heating DODGE TOWN AND COUNTRY 2003 Service Manual

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Introduction
0Lubrication & Maintenance
0aMaintenance Schedules
2Suspension
3Differential & Driveline
5Brakes
6Clutch
7Cooling
8AAudio
8BChime/Buzzer
8EElectronic Control Modules
8FEngine Systems
8GHeated Systems
8HHorn
8IIgnition Control
8JInstrument Cluster
8LLamps
8MMessage Systems
8NPower Systems
8ORestraints
8PSpeed Control
8QVehicle Theft Security
8RWipers/Washers
8WWiring
9Engine
11Exhaust System
13Frame & Bumpers
14Fuel System
19Steering
21Transmission/Transaxle
22Tires/Wheels
23Body
24Heating & Air Conditioning
25Emissions Control
Component and System Index
Service Manual Comment Forms (Rear of Manual)
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FUEL REQUIREMENTS
The vehicle will operate on both unleaded gasoline
with an octane rating of 87, or E-85 fuel, or any mix-
ture of these two.
For best results, a refueling pattern that alternates
between E-85 and unleaded gasoline should be
avoided. When you do switch fuels, it is recom-
mended that
²you do not switch when the fuel gauge indicates
less than 1/4 full
²you do not add less than 5 gallons when refuel-
ing
²you operate the vehicle immediately after refuel-
ing for a period of at least 5 minutes
Observing these precautions will avoid possible
hard starting and/or significant deterioration in
driveability during warm up.
FFV STARTING
The characteristics of E-85 fuel make it unsuitable
for use when ambient temperatures fall below 0ÉF. In
the range of 0ÉF to 32ÉF, you may experience an
increase in the time it takes for your engine to start,
and a deterioration in driveability (sags and/or hesi-
tations) until the engine is fully warmed up.
Engine Operating on E-85 Fuel
If vehicle operates on E-85 fuel either full or part-
time, use only MopartFlexible Fuel 5W-30 engine oil
or an equivalent that meets DaimlerChrysler Stan-
dard MS-9214. Equivalent commercial Flexible Fuel
engine oils may be labeled as Multi-Fuel, Variable
Fuel, Flexible Fuel, etc. These engine oils may be
satisfactory if they meet the DaimlerChrysler Stan-
dard.
SAE 5W-30 engine oil is preferred for use in Flex-
ible Fuel engines.
CAUTION: If Flexible Fuel engine oil is not used
when using E-85 fuel, engine wear or damage may
result.
CRUISING RANGE
Because E-85 fuel contains less energy per gallon
than gasoline, you will experience an increase in fuel
consumption. You can expect your MPG and your
driving range to decrease by about 30% compared to
gasoline operation.
DESCRIPTION - TRANSMISSION FLUID
NOTE: Refer to the maintenance schedules for the
recommended maintenance (fluid/filter change)
intervals for these transaxles.NOTE: All transaxles have a common transmission
and differential sump. Filling the transaxle accom-
modates the differential as well.
TRANSMISSION FLUID
MopartATF+4 (Automatic Transmission Fluid) is
required in the 41TE automatic and T850 manual
transaxles. Substitute fluids can induce transmission
problems and/or failure.
MopartATF+4 (Automatic Transmission Fluid)
when new is red in color. The ATF is dyed red so it
can be identified from other fluids used in the vehicle
such as engine oil or antifreeze. The red color is not
permanent and is not an indicator of fluid condition.
As the vehicle is driven, the ATF will begin to look
darker in color and may eventually become brown.
This is normal.ATF+4 also has a unique odor that
may change with age. Consequently,odor and color
cannot be used to indicate the fluid condition
or the need for a fluid change.
FLUID ADDITIVES
DaimlerChrysler strongly recommends against the
addition of any fluids to the transmission, other than
those automatic transmission fluids listed above.
Exceptions to this policy are the use of special dyes
to aid in detecting fluid leaks.
Various ªspecialº additives and supplements exist
that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter
clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been sup-
ported to the satisfaction of DaimlerChrysler and
these additivesmust not be used.The use of trans-
mission ªsealersº should also be avoided, since they
may adversely affect the integrity of transmission
seals.
DESCRIPTION - FUEL REQUIREMENTS
Your engine is designed to meet all emissions reg-
ulations and provide excellent fuel economy and per-
formance when using high quality unleaded gasoline
having an octane rating of 87. The use of premium
gasoline is not recommended. The use of premium
gasoline will provide no benefit over high quality reg-
ular gasoline, and in some circumstances may result
in poorer performance.
Light spark knock at low engine speeds is not
harmful to your engine. However, continued heavy
spark knock at high speeds can cause damage and
immediate service is required. Engine damage result-
ing from operation with a heavy spark knock may
not be covered by the new vehicle warranty.
Poor quality gasoline can cause problems such as
hard starting, stalling and hesitations. If you experi-
0 - 4 LUBRICATION & MAINTENANCERS
FLUID TYPES (Continued)
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CAUTION: Do not attempt to adjust the vehicles
wheel alignment by heating, bending or by perform-
ing any other modification to the vehicle's front
suspension components or body.
If camber readings are not within specifications,
use the following procedure to install the front cam-
ber adjustment bolt package and then adjust front
camber.
CAMBER ADJUSTMENT BOLT PACKAGE INSTALLATION
The camber adjustment bolt package contains 2
flange bolts, 2 cam bolts, 2 dog bone washers, and 4
nuts. This package services both sides of the vehicle.
Use the package to attach the strut clevis bracket to
the steering knuckle after the strut clevis bracket
has been modified. To install and adjust the camber
adjustment bolt package, follow the procedure below.
(1) Raise the vehicle until its tires are not support-
ing the weight of the vehicle.
(2) Remove the front tire and wheel assemblies.
CAUTION: When removing the steering knuckle
from the strut clevis bracket, do not put a strain on
the brake flex hose. Also, do not let the weight of
the steering knuckle assembly be supported by the
brake flex hose when removed from the strut
assembly. If necessary use a wire hanger to sup-
port the steering knuckle assembly or if required
remove the brake flex hose from the caliper assem-
bly.
CAUTION: The knuckle to strut assembly attaching
bolt shanks are serrated and must not be turned
during removal. Remove the nuts while holding the
bolts stationary.
(3) Remove the top and bottom, strut clevis
bracket to steering knuckle attaching bolts (Fig.
7)and discard. Separate the steering knuckle from
the strut clevis bracket and position steering knuckle
so it is out of the way of the strut.
CAUTION: When slotting the bottom mounting hole
on the strut clevis bracket, do not enlarge the hole
beyond the indentations on the sides of the strut
clevis bracket (Fig. 8).
(4) Using an appropriate grinder and grinding
wheel, slot the bottom hole in both sides of the strut
clevis bracket (Fig. 8).
CAUTION: After slotting the strut clevis bracket
hole, do not install the original attaching bolts when
assembling the steering knuckle to the strut assem-
bly. Only the flange bolts, cam bolts, and dog bone
washers from the service package must be used toattach the steering knuckle to the strut after the
mounting hole is slotted.
NOTE: The strut clevis-to-knuckle bolts are installed
differently on each side of the vehicle. Left-hand-
side bolts are installed from vehicle rear to front
(Fig. 9). Right-hand-side bolts are installed from
vehicle front to rear.
Fig. 7 Clevis Bracket To Steering Knuckle Attaching
Bolts
1 - STRUT CLEVIS BRACKET
2 - ATTACHING BOLTS
3 - TIE ROD END
4 - ROTOR
5 - STEERING KNUCKLE
Fig. 8 Strut Clevis Bracket Bolt Hole Grinding Area
1 - UPPER STRUT TO STEERING KNUCKLE ATTACHING HOLE
2 - CAMBER ADJUSTMENT SLOT INDENTATION AREA ON
CLEVIS BRACKET
3 - LOWER STRUT TO STEERING KNUCKLE ATTACHING HOLE
4 - STRUT CLEVIS BRACKET
2 - 52 WHEEL ALIGNMENTRS
WHEEL ALIGNMENT (Continued)
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through to the rear wheels. The rear driveline mod-
ule, with the BOC, will perform the same as a front
wheel drive vehicle during these events. The gear
ratio offset between the front and rear differentials
force the BOC into the overrunning mode most of thetime. This allows BOC to significantly reduce the
rolling resistance of the vehicle, which improves fuel
consumption, allows the downsizing of the driveline
components, and prevents the PTU and propshaft
joints from overheating.
Fig. 28 Bi-directional Overrunning Clutch and Viscous Coupler
1 - POWERFLOW - BOC OVERUNNING 6 - VISCOUS COUPLER
2 - POWERFLOW - BOC LOCKED 7 - BOC ROLLER CAGE
3 - BOC GROUND TAB 8 - BOC INPUT SHAFT
4 - FRICTION BRAKE SHOES 9 - INPUT FLANGE
5 - BOC ROLLERS
RSREAR DRIVELINE MODULE3-35
BI-DIRECTIONAL OVERRUNNING CLUTCH (Continued)
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CAUTION: When tightening the primary and sec-
ondary brake tube nuts at master cylinder, be sure
brake tubes do not contact any other components
within the vehicle and that there is slack in the flex-
ible sections of the tubes. This is required due to
the movement between the ABS ICU and the master
cylinder while the vehicle is in motion.
(4) Connect primary and secondary brake tubes to
master cylinder primary and secondary ports (Fig.
49). Brake tubes must be held securely when tight-
ened to control orientation of flex section. Tighten
tube nuts to a torque of 17 N´m (145 in. lbs.).
(5) Install wiring harness connector to brake fluid
level switch mounted in brake fluid reservoir (Fig.
49).
(6) Install battery, clamp and nut.
(7) Install battery shield.
(8) Connect positive battery terminal.
(9) Connect negative battery terminal.
(10) Fill master cylinder with clean, fresh Mopart
Brake Fluid or equivalent.
(11) Road test vehicle to ensure proper operation of
brakes.
INSTALLATION - RHD
CAUTION: Different types of master cylinders are
used on this vehicle depending on brake options. If
a new master cylinder is being installed, be sure it
is the correct master cylinder for the type of brake
system the vehicle is equipped with.
CAUTION: When replacing the master cylinder on a
vehicle, a NEW vacuum seal MUST be installed on
the master cylinder.
(1) Install a NEW vacuum seal on master cylinder
making sure seal fits squarely in groove of master
cylinder casting.
(2) Position master cylinder on studs of power
brake booster, aligning booster push rod with master
cylinder piston.
(3) Install the two master cylinder mounting nuts
(Fig. 51). Tighten both mounting nuts to a torque of
25 N´m (225 in. lbs.).
CAUTION: When tightening the primary and sec-
ondary brake tube nuts at master cylinder, be sure
brake tubes do not contact any other components
within the vehicle and that there is slack in the flex-
ible sections of the tubes. This is required due to
the movement between the ABS ICU and the master
cylinder while the vehicle is in motion.(4) Connect primary and secondary brake tubes to
master cylinder primary and secondary ports (Fig.
51). Brake tubes must be held securely when tight-
ened to control orientation of flex section. Tighten
tube nuts to a torque of 17 N´m (145 in. lbs.).
(5) Install wiring harness connector to brake fluid
level switch mounted in brake fluid reservoir (Fig.
47).
(6) Install battery, clamp and nut.
(7) Install battery shield.
(8) Connect positive battery terminal.
(9) Connect negative battery terminal.
(10) Fill master cylinder with clean, fresh Mopart
Brake Fluid or equivalent.
(11) Road test vehicle to ensure proper operation of
brakes.
PEDAL TORQUE SHAFT - RHD
REMOVAL
(1) Remove the instrument panel. (Refer to 23 -
BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL ASSEMBLY - REMOVAL)
(2) Remove the HVAC housing. (Refer to 24 -
HEATING & AIR CONDITIONING/DISTRIBUTION/
HVAC HOUSING - REMOVAL)
(3) Remove the retaining clip at the torque shaft
end of the brake pedal-to-torque shaft link. Remove
the link from the torque shaft. Discard the retaining
clip. It is not to be reused. Replace with a new clip
when reassembled.
(4) Locate the booster input rod-to-brake pedal
torque shaft connection and remove the retaining clip
(Fig. 54). Discard the retaining clip. It is not to be
reused. Replace with a new clip when reassembled.
(5) Remove the four (4) brake booster retaining
nuts from inside the passenger compartment (Fig.
55).
(6) Remove the retaining nut from the brake
booster bracket located above the booster in the
engine compartment (Fig. 55).
(7) Remove the power brake booster bracket.
(8) Rotate the pedal torque shaft and remove it out
the left side of the vehicle.
INSTALLATION
(1) Lubricate both ends of the torque shaft with
MS-4517 Lubricant or equivalent and install the
torque shaft from the left side reversing the removal
procedure.
(2) Install the brake booster bracket on the left
end of the shaft.
(3) Install the retaining nut for the brake booster
bracket in the engine compartment. Tighten the
mounting nut to a torque of 29 N´m (250 in. lbs.).
RSBRAKES - BASE5-39
MASTER CYLINDER (Continued)
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SERVICE DIAGNOSIS - CLUTCH GRAB/CHATTER
CONDITION POSSIBLE CAUSES CORRECTION
CLUTCH DISC FACING
COVERED WITH OIL OR
GREASEOil leak at engine rear main or
transaxle input shaft seal.Correct leak and replace modular clutch
assembly (2.4L Gas) or clutch cover and disc
(2.5L TD).
Too much grease applied to splines
of disc and input shaft.Apply lighter coating of grease to splines.
NO FAULT FOUND WITH
CLUTCH
COMPONENTSProblem actually related to
suspension or driveline component.Further diagnosis required. Check engine/
transmission mounts, suspension attaching
parts and other driveline components as
needed.
Engine related problems. Check EFI and ignition systems.
PARTIAL ENGAGEMENT
OF CLUTCH DISCClutch cover, spring, or release
fingers bent, distorted (rough
handling, improper assembly).Replace modular clutch assembly (2.4L Gas)
or clutch cover and disc (2.5L TD).
Clutch disc damaged or distorted. Replace modular clutch assembly (2.4L Gas)
or clutch cover and disc (2.5L TD).
Clutch misalignment. Verify modular clutch pilot plate alignment to
crankshaft. Replace the modular clutch
assembly (2.4L Gas) or clutch cover and disc
(2.5L TD) if the pilot plate is loose or bent.
Improper transaxle-to-engine
installation.Verify transaxle is properly installed to
engine.
SERVICE DIAGNOSIS - CLUTCH SLIPS
CONDITION POSSIBLE CAUSES CORRECTION
DISC FACING WORN
OUTNormal wear. Replace modular clutch assembly (2.4L Gas)
or clutch cover and disc (2.5L TD).
Driver frequently rides (slips) clutch,
results in rapid wear, overheating.Replace modular clutch assembly (2.4L Gas)
or clutch cover and disc (2.5L TD).
Insufficient clutch cover diaphragm
spring tensionReplace modular clutch assembly (2.4L Gas)
or clutch cover and disc (2.5L TD).
CLUTCH DISC FACING
CONTAMINATED WITH
OIL OR GREASELeak at rear main oil seal or
transaxle input shaft sealReplace leaking seals. Replace modular
clutch assembly (2.4L Gas) or clutch cover
and disc (2.5L TD).
Excessive amount of grease applied
to input shaft splinesApply less grease to input shaft. Replace
modular clutch assembly (2.4L Gas) or clutch
cover and disc (2.5L TD).
Road splash, water entering housing Seal housing. Inspect clutch assembly.
CLUTCH IS RUNNING
PARTIALLY
DISENGAGEDRelease bearing sticking or binding,
does not return to normal running
position.Verify that bearing is actually binding. Then,
replace bearing and transmission front
bearing retainer if sleeve surface is
damaged.
Clutch pedal not returning to static
position.Inspect pedal assembly for damage and/or
obstructions. Replace componnents as
necessary.
Clutch master cylinder or pushrod
damaged causing high preload.Replace clutch master cylinder assembly.
Slave cylinder binding or stuck. Replace slave cylinder.
6 - 4 CLUTCHRS
CLUTCH (Continued)
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(2) Install clutch release bearing to lever. Apply
grease to interface points. Make sure release bearing
retainers engage lever pocket as shown in (Fig. 10).
(3) Apply grease to pivot ball, and on release lever
at slave cylinder contact point.
(4) Install clutch release bearing/lever assembly
into position by sliding bearing onto input bearing
retainer, and using moderate hand pressure to seat
release lever to pivot ball(s) (Fig. 11). A ªpopº sound
should be heard. Verify proper engagement by lightly
pulling outward on lever at pivot ball location, and
then actuating lever and bearing to ensure proper
operation.
MASTER CYLINDER - RHD
REMOVAL
(1) Disconnect battery negative cable.
(2) Remove master cylinder to clutch pedal pin
retainer clip. Disengage pushrod from clutch pedal
pin (Fig. 13).
(3) Disengage master cylinder grommet from cowl
panel.
(4) Remove battery and tray.
(5)Diesel models:Remove windshield wiper mod-
ule assembly. (Refer to 8 - ELECTRICAL/WIPERS/
WASHERS/WIPER MODULE - REMOVAL)
(6) Discharge Air Conditioning system. (Refer to 24
- HEATING & AIR CONDITIONING/PLUMBING/
REFRIGERANT - STANDARD PROCEDURE)(7) Remove suction/discharge line from evaporator
junction block.
(8) Using tool 6638A, disconnect clutch hydraulic
ªquick-connectº fitting (Fig. 12).
(9) Remove clutch master cylinder tubing from
retainers in engine compartment.
(10) Remove clutch master cylinder from dash
panel/clutch pedal bracket by rotating 45É clockwise
and pulling outward towards engine (Fig. 13).
(11) Carefully guide clutch master cylinder and
hydraulic plumbing from engine compartment.
Fig. 10 Release Bearing-to-Lever
1 - RETAINER (2)
2 - RELEASE LEVER
3 - RELEASE BEARING
Fig. 11 Release Bearing and Lever
1 - RELEASE LEVER
2 - RELEASE BEARING
Fig. 12 Disconnect Quick-Connect Using Tool 6638A
1 - QUICK CONNECT FITTING
2 - TOOL 6638A
6 - 8 CLUTCHRS
CLUTCH RELEASE LEVER AND BEARING (Continued)
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INSTALLATION
(1) Carefully route master cylinder plumbing into
engine compartment as removed and position master
cylinder to dash panel hole.
(2) Rotate master cylinder 45É clockwise, insert
into dash panel hole, engaging clutch pedal bracket.
Rotate master cylinder 45É counter-clockwise, secur-
ing it to pedal bracket (Fig. 13).
(3) Install and secure grommet to dash panel.
(4) Connect pushrod to clutch pedal pin. Install
retainer clip (Fig. 13).
(5) Secure master cylinder plumbing to retainers
in engine compartment.
(6) Connect clutch master cylinder plumbing to
slave cylinder ªquick connectº fitting. An audible
ªclickº should be heard. Verify connection by pulling
outward.
(7) Connect A/C suction/discharge line to evapora-
tor junction block.
(8)Diesel models:Install wiper module assembly.
(Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER MODULE - INSTALLATION)
(9) Install battery and tray.
(10) Connect battery negative cable
(11) Charge Air Conditioning system. (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING/RE-
FRIGERANT - STANDARD PROCEDURE)
MASTER CYLINDER - LHD
REMOVAL
(1) Disconnect battery cables.
(2) Remove instrument panel lower silencer (Fig.
14).
(3) Remove knee bolster (Fig. 15).
(4) Remove clutch master cylinder pushrod
retainer clip (Fig. 16).
(5) Disconnect pushrod from clutch pedal (Fig. 16).
(6) Remove battery shield.
(7) Remove battery.
(8) Remove battery tray.
(9) Remove windshield wiper module assembly
(Refer to 8 - ELECTRICAL/WIPERS/WASHERS/
WIPER MODULE - REMOVAL).
Fig. 13 Clutch Master Cylinder at Pedal Bracket
1 - CLUTCH MASTER CYLINDER
2 - RETAINER CLIP
3 - CLUTCH PEDAL PIN
4 - PUSH RODFig. 14 Instrument Panel Lower Silencer
1 - INSTRUMENT PANEL LOWER SILENCER
Fig. 15 Knee Bolster
1 - KNEE BOLSTER
RSCLUTCH6-9
MASTER CYLINDER - RHD (Continued)
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ENGINE
DIAGNOSIS AND TESTING - ENGINE COOLING
SYSTEM
Establish what driving condition caused the cooling
system complaint. The problem may be caused by an
abnormal load on the system such as the following:
prolonged idle, very high ambient temperature, slight
tail wind at idle, slow traffic speed, traffic jam, high
speed, steep grade.
DRIVING TECHNIQUES
To avoid overheating the cooling system:
(1) Idle with A/C off when temperature gauge is at
end of normal range.
(2) Do not increase engine speed for more air flow
and coolant flow because the electric motor fan sys-
tems are not responsive to engine RPM. The added
cooling from higher coolant flow rate is more than
offset by increased heat rejection (engine heat added
to coolant).
TRAILER TOWING
Consult the owner's manual under Trailer Towing
and do not exceed specified limits.
VISUAL INSPECTION
If the cooling system problem is not caused by a
driving condition, perform a visual inspection to
determine if there was a recent service or accident
repair, including the following:
²Loose/damaged water pump drive belt
²Incorrect cooling system refilling (trapped air or
low level)
²Brakes possibly dragging
²Damaged hoses
²Loose/damaged hose clamps
²Damaged/incorrect engine thermostat
²Damaged cooling fan motor, fan blade and fan
shroud
²Damaged head gasket
²Damaged water pump
²Damaged radiator
²Damaged coolant recovery system
²Damaged heater core
²Open/shorted electrical circuits
If the visual inspection reveals none of the above
as cause for a cooling system complaint, refer to the
following diagnostic charts.
COOLING SYSTEM DIAGNOSIS CHART
CONDITION POSSIBLE CAUSES CORRECTION
PRESSURE CAP IS BLOWING
OFF STEAM AND/OR COOLANT.
TEMPERATURE GAUGE READING
MAY BE ABOVE NORMAL BUT
NOT HIGH. COOLANT LEVEL MAY
BE HIGH IN COOLANT RESERVE/
OVERFLOW TANK.1. Pressure relief valve in radiator
cap is defective, or was not
properly seated.1. Check condition of radiator cap
and cap seal. (Refer to 7 -
COOLING/ENGINE/RADIATOR
PRESSURE CAP - DIAGNOSIS
AND TESTING) Replace cap as
necessary.
2. Incorrect cap was installed. 2. Replace cap as necessary.
3. Incorrect coolant mixture. 3. Check concentration level of the
coolant. (Refer to 7 - COOLING/
ENGINE/COOLANT - DIAGNOSIS
AND TESTING) Adjust the ethylene
glycol-to-water ratio as required.
COOLANT LOSS TO THE
GROUND WITHOUT PRESSURE
CAP BLOWOFF. GAUGE IS
READING HIGH OR HOT.1. Coolant leaks in radiator, cooling
system hoses, water pump or
engine.1. Pressure test and repair as
necessary. (Refer to 7 - COOLING -
DIAGNOSIS AND TESTING)
7 - 14 ENGINERS
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CONDITION POSSIBLE CAUSES CORRECTION
DETONATION OR PRE-IGNITION
(NOT CAUSED BY IGNITION
SYSTEM). GAUGE MAY NOT BE
READING HIGH.1. Engine overheating. 1. Check reason for overheating
and repair as necessary.
2. Freeze point of coolant not
correct. Mixture too concentrated or
too diluted.2. Check concentration level of the
coolant. (Refer to 7 - COOLING/
ENGINE/COOLANT - DIAGNOSIS
AND TESTING) Adjust the ethylene
glycol-to-water ratio as required.
3. Incorrect cooling system
pressure cap.3. Install correct pressure cap.
HOSE(S) COLLAPSE AS ENGINE
COOLS DOWN.1. Vacuum created in cooling
system on engine cool-down is not
being relieved through coolant
recovery system.1. (a) Pressure cap relief valve
stuck. (Refer to 7 - COOLING/
ENGINE/RADIATOR PRESSURE
CAP - DIAGNOSIS AND TESTING)
Replace as necessary.
(b) Hose between the radiator and
overflow container is plugged or
pinched. Clean and repair as
necessary.
(c) Vent at coolant reserve/overflow
container is plugged. Clean vent
and repair as necessary.
(d) Reserve/overflow container is
internally blocked. Clean and repair
as necessary.
INADEQUATE AIR CONDITIONER
PERFORMANCE (COOLING
SYSTEM SUSPECTED).1. Radiator and/or A/C condenser is
restricted, obstructed, or dirty
(insects, leaves, etc.).1. Remove restriction and/or clean
as necessary.
2. Electrical radiator fan not
operating when A/C is operated.2. For test procedure (Refer to
appropriate Diagnostic Information).
Repair as necessary.
3. Engine is overheating (heat may
be transferred from radiator to A/C
condenser). High underhood
temperatures due to engine
overheating may also transfer heat
to A/C components.3. Correct overheating condition.
4. All models are equipped with air
seals at the radiator and/or A/C
condenser. If these seals are
missing or damaged, not enough
air flow will be pulled through the
radiator and A/C condenser.4. Check for missing or damaged air
seals and repair as necessary.
INADEQUATE HEATER
PERFORMANCE.1. Check for a Diagnostic trouble
code (DTC).1. For procedures, (Refer to
appropriate Diagnostic Information).
Repair as necessary.
2. Coolant level low. 2. (Refer to 7 - COOLING -
STANDARD PROCEDURE) Repair
as necessary.
RSENGINE7-15
ENGINE (Continued)
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