2005 CHRYSLER VOYAGER oil

CODE FAMILY NAME COMMON TRADE NAME TYPICAL APPLICATION
UP UNSATURATED
POLYESTER
(THERMOSETTING)SMC, BMC, TMC, ZMC, IMC,
XSMC, UPGRILLE OPENING PANEL,
LIFTGATES, FLARESIDE
FENDERS, FENDER
EXTENSIONS
EEBC ETHER/ESTER BLOCKED
CO-POLYMEREEBC BUMPERS
EEBC/PBTP EEBC/POLYBUTYLENE
TEREPTHALATEEEBC, PBTP, BEXLOY BUMPER, ROCKER PANELS
EMPP ETHYLENE MODIFIED
POLYPROPYLENEEMPP BUMPER COVERS
EPDM ETHYLENE/
PROPROPYLENE DIENE
MONOMEREPDM, NORDEL, VISTALON BUMPERS
EPM ETHYLENE/
PROPROPYLENE CO-
POLYMEREPM FENDERS
MPU FOAM POLYURETHANE MPU SPOILERS
PE POLYETHYLENE ALATHON, DYLAN,
LUPOLEN, MARLEX-
PP POLYPROPYLENE
(BLENDS)NORYL, AZDEL, MARLOX,
DYLON, PRAVEXINNER FENDER, SPOILERS,
KICK PANELS,A-PILLARS,
DOOR PANELS, B-PILLARS,
QUARTER PANELS, SPORT
BAR TRIM, LIFTGATE TRIM,
DECKLID TRIM SCUFF
PLATES, KICK PANELS,
CONSOLES
PP/EPDM PP/EPDM ALLOY PP/EPDM SPOILERS, GRILLES
PUR POLYURETHANE COLONELS, PUR, PU FASCIAS, BUMPERS
PUR/PC PUR/PC ALLOY TEXIN BUMPERS
PVC POLYVINYL CHLORIDE APEX, GEON, VINYLITE BODY MOLDINGS, WIRE
INSULATION, STEERING
WHEELS
RIM REACTION INJECTED
MOLDED POLYURETHANERIM, BAYFLEX FRONT FASCIAS, MODULAR
WINDOWS
RRIM REINFORCED REACTION
INJECTED MOLDEDPUR, RRIM FASCIAS, BODY PANELS,
BODY TRIMS
TPE THERMO POLYETHYLENE TPE, HYTREL, BEXLOY-V FASCIAS, BUMPERS,
CLADDINGS
TPO THERMOPOLYOLEFIN POLYTROPE, RENFLEX,
SANTOPRENE, VISAFLEX,
ETA, APEX, TPO, SHIELDS,
CLADDINGSBUMPERS, END CAPS,
TELCAR, RUBBER, STRIPS,
SIGHT, INTERIOR B POST
TPP THERMO-POLYPROPYLENE TPP BUMPERS
TPU THERMOPOLYURETHANE,
POLYESTERTPU, HYTREL, TEXIN,
ESTANEBUMPERS, BODY SIDE,
MOLDINGS, FENDERS,
FASCIAS
RSBODY23-5
BODY (Continued)

²Panel repair for both flexible and rigid panels
are basically the same. The primary difference
between flexible panel repair and rigid panel repair
is in the adhesive materials used (Fig. 5).
²The technician should first decide what needs to
be done when working on any type of body panel.
One should determine if it is possible to return the
damage part to its original strength and appearance
without exceeding the value of the replacement part.
²When plastic repairs are required, it is recom-
mended that the part be left on the vehicle when
every possible. That will save time, and the panel
will remain stationary during the repair. Misalign-
ment can cause stress in the repair areas and can
result in future failure.
VISUAL INSPECTION
Composite materials can mask the severity of an
accident. Adhesive bond lines, interior structure of
the doors, and steel structures need to be inspected
carefully to get a true damage assessment. Close
inspection may require partial removal of interior
trim or inner panels.
Identify the type of repair: Puncture or Crack -
Damage that has penetrated completely through the
panel. Damage is confined to one general area; a
panel section is not required. However, a backer
panel, open fiberglass tape, or matted material must
be bonded from behind (Fig. 7) (Fig. 6).
PANEL SURFACE PREPARATION
If a body panel has been punctured, cracked, or
crushed, the damaged area must be removed from
the panel to achieve a successful repair. All spider
web cracks leading away from a damaged area must
be stopped or removed. To stop a running crack in a
panel, drilla6mm(0.250 in.) hole at the end of the
crack farthest away from the damage. If spider web
cracks can not be stopped, the panel would require
replacement. The surfaces around the damaged area
should be stripped of paint and freed from wax and
oil. Scuff surfaces around repair area with 360 grit
wet/dry sandpaper, or equivalent, to assure adhesion
of repair materials.
PATCHING PANELS
An panel that has extensive puncture type damage
can be repaired by cutting out the damaged material
(Fig. 7). Use a suitable reciprocating saw or cut off
wheel to remove the section of the panel that is dam-
aged. The piece cut out can be used as a template to
shape the new patch. It is not necessary to have
access to the back of the panel to install a patch.
Bevel edges of cutout at 20 degrees to expose a larger
bonding area on the outer side. This will allow for an
increased reinforcement areas.
PANEL PATCH FABRICATIONS
A patch can be fabricated from any rigid fiberglass
panel that has comparable contour with the repair
area. Lift gates and fenders can be used to supply
patch material. If existing material is not available
or compatible, a patch can be constructed with adhe-
sive and reinforcement mesh (dry wall tape). Perform
the following operation if required:
Fig. 4 BEVELING ANGLE - 20 DEGREE
Fig. 5 FIBERGLASS TAPE
Fig. 6 DAMAGE COMPONENT
1 - PUNCTURE
RSBODY23-7
BODY (Continued)

DESCRIPTION N´m Ft. Lbs. In. Lbs.
Front cover to seat track screws 4 Ð 32
Front door hinge to hinge pillar bolts 34 25 Ð
Front door hinge to door nuts and bolts 34 25 Ð
Front door latch striker bolts 28 21 Ð
Front/quad seat cushion bolts 28.5 21 Ð
Front seat belt retractor bolts 38 28 Ð
Front seat riser to floor nuts 60 44 Ð
Front seat track cover screws 4 Ð 35
Front seat riser to seat track nuts 81 60 Ð
Front seatback pivot bolts 54 40 Ð
Front seatback recliner nut 12 Ð 105
Front seatback assist strap screws 2.5 Ð 22
Grocery bag holder screws 2 Ð 17
Hinge to liftgate bolts 33 24 Ð
Hood latch to bolts 13.5 10 Ð
Hood latch striker bolts 13.5 10 Ð
Hood hinge to hood bolts 13.5 10 Ð
Liftgate exterior handle outer screws 20 15 Ð
Liftgate exterior handle inner bolts 40 30 Ð
Lifgate hinge to roof header bolts 33 24 Ð
Liftgate latch bolts 16 12 Ð
Liftgate latch striker bolts 28 21 Ð
Liftgate lift motor link to liftgate 28 21 Ð
Liftgate spoiler bolts 9 Ð 80
Lifgate stabilizer wedge striker to D-pillar bolts 3 Ð 30
Luggage rack crossbar fasteners 4 Ð 35
Lumbar support handle screw 1 Ð 9
Pivot bolt to the body half of hood hinge 28 21 Ð
Prop assembly to lifgate bolts 28 21 Ð
Rear door glass to regulator bolt 11 8 Ð
Rear door hinge to B-pillar bolt 28 20 Ð
Rear door hinge to door bolt 28 20 Ð
Rear door latch striker 28 20 Ð
Rear latch to sliding door end frame 28 20 Ð
Rear seat back to seat cushion bolt 27 19 Ð
Recliner to seat back frame 12 9 Ð
Seatback frame upper rail 8 Ð 71
Seatback hinge bolt 48 35 Ð
Seatback hinge cover screws 2.3 Ð 20
Shoulder belt turning loop onto height adjuster 39 29 Ð
Side view mirror bolts 10 Ð 85
Sliding door center hinge adjusting bolt 15 Ð 130
RSBODY23-11
BODY (Continued)

DESCRIPTION N´m Ft. Lbs. In. Lbs.
Sliding door glass nuts 3.4 Ð 30
Sliding door latch striker 28 21 Ð
Sliding door to roller arm bracket 12 9 Ð
Storage bin track guide to seat riser 3.5 Ð 31
Sunroof opening panel to lifter arm screws 5 44
Sunroof opening panel motor screws 4 35
Sunroof trough bracket to roof bolts 6 53
Sunroof trough to trough bracket bolts 6 53
Sunroof trough bracket bolts 6 53
Support cylinders to liftgate 28 21 Ð
BODY LUBRICATION
LUBRICATION REQUIREMENTS
Body mechanisms and linkages should be
inspected, cleaned, and lubricated, as required, to
maintain ease of operation and to provide protection
against rust and wear. When performing other under
hood services, the hood latch release mechanism and
safety catch should be inspected, cleaned, and lubri-
cated. During the winter season, external door lock
cylinders should be lubricated to assure proper oper-
ation when exposed to water and ice.
Prior to the application of any lubricant, the parts
concerned should be wiped clean to remove dust and
grit. If necessary, a suitable solvent can be used to
clean the item to be lubricated. After lubricating a
component, any excess oil or grease should be
removed.
LUBRICANT APPLICATION
DOOR LOCK CYLINDERS
(1) Apply a small amount of lubricant directly into
the lock cylinder.
(2) Apply a small amount of lubricant to the key.
(3) Insert key into lock cylinder and cycle the
mechanism from the locked to the unlocked position.
NOTE: Do not add more lubricant.
(4) Cycle the lock cylinder mechanism several
times to allow the lubricant to flow throughout the
cylinder.
(5) Wipe all lubricant from exterior of lock cylinder
and key.ALL OTHER BODY MECHANISMS
(1) Clean component as described above.
(2) Apply specified lubricant to all pivoting and
sliding contact areas of component.
LUBRICANT USAGE
ENGINE OIL
²Door Hinges ± Hinge Pin and Pivot Contact
Areas
²Hood Hinges ± Pivot Points
²Liftgate Hinges
MOPARTSPRAY WHITE LUBE OR EQUIVALENT
²Door Check Straps
²Liftgate Latches
²Liftgate Prop Pivots
²Ash Receiver
²Fuel Filler Door Remote Control Latch Mecha-
nism
²Parking Brake Mechanism
²Sliding Seat Tracks
²Liftgate Latch
MOPARTMultipurpose GREASE OR EQUIVALENT
²All Other Hood Mechanisms
MOPARTLOCK CYLINDER LUBRICANT OR
EQUIVALENT
²Door Lock Cylinders
²Liftgate Lock Cylinder
23 - 12 BODYRS
BODY (Continued)

INTERIOR COLORS
INTERIOR COLOR DAIMLERCHRYSLER
COLOR CODEINTERIOR COLOR DAIMLERCHRYSLER
COLOR CODE
DARK KHAKI/LIGHT
GRAYSTONEJ1 MEDIUM SLATE
GRAYD5
KHAKI J3
BASE COAT/CLEARCOAT
FINISH
DESCRIPTION
On most vehicles a two-part paint application
(basecoat/clearcoat) is used. Color paint that is
applied to primer is called basecoat. The clearcoat
protects the basecoat from ultraviolet light and pro-
vides a durable high-gloss finish.
CAUTION: Do not use abrasive chemicals or com-
pounds on painted surfaces. Damage to finish can
result.
Do not use harsh alkaline based cleaning solvents on
painted surfaces. Damage to finish or color can result.
PAINT CODE
DESCRIPTION
Exterior vehicle body colors are identified on the
Body Code plate. (Refer to VEHICLE DATA/VEHI-
CLE INFORMATION/BODY CODE PLATE -
DESCRIPTION). The paint code is also identified on
the Vehicle Safety Certification Label which is
located on the drivers door shut face. The first digit
of the paint code listed on the vehicle indicates the
sequence of application, i.e.: P = primary coat, Q =
secondary coat. The codes listed in the Color Code
Chart are used for manufacturing purposes.
PAINTED TOUCH-UP
DESCRIPTION
When a painted metal surface has been scratched
or chipped, it should be touched up as soon as possi-
ble to avoid corrosion. For best results, use Mopart
Scratch Filler/Primer, Touch Up Paints and Clear Top
Coat. (Refer to VEHICLE DATA/VEHICLE INFOR-
MATION/BODY CODE PLATE - DESCRIPTION).
WARNING: USE AN OSHA APPROVED RESPIRATOR
AND SAFETY GLASSES WHEN SPRAYING PAINT
OR SOLVENTS IN A CONFINED AREA. PERSONAL
INJURY CAN RESULT.
TOUCH UP PROCEDURE
(1) Scrape loose paint and corrosion from inside
scratch or chip.
(2) Clean affected area with MopartTar/Road Oil
Remover, and allow to dry.
(3) Fill the inside of the scratch or chip with a coat
of filler/primer. Do not overlap primer onto good sur-
face finish. The applicator brush should be wet
enough to puddle-fill the scratch or chip without run-
ning. Do not stroke brush applicator on body surface.
Allow the filler/primer to dry hard.
(4) Cover the filler/primer with color touch up
paint. Do not overlap touch up color onto the original
color coat around the scratch or chip. Butt the new
color to the original color, if possible. Do not stroke
applicator brush on body surface. Allow touch up
paint to dry hard.
(5) On vehicles without clearcoat, the touch up
color can be lightly finesse sanded (1500 grit) and
polished with rubbing compound.
(6) On vehicles with clearcoat, apply clear top coat
to touch up paint with the same technique as
described in Step 4. Allow clear top coat to dry hard.
If desired, Step 5 can be performed on clear top coat.
WARNING: AVOID PROLONGED SKIN CONTACT
WITH PETROLEUM OR ALCOHOL ± BASED CLEAN-
ING SOLVENTS. PERSONAL INJURY CAN RESULT.
FINESSE SANDING/BUFFING &
POLISHING
DESCRIPTION
Minor acid etching, orange peel, or smudging in
clearcoat or single-stage finishes can be reduced with
light finesse sanding, hand buffing, and polishing.If
the finish has been finesse sanded in the past,
it cannot be repeated. Finesse sanding opera-
tion should be performed by a trained automo-
tive paint technician.
CAUTION: Do not remove clearcoat finish, if
equipped. Basecoat paint must retain clearcoat for
durability.
RSPAINT23 - 101
PAINT (Continued)

HEATING & AIR CONDITIONING
TABLE OF CONTENTS
page page
HEATING & AIR CONDITIONING
DESCRIPTION
ENGINE COOLING SYSTEM
REQUIREMENTS.......................1
HEATER AND AIR CONDITIONER..........1
MANUAL SINGLE ZONE.................2
MANUAL DUAL ZONE...................2
MANUAL THREE ZONE..................2
AUTOMATIC TEMPERATURE CONTROL....3
OPERATION
HEATER AND AIR CONDITIONER..........4
MANUAL SINGLE ZONE.................4
MANUAL DUAL ZONE...................5
MANUAL THREE ZONE..................5AUTOMATIC TEMPERATURE CONTROL....5
DIAGNOSIS AND TESTING
A/C COOL DOWN TEST.................6
A/C PERFORMANCE TEST...............7
HEATER PERFORMANCE TEST..........10
SPECIFICATIONS
A/C SYSTEM.........................11
CONTROLS - FRONT.....................13
CONTROLS - REAR......................33
DISTRIBUTION - FRONT...................42
DISTRIBUTION - REAR....................56
PLUMBING - FRONT.....................64
PLUMBING - REAR......................98
CABIN HEATER........................113
HEATING & AIR
CONDITIONING
DESCRIPTION
ENGINE COOLING SYSTEM REQUIREMENTS
To maintain the performance level of the heating,
ventilation and air conditioning (HVAC) system, the
engine cooling system must be properly maintained.
The use of a bug screen is not recommended. Any
obstructions in front of the radiator or condenser will
reduce the performance of the air conditioning and
engine cooling systems.
The engine cooling system includes the radiator,
thermostat, radiator hoses and the engine coolant
pump. Refer to Cooling for more information before
opening or attempting any service to the engine cool-
ing system.
HEATER AND AIR CONDITIONER
A manually controlled single zone type heating-air
conditioning system, manually controlled dual zone
type heating-air conditioning system, manually con-
trolled three zone type heating-air conditioning sys-
tem or an automatic controlled three zone type
heating-air conditioning system is available on this
model.
All vehicles are equipped with a common heater,
ventilation and air conditioning (HVAC) housing (Fig.
1). The system combines air conditioning, heating,
and ventilating capabilities in a single unit housingmounted within the passenger compartment under
the instrument panel. The HVAC housing includes:
²Blower motor
²Blower motor resistor block or power module
(depending on application)
²Heater core
²Evaporator coil
²Blend door and actuator
²Mode door and actuator
²Recirculation door and actuator
Based upon the system and mode selected, condi-
tioned air can exit the HVAC housing through one or
Fig. 1 HVAC Housing - LHD Shown, RHD Typical
1 - HVAC HOUSING
2 - BOLT
3 - BRACKET
4 - DASH PANEL
RSHEATING & AIR CONDITIONING24-1

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
(Three-Zone ATC system only).
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
The Three-Zone ATC sytem utilizes a rear control
panel centrally mounted on the headliner which
includes a VF digital display, a rocker control for
temperature and rotary controls for adjustment of
mode and fan speed of the rear heating-A/C system
by intermediate seat passengers.
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 A/C-heater control.
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.MANUAL 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)

rator initial temperature, then the cool down test has
been failed and further A/C system diagnosis is
required. If the test is failed, the snowflake icon and
the DELAY text will continue to blink across ignition
cycles until the vehicle has been driven for greater
than 13 km (8 miles).
A/C PERFORMANCE TEST
The A/C system is designed to remove heat and
humidity from the air entering the passenger com-
partment. The evaporator, located in the HVAC hous-
ing, is cooled to temperatures near the freezing point.
As warm damp air passes over the fins in the A/C
evaporator, moisture in the air condenses to water,
dehumidifying the air. Condensation on the evapora-
tor fins reduces the evaporators ability to absorb
heat. During periods of high heat and humidity, an
A/C system will be less effective. With the instru-
ment control set to recirculation mode, only air from
the passenger compartment passes through the A/C
evaporator. As the passenger compartment air dehu-
midifies, A/C performance levels rise.
Humidity has an important bearing on the temper-
ature of the air delivered to the interior of the vehi-
cle. It is important to understand the effect that
humidity has on the performance of the A/C system.
When humidity is high, the A/C evaporator has to
perform a double duty. It must lower the air temper-
ature, and it must lower the temperature of the
moisture in the air that condenses on the evaporator
fins. Condensing the moisture in the air transfers
heat energy into the evaporator fins and tubing. This
reduces the amount of heat the A/C evaporator can
absorb from the air. High humidity greatly reduces
the ability of the A/C evaporator to lower the temper-
ature of the air.
However, evaporator capacity used to reduce the
amount of moisture in the air is not wasted. Wring-
ing some of the moisture out of the air entering the
vehicle adds to the comfort of the passengers.
Although, an owner may expect too much from their
A/C system on humid days. A performance test is the
best way to determine whether the system is per-
forming up to design standards. This test also pro-
vides valuable clues as to the possible cause of
trouble with the A/C system. The ambient air tem-perature in the location where the vehicle will be
tested must be a minimum of 21É C (70É F) for this
test.
PERFORMANCE TEST PROCEDURE
WARNING: REFER TO THE APPLICABLE WARN-
INGS AND CAUTIONS FOR THIS SYSTEM BEFORE
PERFORMING THE FOLLOWING OPERATION (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING -
FRONT - WARNING - A/C PLUMBING) and (Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING -
FRONT - CAUTION - A/C PLUMBING).
NOTE: When connecting the service equipment
coupling to the line fitting, verify that the valve of
the coupling is fully closed. This will reduce the
amount of effort required to make the connection.
(1) Connect a tachometer and a manifold gauge
set.
(2) Set the mode control to the Recirculation Mode
position, the temperature control to the full cool posi-
tion and the blower to the highest speed position.
(3) Start the engine and hold at 1,000 rpm with
the A/C compressor clutch engaged.
(4) The engine should be warmed up to operating
temperature with the doors closed and windows
open.
(5) Insert a thermometer in the driver's side center
panel A/C-heater outlet and operate the engine for
five minutes.
(6) If the compressor clutch does not engage, pro-
ceed with diagnosis of the compressor clutch coil.
(Refer to 24 - HEATING & AIR CONDITIONING/
CONTROLS - FRONT/COMPRESSOR CLUTCH
COIL - DIAGNOSIS AND TESTING).
(7) With the A/C compressor clutch engaged, com-
pare the air temperature at the center panel outlet
and the compressor discharge pressure to the A/C
Performance Temperature and Pressure chart. The
compressor clutch may cycle, depending upon the
ambient temperature and humidity. If the clutch
cycles, use the readings obtained before the clutch
disengaged.
RSHEATING & AIR CONDITIONING24-7
HEATING & AIR CONDITIONING (Continued)