check engine CHRYSLER VOYAGER 2004 Service Manual

TEST FIVE-SELECTOR IN OVERDRIVE (4th Gear-CC
on)
(1) Attach gauge to the torque converter clutch off
pressure tap. (2) Move selector lever to the (OD) position.
(3) Allow vehicle wheels to turn and increase
throttle opening to achieve an indicated vehicle speed
of 50 mph. Vehicle should be in 4th gear, CC on.
CAUTION: Both wheels must turn at the same
speed.
(4) Torque converter clutch off pressure should be
less than 5 psi. (5) This test checks the torque converter clutch
hydraulic circuit.
TEST SIX-SELECTOR IN REVERSE
(1) Attach gauges to the reverse and LR clutch
tap. (2) Move selector lever to the (R) position.
(3) Read reverse clutch pressure with output sta-
tionary (foot on brake) and throttle opened to achieve
1500 rpm. (4) Reverse and LR clutch pressure should read
165 to 235 psi. (5) This test checks the reverse clutch hydraulic
circuit.
TEST RESULT INDICATIONS
(1) If proper line pressure is found in any one test,
the pump and pressure regulator are working prop-
erly. (2) Low pressure in all positions indicates a defec-
tive pump, a clogged filter, or a stuck pressure regu-
lator valve. (3) Clutch circuit leaks are indicated if pressures
do not fall within the specified pressure range. (4) If the overdrive clutch pressure is greater than
5 psi in Step 4 of Test Three, a worn reaction shaft
seal ring or a defective solenoid assembly is indi-
cated. (5) If the underdrive clutch pressure is greater
than 5 psi in Step 4 of Test Two A, a defective sole-
noid assembly or PCM/TCM is the cause.
PRESSURE CHECK SPECIFICATIONS
Pressure Taps
Gear
Selector
Position Actual Gear
Underdrive
Clutch Overdrive
Clutch Reverse
Clutch Torque
Converter
Clutch Off 2/4 Clutch Low/
Reverse Clutch
Park * PARK 0-2 0-5 0-2 60-110 0-2 115-145
0 mph
REVERSE * REVERSE 0-2 0-7 165-235 50-100 0-2 165-235
0 mph
NEUTRAL * NEUTRAL 0-2 0-5 0-2 60-110 0-2 115-145
0 mph
L# FIRST 110-145 0-5 0-2 60-110 0-2 115-145
20 mph
3# SECOND 110-145 0-5 0-2 60-110 115-145 0-2
30 mph
3# DIRECT 75-95 75-95 0-2 60-90 0-2 0-2
45 mph
OD # OVERDRIVE 0-2 75-95 0-2 60-90 75-95 0-2
30 mph
OD # OVERDRIVE
WITH TCC 0-2 75-95 0-2 0-5 75-95 0-2
50 mph
* Engine speed at 1500 rpm
# CAUTION: Both front wheels must be turning at the same speed.
RS 40TE AUTOMATIC TRANSAXLE21s-29
40TE AUTOMATIC TRANSAXLE (Continued)

PRELOAD ADJUSTMENT W/O SHIM(1) Remove the bearing cup from the differential
bearing retainer using Miller special Tool 6062A. (2) Remove existing shim from under bearing cup.
(3) Reinstall the bearing cup into the retainer
using Miller Special Tool 6061, and C-4171.
NOTE: Oil baffle is not required when making the
shim calculation.
(4) Install the bearing retainer into the case.
Torque bolts to 28 N ²m (250 in. lbs.).
(5) Position the transaxle assembly vertically on
the support stand and install Miller Special Tool
L-4436-A into the bearing retainer. (6) Rotate the differential at least one full revolu-
tion to ensure the tapered roller bearings are fully
seated. (7) Attach a dial indicator to the case and zero the
dial. Place the tip on the end of Special Tool
L-4436-A. (8) Place a large screwdriver to each side of the
ring gear and lift. Check the dial indicator for the
amount of end play.
CAUTION: Do not damage the transaxle case and/or
differential retainer sealing surface.
(9) Using the end play measurement that was
determined, add 0.18mm (0.007 inch). This should
give you between 5 and 18 inch pounds of bearing
preload. Refer to the Differential Bearing Shim Chart
to determine which shim to use. (10) Remove the differential bearing retainer.
Remove the bearing cup. (11) Install the oil baffle. Install the proper shim
combination under the bearing cup. (12) Install the differential bearing retainer. Seal
the retainer to the housing with Mopar tSilicone
Rubber Adhesive Sealant. Torque bolts to 28 N ²m
(250 in. lbs.). (13) Using Miller Special Tool L-4436-A and an
inch-pound torque wrench, check the turning torque
of the differential (Fig. 186). The turning torque
should be between 5-18 inch-pounds.
NOTE: If turning torque is too high install a 0.05mm
(0.002 inch) thicker shim. If the turning torque is too
low, install a 0.05mm (0.002 inch) thinner shim.
Repeat until 5-18 inch-pounds of turning torque is
obtained.FLUID
STANDARD PROCEDURE
FLUID LEVEL AND CONDITION CHECK
NOTE: Only transmission fluid of the type labeled
Mopar ATF+4 (Automatic Transmission Fluid)
should be used in this transaxle.
FLUID LEVEL CHECK
The transmission sump has a fluid level indicator
(dipstick) to check oil similar to most automatic
transmissions. It is located on the left side of the
engine. Be sure to wipe all dirt from dipstick handle
before removing. The torque converter fills in both the P Park and N
Neutral positions. Place the selector lever in P Park
to be sure that the fluid level check is accurate. The
engine should be running at idle speed for at
least one minute, with the vehicle on level
ground. At normal operating temperature 82É C
(180É F), the fluid level is correct if it is in the HOT
region on the oil level indicator (Fig. 187). The fluid
level should be within the COLD region of the dip-
stick at 27É C (80É F) fluid temperature.
FLUID LEVEL CHECK USING DRB
NOTE: Engine and Transaxle should be at normal
operating temperature before performing this proce-
dure.
(1) Start engine and apply parking brake.
(2) Hook up DRB scan tool and select transmis-
sion.
Fig. 187 Fluid Level Indicator
1 - FLUID LEVEL INDICATOR
21s - 102 40TE AUTOMATIC TRANSAXLERS
FINAL DRIVE (Continued)

(3) Select sensors.
(4) Read the transmission temperature value.
(5) Compare the fluid temperature value with the
fluid temperature chart (Fig. 188). (6) Adjust transmission fluid level shown on the
indicator according to the chart. (7) Check transmission for leaks.
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly. Improper filling can also raise the fluid level too
high. When the transaxle has too much fluid, the
gears churn up foam and cause the same conditions
which occur with a low fluid level. In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can
interfere with normal valve, clutch, and accumulator
operation. Foaming can also result in fluid escaping
from the transaxle vent where it may be mistaken
for a leak.FLUID CONDITION
Along with fluid level, it is important to check the
condition of the fluid. When the fluid smells burned,
and is contaminated with metal or friction material
particles, a complete transaxle recondition is proba-
bly required. Be sure to examine the fluid on the dip-
stick closely. If there is any doubt about its condition,
drain out a sample for a double check. Mopar tATF+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. After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
Fig. 188 Transmission Fluid Temperature Chart
1 - MAX. LEVEL 2 - MIN. LEVEL
RS
40TE AUTOMATIC TRANSAXLE21s - 103
FLUID (Continued)

STANDARD PROCEDURE - FLUID AND FILTER
SERVICE
NOTE: Refer to the maintenance schedules in
LUBRICATION and MAINTENANCE, or the vehicle
owner's manual, for the recommended maintenance
(fluid/filter change) intervals for this transaxle.
NOTE: Only fluids of the type labeled MoparTATF+4
should be used. A filter change should be made at
the time of the transmission oil change. The magnet
(on the inside of the oil pan) should also be cleaned
with a clean, dry cloth.
NOTE: If the transaxle is disassembled for any rea-
son, the fluid and filter should be changed.
FLUID/FILTER SERVICE (RECOMMENDED)
(1) Raise vehicle on a hoist. Refer to LUBRICA-
TION and MAINTENANCE for proper procedures.
Place a drain container with a large opening, under
transaxle oil pan. (2) Remove both engine mount-to-engine cross-
member cradle nuts. Using suitable screw jack and
wood block, raise engine and transmission slightly to
facilitate transaxle oil pan removal and installation. (3) Loosen pan bolts and tap the pan at one corner
to break it loose allowing fluid to drain, then remove
the oil pan. (4) Install a new filter and o-ring on bottom of the
valve body (Fig. 189). (5) Clean the oil pan and magnet. Reinstall pan
using new Mopar Silicone Adhesive sealant. Tighten
oil pan bolts to 19 N´m (165 in. lbs.). (6) Pour four quarts of Mopar tATF+4 through the
dipstick opening. (7) Start engine and allow to idle for at least one
minute. Then, with parking and service brakes
applied, move selector lever momentarily to each
position, ending in the park or neutral position. (8) Check the transaxle fluid level and add an
appropriate amount to bring the transaxle fluid level
to 3mm (1/8 in.) below the lowest mark on the dip-
stick (Fig. 190).
(9) Recheck the fluid level after the transaxle has
reached normal operating temperature (180ÉF.). Refer
to Fluid Level and Condition Check for the proper
fluid fill procedure. (10) To prevent dirt from entering transaxle, make
certain that dipstick is fully seated into the dipstick
opening.
DIPSTICK TUBE FLUID SUCTION METHOD
(ALTERNATIVE)
(1) When performing the fluid suction method,
make sure the transaxle is at full operating temper-
ature. (2) To perform the dipstick tube fluid suction
method, use a suitable fluid suction device (VaculaŸ
or equivalent). (3) Insert the fluid suction line into the dipstick
tube.
NOTE: Verify that the suction line is inserted to the
lowest point of the transaxle oil pan. This will
ensure complete evacuation of the fluid in the pan.
(4) Follow the manufacturers recommended proce-
dure and evacuate the fluid from the transaxle.
Fig. 189 Filter and O-Ring
1 - OIL FILTER
2 - O-RING
Fig. 190 Fluid Level Indicator
1 - FLUID LEVEL INDICATOR
21s - 104 40TE AUTOMATIC TRANSAXLERS
FLUID (Continued)

(5) Remove the suction line from the dipstick tube.
(6) Pour four quarts of MopartATF+4 through the
dipstick opening. (7) Start engine and allow to idle for at least one
minute. Then, with parking and service brakes
applied, move selector lever momentarily to each
position, ending in the park or neutral position. (8) Check the transaxle fluid level and add an
appropriate amount to bring the transaxle fluid level
to 3mm (1/8 in.) below the lowest mark on the dip-
stick (Fig. 190). (9) Recheck the fluid level after the transaxle has
reached normal operating temperature (180ÉF.).
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/FLUID - STANDARD PROCEDURE) (10) To prevent dirt from entering transaxle, make
certain that dipstick is fully seated into the dipstick
opening.
GEAR SHIFT CABLE
REMOVAL
(1) Disconnect battery cables.
(2) Remove battery shield.
(3) Remove battery.
(4) Remove speed control servo and position out of
way. (5) Disconnect gear shift cable at manual valve
lever (Fig. 191). (6) Disconnect gear shift cable from upper mount
bracket (Fig. 191). (7) Remove instrument panel lower silencer (Fig.
192).
(8) Remove knee bolster (Fig. 193).
Fig. 191 Gearshift Cable at Transaxle - Typical
1 - MANUAL VALVE LEVER
2 - GEAR SHIFT CABLE
3 - UPPER MOUNT BRACKET
Fig. 192 Instrument Panel Lower Silencer
1 - INSTRUMENT PANEL LOWER SILENCER
Fig. 193 Knee Bolster
1 - KNEE BOLSTER
RS 40TE AUTOMATIC TRANSAXLE21s - 105
FLUID (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)

(9)Fill the transmission with the recommended fluid.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/FLUID - STANDARD PROCEDURE)
TRANSMISSION CONTROL RELAY
DESCRIPTION
The transmission control relay (Fig. 302) is located
in the Intelligent Power Module (IPM), which is
located on the left side of the engine compartment
between the battery and left fender.
OPERATION
The Transmission Control Relay is supplied fused
B+ voltage, energized by the PCM, and is used to
supply power to the solenoid pack when the trans-
mission is in normal operating mode. When the relay
is ªoffº, no power is supplied to the solenoid pack and
the transmission is in ªlimp-inº mode. After a control-
ler reset (ignition key turned to the ªrunº position or
after cranking engine), the PCM energizes the relay.
Prior to this, the PCM verifies that the contacts are
open by checking for no voltage at the switched bat-
tery terminals. After this is verified, the voltage at
the solenoid pack pressure switches is checked. After
the relay is energized, the PCM monitors the termi-
nals to verify that the voltage is greater than 3 volts.
TRANSMISSION RANGE SENSOR
DESCRIPTION
The Transmission Range Sensor (TRS) is mounted
to the top of the valve body inside the transaxle and can only be serviced by removing the valve body. The
electrical connector extends through the transaxle
case (Fig. 303).
The Transmission Range Sensor (TRS) has four
switch contacts that monitor shift lever position and
send the information to the PCM/TCM.
Fig. 301 Checking Torque Converter Seating
1 - SCALE
2 - STRAIGHTEDGE
Fig. 302 Transmission Control Relay Location
1 - TRANSMISSION CONTROL RELAY
2 - LEFT FENDER
3 - INTELLIGENT POWER MODULE (IPM)
4 - BATTERY
Fig. 303 Transmission Range Sensor (TRS) Location
1 - TRANSMISSION RANGE SENSOR
21s - 150 40TE AUTOMATIC TRANSAXLERS
TORQUE CONVERTER (Continued)

(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 Latches²Liftgate 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
SPECIAL TOOLS
BODY
INDEX
DESCRIPTION FIGURE
STICK, TRIM C 4755 16
REMOVER, MOLDINGS C-4829 17
PLIERS, HEADLINER CLIP 6967 18
Fig. 16 STICK, TRIM C 4755
Fig. 17 REMOVER, MOLDINGS C-4829
Fig. 18 PLIERS, HEADLINER CLIP 6967
RSBODY23-13
BODY (Continued)

FRONT FENDER
REMOVAL
(1) Remove headlamp housing. (Refer to 8 - ELEC-
TRICAL/LAMPS/LIGHTING - EXTERIOR/HEAD-
LAMP UNIT - REMOVAL)
(2) Remove mud guard.
(3) Remove inner splash shield.
(4) Remove fender to fascia nuts.
(5) Remove outboard cowl grille/fender bracket
screw.
(6) Remove fender bolt to lower rocker panel.
(7) Remove fender bolt to lower cowl.
(8) Pull fascia away from fender.
(9) Remove bolts attaching fender to upper rail.
(10) Remove fender from vehicle (Fig. 8).
INSTALLATION
(1) Place fender in position on vehicle.
(2) From inside engine compartment, start the
center upper rail bolt. install all the bolts attaching
fender to upper rail and tighten.
(3) Install fender to lower cowl panel bolt.
(4) Install fender to rocker panel bolt.
(5) Place fascia into position.
(6) Install outboard cowl grille/fender bracket
screw.
(7) Install fender to fascia nuts.
(8) Install inner splash shield.
(9) Install mud guard.
(10) Install headlamp assembly. (Refer to 8 -
ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
HEADLAMP UNIT - INSTALLATION)(11) Check fender for flush and gap.
FUEL FILL DOOR
REMOVAL
(1) Remove left quarter trim panel.
(2) Remove water shield patch covering access hole
in C-pillar.
(3) Disengage latch release link from clip on fuel
fill blocker latch arm (Fig. 12).
(4) Open fuel fill door.
(5) Remove screws holding fuel fill neck to fuel
filler housing.
(6) Position fuel fill neck out of the way.
(7) Reaching inside fuel filler housing, release clips
holding housing to quarter panel (Fig. 9).
(8) Remove fuel fill door from vehicle.
(9) Disengage clip holding link to fuel fill door
(Fig. 13).
(10) Remove link from fuel fill door.
INSTALLATION
(1) Install spring to housing and door
(2) Snap door into housing.
(3) Insert lockout link into clip on fuel fill door.
(4) Engage clip to hold link to fuel fill door.
(5) Insert lockout link through grommet in panel
between inner and outer quarter panel.
(6) Close fuel fill door.
(7) Install fuel filler housing to outer quarter
panel.
(8) Verify that all clips on fuel filler housing are
fully engaged to outer quarter panel.
(9) Place fuel fill neck in position.
Fig. 8 FENDER
1 - FASTENERS
2 - FENDER
3 - FASTENERS
Fig. 9 FUEL FILLER HOUSING AND DOOR
1 - FUEL FILLER HOUSING W/LATCH
2 - CLIP
3 - FUEL FILLER HOUSING DOOR
4 - CLIPS
5 - FIX CLIP
23 - 52 EXTERIORRS

Condition Possible Causes Correction
Normal pressures, but A/C
Performance Test air
temperatures at center panel
outlet are too high.1. Excessive refrigerant oil in
system.1. See Refrigerant Oil Level in this group.
Recover the refrigerant from the refrigerant
system and inspect the refrigerant oil content.
Restore the refrigerant oil to the proper level, if
required.
2. Blend door actuator
improperly installed or faulty.2. See Blend Door Actuator in this group. Inspect
the actuator for proper operation and replace, if
required.
3. Blend door inoperative or
sealing improperly.3. See HVAC Housing in this group. Inspect the
blend door for proper operation and sealing.
Repair if required.
The low side pressure is
normal or slightly low, and the
high side pressure is too low.1. Low refrigerant system
charge.1. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
2. Refrigerant flow through
the A/C evaporator is
restricted.2. See A/C Evaporator in this group. Replace the
restricted A/C evaporator, if required.
3. Faulty A/C compressor. 3. See A/C Compressor in this group. Replace
the compressor, if required.
The low side pressure is
normal or slightly high, and
the high side pressure is too
high.1. A/C condenser air flow
restricted.1. Check the A/C condenser for damaged fins,
foreign objects obstructing air flow through the
condenser fins, and missing or improperly
installed air seals. Clean, repair, or replace
components as required.
2. Refrigerant flow through
the receiver/drier is
restricted.2. See Receiver/Drier in this group. Replace the
restricted receiver/drier, if required.
3. Inoperative radiator
cooling fan.3. Test the radiator cooling fan and replace, if
required. Refer to Group 7.
4. Refrigerant system
overcharged.4. See Refrigerant System Charge in this group.
Recover the refrigerant from the refrigerant
system. Charge the refrigerant system to the
proper level, if required.
5. Air in the refrigerant
system.5. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
6. Engine overheating. 6. Test the engine cooling system and repair, if
required. Refer to Group 7.
The low side pressure is too
high, and the high side
pressure is too low.1. Accessory drive belt
slipping.1. Inspect the accessory drive belt condition and
tension. Tighten or replace the accessory drive
belt, if required. Refer to Group 7.
2. Faulty A/C expansion
valve.2. See A/C Expansion Valve in this group.
Replace the valve, if required.
3. Faulty A/C compressor. 3. See A/C Compressor in this group. Replace
the compressor, if required.
RSHEATING & AIR CONDITIONING24-9
HEATING & AIR CONDITIONING (Continued)