
tion with a TRS failure.
TRS SWITCH STATES
SLP T42 T41 T3 T1
P CL CL CL OP
R CL OP OP OP
N CL CL OP CL
OD OP OP OP CL
3 OP OP CL OP
L CL OP CL CL
TRANSMISSION TEMPERATURE SENSOR
The TRS has an integrated thermistor (Fig. 304)
that the PCM/TCM uses to monitor the transmis-
sion's sump temperature. Since fluid temperature
can affect transmission shift quality and convertor
lock up, the PCM/TCM requires this information to
determine which shift schedule to operate in. The
PCM also monitors this temperature data so it can
energize the vehicle cooling fan(s) when a transmis-
sion ªoverheatº condition exists. If the thermistor cir-
cuit fails, the PCM/TCM will revert to calculated oil
temperature usage.
CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-
dicted fluid temperature which is calculated from a
combination of inputs: ² Battery (ambient) temperature
² Engine coolant temperature
² In-gear run time since start-up
REMOVAL
(1) Remove valve body assembly from transaxle.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/VALVE BODY - REMOVAL) (2) Remove transmission range sensor retaining
screw and remove sensor from valve body (Fig. 305).
(3) Remove TRS from manual shaft.
Fig. 304 Transmission Temperature Sensor
1 - TRANSMISSION RANGE SENSOR
2 - TEMPERATURE SENSOR
Fig. 305 Remove Transmission Range Sensor
1 - TRANSMISSION RANGE SENSOR
2 - MANUAL VALVE CONTROL PIN
3 - RETAINING SCREW
RS 40TE AUTOMATIC TRANSAXLE21s - 151
TRANSMISSION RANGE SENSOR (Continued)

REAR CONTROL PANEL
The rear A/C-heater control centrally mounted in
the headliner allows intermediate seat passengers to
adjust rear air distribution, temperature and blower
motor speed when the center knob on the front A/C-
heater control is set to the Rear position. The rear
A/C-heater control contains:
²a rotary adjustment knob for temperature.
²a rotary adjustment for fan speed control.
DESCRIPTION - AUTOMATIC THREE ZONE
The automatic temperature control (ATC), three
zone, front and rear heating and air conditioning sys-
tem allows both the driver and front occupants and
the rear intermediate occupants to select individual
comfort temperatures.
NOTE: Individual comfort temperatures are the per-
ceived temperature level at the individual seating
areas, NOT the actual passenger compartment air
temperature.
The ATC system includes a particulate air filter.
The filter element is the same size as the air condi-
tioning evaporator to ensure ample capacity. A door
at the base of the HVAC housing below the glove box
provides easy access to the filter element.
The ATC computer utilizes integrated circuitry and
information carried on the programmable communi-
cations interface (PCI) data bus network to monitor
many sensors and switch inputs throughout the vehi-
cle. In response to those inputs, the internal circuitry
and programming of the ATC computer allow it to
control electronic functions and features of the ATC
system. The inputs to the ATC computer are:
²Vehicle Speed/Engine RPM± The ATC com-
puter monitors engine rpm, vehicle speed and mani-
fold absolute pressure information from the
powertrain control module (PCM).
²Coolant Temperature± ATC computer moni-
tors coolant temperature received from the PCM and
converts it to degrees Fahrenheit.
²Ambient Temperature± ATC computer moni-
tors ambient temperature from the compass mini trip
computer (CMTC) and converts it to degrees Fahren-
heit.
²Engine Miscellaneous Sensor Status±ATC
computer monitors A/C disable information from the
PCM.
²Refrigerant Pressure± ATC computer moni-
tors barometric pressure, intake air temperature,
high side pressure and methanol content as broad-
cast by the PCM.
²Door Ajar Status± The ATC computer moni-
tors driver front door, passenger front door, left rear
door, right rear door and liftgate ajar information, asidentified by the body control module (BCM), to
determine if all in-car temperatures should be main-
tained.
²Dimming± The ATC computer monitors dim-
ming status from the BCM to determine the required
level of brightness and will dim accordingly.
²Vehicle Odometer± The ATC computer moni-
tors the vehicle odometer information from the BCM
to prevent flashing the vacuum-flourescent (VF) dig-
ital display icons if the manual motor calibration or
manual cool down tests have failed. Flashing of the
display icons will cease when the vehicle odometer is
greater than 3 miles.
²English/Metric± The ATC computer monitors
the English/Metric information broadcast by the
CMTC. The set temp displays for both the front and
rear control heads will be set accordingly.
²Vehicle Identification Number± The ATC
computer monitors the last eight characters of the
VIN broadcast by the PCM and compares it to the
information stored in EEPROM. If it is different, the
new number will be stored over the old one and a
motor calibration shall be initiated.
²A/C System Information± The ATC computer
will send a message for evaporator temperature too
low, fan blower relay status, evaporator sensor fail-
ure, rear window defogger relay and A/C select.
FRONT CONTROL PANEL
The front A/C-heater control and integral computer
is mounted in the instrument panel and contains:
²a power button which allows the system to be
completely turned off. The display is blank when the
system is off.
²a rocker switch that selects a cool-down rate.
LO-AUTO or HI-AUTO are displayed when the sys-
tem is in automatic operation.
²three rocker switches that select comfort temper-
atures from 15É to 30É C (59É to 85É F), which are
shown in the VF digital display. If the set temp is 15É
C (59É F) and the down button is pressed, the set
temp value will become 13É C (55É F) but the display
will show LO. If the set temp is 29É C (85É F) and the
up button is pressed, the set temp value will become
32É C (90É F) but the display will show HIGH. Tem-
peratures can be displayed in either metric or Fahr-
enheit, which is controlled from the overhead console.
²an air conditioning button that allows the com-
pressor to be turned off. A Snowflake symbol is illu-
minated when air conditioning is on, whether under
manual or automatic control.
²an air recirculation button. A Recirculation sym-
bol appears in the display when the button is
pressed, or when the system exceeds 80 percent cir-
culated air under automatic control due to high air
conditioning demand.
RSHEATING & AIR CONDITIONING24-3
HEATING & AIR CONDITIONING (Continued)

²a rear window defogger on/off switch. A graphic
symbol shows when the defroster is on.
²a rotary knob for front fan speed selection can
override the automatic controls. LEDs surrounding
the knob show the current setting.
²a rotary knob for control of the rear system.
²a rotary knob for mode control can override the
automatic controls. LEDs surrounding the knob show
the current setting.
²computer logic which remembers the settings of
the controls when the ignition is turned off and
retains those settings after a restart. If the system is
off when the ignition is turned off it will be off when
the engine is restarted, etc.
²computer logic which provides variable air recir-
culation under high temperature and humidity condi-
tions. Because recirculation is generally accompanied
by increased fan noise, the proportion of recirculated
to outside air gradually approaches full recirculation
over a broad temperature range.
²computer logic which enables additional heat for
diesel equipped vehicles by using a supplemental
engine coolant heater.
REAR CONTROL PANEL
A rear control panel centrally mounted on the
headliner includes a VF digital display, a rocker con-
trol for temperature and rotary controls for adjust-
ment of mode and fan speed of the rear heat and air
conditioning unit by intermediate seat passengers.
OPERATION
OPERATION - HEATER AND AIR CONDITIONER
The heating and air conditioning systems pulls
outside (ambient) air through the cowl opening at the
base of the windshield and into the plenum chamber
above the heating, ventilation and air conditioning
(HVAC) housing, then through the evaporator coil.
Air flow can be directed either through or around the
heater core by adjusting the blend door with the tem-
perature control knob on the A/C-heater control
located on instrument panel. The air flow can then
be directed out from the panel, floor and defrost out-
lets in various combinations using the mode control
knob located on the A/C-heater control. Air flow
velocity can be adjusted with the blower speed selec-
tor located on the
NOTE: It is important to keep the air intake opening
clear of debris. Leaf particles and other debris that
is small enough to pass through the cowl opening
screen can accumulate within the HVAC housing.
The closed, warm, damp and dark environment cre-
ated within the housing is ideal for the growth of
certain molds, mildews and other fungi. Any accu-mulation of decaying plant matter provides an addi-
tional food source for fungal spores, which enter
the housing with the fresh intake-air. Excess debris,
as well as objectionable odors created by decaying
plant matter and growing fungi can be discharged
into the passenger compartment during heater-A/C
operation if the air intake opening is not kept clear
of debris.
The heater and air conditioning system is a blend-
air type system. In a blend-air system, a blend door
controls the amount of conditioned air that is allowed
to flow through, or around, the heater core. The tem-
perature control knob determines the discharge air
temperature by actuating an electric motor, which
operates the blend door. This allows an almost imme-
diate control of the output air temperature of the sys-
tem.
On all models, the outside air intake can be shut
off by pressing the Recirculation button on the A/C-
heater control. This will operate a electric actuated
recirculation air door that closes off the outside fresh
air intake and recirculates the air that is already
inside the vehicle.
The air conditioning compressor can be engaged in
any mode by pressing the snowflake, A/C on/off but-
ton. It can also be engaged by placing the mode con-
trol in the mix to defrost positions. This will remove
heat and humidity from the air before it is directed
through or around the heater core. The mode control
knob on the A/C-heater control is used to also direct
the conditioned air to the selected system outlets.
The mode control switch uses an electric motor to
control the mode doors.OPERATION - SINGLE ZONE
²The temperature control knob enables continu-
ously variable 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.
24 - 4 HEATING & AIR CONDITIONINGRS
HEATING & AIR CONDITIONING (Continued)

²FAN/MODE± The Fan and Mode knobs have
17 manual selectable positions. Manually changing
either of the rotary knobs for mode or fan speed set-
tings makes control of that blowe motor manual. If
only one is changed manually, the other remains
under automatic control. Pressing the HI-AUTO/LO-
AUTO rocker switch restores full automatic control.
²REAR CONTROL± When the Rear System
control knob is moved to the OFF position, there will
be a delay of approximately 1 second before the sys-
tem actually turns off. This delay is to prevent an
undesired blower dropout if the knob is moved
through OFF to the other selections.
²BLOWER DELAY TIMER± The word DELAY
is displayed at start-up to signify that the system is
waiting so that cold air will not be blowing. This tells
the operator that it is unnecessary to turn the sys-
tem off, raise the temperature setting or turn the fan
speed setting down to prevent cold air from blowing.
A countdown in minutes and seconds until the engine
is warm enough to begin delivering heat to the pas-
sengers alternates with the DELAY message at 25
second intervals. This countdown is based on actual
measurement of the rate of engine coolant tempera-
ture change. During the delay time, mix mode is
selected and the fan operates at a low speed to keep
the windshield fog free.
REAR CONTROL PANEL
Primary control of the rear compartment unit is in
the instrument panel center stack. The rear unit con-
trol knob there allows the driver to turn the rear
unit off, allow control by the intermediate seat occu-
pants by switching to the REAR position, or provide
fully automatic control based on the temperature set-
ting shown on the front control display.
²REAR CONTROL± Selecting automatic control
of the rear unit at the instrument panel, illuminates
a Locked Padlock in the rear control panel display.
Selecting REAR activates the rear control panel and
the Padlock then appears unlocked.
²FAN KNOB± The rear fan control has Off and
AUTO positions and a range of manual speed set-
tings that override the AUTO setting.
²MODE KNOB± The mode control allows inter-
mediate seat occupants to manually override the
automatic mode and select any balance of air flow
between overhead and floor outlets from full over-
head to full floor.
²SET TEMP± The rear set temp control will
operate identical to the front controls. If the front
control rear set temp button is pressed simulta-
neously with the rear control head, then the front
control head press events shall have priority, i.e. if
the front user presses Rear Set Temp down and therear user presses Set Temp up, then the rear set
temp will decrease.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C COOL DOWN
TEST
The heater-A/C control module can perform an A/C
cool down test, which is a test performed during the
manufacturing process to confirm that the air condi-
tioning system is performing satisfactorily. This test
can also provide a quick confirmation of air condi-
tioning system performance to the service technician.
If the test is completed satisfactorily, no further ser-
vice is required. If the test is failed, proceed to the
A/C Performance Test to confirm the A/C system is
operating properly, or use a DRBIIItscan tool to
diagnose the A/C system control and distribution sys-
tems. Refer to the appropriate diagnostic informa-
tion.
MANUAL TEMPERATURE CONTROL
The front blower speed and rear blower speed (if
equipped with rear HVAC) must be set to High and
the evaporator temperature sensor must be greater
than 13É C (55É F) or the test will fail immediately.
The test is activated by depressing the A/C and Rear
Wipe/Wash buttons simultaneously and holding them
depressed for no less than five seconds. The Rear
Wipe/Wash and A/C LEDs will blink on and off until
the test is complete. If the LEDs stop blinking before
two minutes, then the cool down test has been com-
pleted successfully. If the two minutes expire without
the expansion valve temperature reaching -6É C (20É
F) less than the outside air temperature, then the
cool down test has been failed and further A/C sys-
tem diagnosis is required. If the test is failed, the
LEDs will continue to blink until the vehicle has
been driven for greater than 1.6 km (8 miles).
AUTOMATIC TEMPERATURE CONTROL
The ambient air temperature in the room where
the vehicle will be tested must be a minimum of 21É
C (70ÉF) for this test. The test is activated by
depressing the A/C and PWR buttons simultaneously
and holding them depressed for no less than four sec-
onds. The snowflake icon and the DELAY text in the
ATC display will blink on and off alternately until
the test is complete. If the snowflake icon and the
DELAY text stop blinking before two minutes, then
the cool down test has been completed successfully. If
the two minutes expire without the evaporator tem-
perature reaching -6É C (20É F) less than the evapo-
rator initial temperature, then the cool down test has
been failed and further A/C system diagnosis is
24 - 6 HEATING & AIR CONDITIONINGRS
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)

MECHANICAL PROBLEMS
Possible causes of insufficient heat due to mechan-
ical problems are as follows:
²Obstructed cowl air intake.
²Obstructed heater system outlets.
²Blend door not functioning properly.
TEMPERATURE CONTROL
If the heater outlet air temperature cannot be
adjusted with the temperature control knob on the
A/C-heater control panel, the following could require
service:
²Blend door binding.²Faulty blend door actuator.
²Faulty A/C-heater control.
²Faulty related wiring harness or connectors.
²Improper engine coolant temperature.
SPECIFICATIONS
A/C SYSTEM
The R-134a refrigerant system charge capacity for
this vehicle can be found on the underhood Specifica-
tion Label.
SYSTEM SPECIFICATIONS
Item Description Notes
A/C Compressor Denso - 10S20 (2.5L/3.3L/3.8L engines)
Denso - 10S17 (2.4L engine)ND-8 PAG Oil
Freeze±up Control Evaporator temperature sensor Expansion valve mounted (ATC),
HVAC housing mounted (MTC)-
input to A/C-heater control
module
Low PSI Control A/C pressure transducer Liquid line mounted - input to
Powertrain Control Module (PCM)
- PCM opens compressor clutch
relay above 200 kPa (29 psi)
High PSI Control A/C pressure transducer Liquid line mounted - input to
PCM - PCM opens compressor
clutch relay below 3100 kPa (450
psi)
High Pressure relief valve Compressor mounted - opens
above 3445-4135 kPa (500-600
psi), closes below 2756 kPa (400
psi)
Compressor Clutch Coil Draw 2.2 amps @ 12V   0.5V @ 21É C (70É F)
Compressor Clutch Air Gap 0.35 - 0.60 mm (0.014 - 0.025 in.)
TORQUE SPECIFICATIONS
Description N´m Ft. Lbs. In. Lbs.
A/C Compressor Shaft
Bolt17.5 ± 155
A/C Compressor Mounting
Bolts (2.4L/2.5L)28 21 ±
A/C Compressor Mounting
Bolts (3.3L/3.8L)54 40 ±
A/C Compressor Mounting
Bracket Bolts (2.4L)54 40 ±
A/C Condenser Mounting
Bracket Screws5±45
RSHEATING & AIR CONDITIONING24-11
HEATING & AIR CONDITIONING (Continued)