check oil CHEVROLET DYNASTY 1993 User Guide

WARNING: FAILURE TO DE-PRESSURIZE HYDRAU-
LIC ASSEMBLY/ACCUMULATOR PRIOR PERFORM-
ING THIS OPERATION. MAY RESULT IN PERSONAL
INJURY AND/OR DAMAGE TO PAINTED SURFACES
OF THE VEHICLE.
(2) Using Oil Filter Band Wrench, Special Tool
C-4065 or equivalent loosen bladder accumulator.
Then remove the bladder accumulator and brake
fluid shield from the hydraulic assembly (Fig. 17).
INSTALL
(1) Install the brake fluid spray shield onto the hy-
draulic accumulator (Fig. 1). (2) Install the bladder accumulator onto the hy-
draulic assembly by hand. Be sure that the O-Ring
on the bladder accumulator is fully seated into the
hydraulic assembly. (3) Using Oil Filter Band Wrench, Special Tool
C-4065 or equivalent, (Fig. 17) torque the bladder ac-
cumulator to 48 N Im (35 ft. lbs.)
(4) Turn ignition switch to the run position to en-
ergize the pump/motor assembly and pressurize hy-
draulic system. Check for leakage at the hydraulic
assembly to hydraulic bladder accumulator fitting. (5) Again de-pressurize accumulator by pumping
brake pedal a minimum of 40 times. Use procedure
described in De-Pressurizing Hydraulic Accumulator
in this section of the service manual. (6) Then check the brake fluid level in the hydrau-
lic assembly reservoir. If brake fluid level is low, fill
reservoir to proper level (Fig. 15) with Mopar tbrake
fluid or equivalent conforming to DOT 3 require-
ments.PROPORTIONING VALVES (FIG. 18)
CAUTION: Proportioning valves should never be dis-
assembled or repaired in any way, repair is by re-
placement only.
REMOVE (1) Fully de-pressurize the hydraulic accumulator by
pumping brake pedal a minimum of 40 times. Use
procedure described in De-Pressurizing Hydraulic Ac-
cumulator listed earlier in this section.
WARNING: FAILURE TO FULLY DE-PRESSURIZE THE
HYDRAULIC ASSEMBLY/ACCUMULATOR PRIOR TO
REMOVING THE PROPORTIONING VALVE. MAY RE-
SULT IN PERSONAL INJURY AND/OR DAMAGE TO
PAINTED SURFACES OF THE VEHICLE.
(2) Remove fresh air intake ducts and air cleaner.
(3) Remove pressure and return hose (Fig. 5) from
hydraulic unit. (See Pressure and Return Hose Section
For Proper Removal Procedure). (4) Remove brake tube from the proportioning valve
that requires servicing. (5) Remove proportioning valve requiring service
from the hydraulic assembly (Fig. 19).
INSTALL (1) Install proportioning valve on hydraulic assem-
bly and tighten to 40 N Im (30 ft. lbs.) torque.
(2) Install brake tube on proportioning valve.
Tighten tube nut to 16 N Im (145 in. lbs.) torque.
(3) Install hydraulic pressure and return hoses.
Torque pressure hose to hydraulic assembly fitting to
16 N Im (145 in. lbs). Torque return hose to metal tube
hose clamp to 1 N Im (10 in. lbs.).
(4) Install fresh air intake duct and air cleaner.
(5) Bleed the affected brake line, see Bleeding Brake
System in this section.
Fig. 17 Remove And Install Bladder Accumulator
Fig. 18 ABS Proportioning Valve
5 - 102 ANTI-LOCK 10 BRAKE SYSTEM Ä

CAUTION: Do not insert dual function pressure
switch into hydraulic assembly using the socket
and ratchet. Cross threading of the switch may oc-
cur. (1) Install the dual function pressure switch into
the hydraulic assembly by hand until the O-ring
seals are seated. (2) Using Socket, Special Tool 6607, (Fig. 10)
torque the dual function pressure switch into the hy-
draulic assembly to 12 N Im (9 ft. lbs.).
(3) Connect the wiring harness connectors (Fig. 9)
onto the dual function pressure switch and the boost
pressure transducer. Be sure the locking tabs on the
connectors are fully engaged on the switches. (4) Lower the vehicle.
(5) Turn the ignition switch to the on position and
let the system pressurize. Check for any leaks at the
dual function pressure switch. (6) Fully de-pressurize the hydraulic assembly a
second time. This will purge any air out that may
have entered hydraulic assembly when the switch
was removed. Turn the ignition switch to the on po-
sition and let the system pressurize again. (7) Road test vehicle to insure that the brake sys-
tem is performing correctly.
PRIMARY PRESSURE TRANSDUCER
REMOVE
WARNING: FAILURE TO FULLY DE-PRESSURIZE
THE HYDRAULIC BLADDER ACCUMULATOR PRIOR
TO REMOVING PRIMARY PRESSURE TRANS-
DUCER. WILL RESULT IN PERSONAL INJURY
AND/OR DAMAGE TO PAINTED SURFACES OF THE
VEHICLE.
To remove primary pressure transducer (Fig. 11),
from hydraulic assembly, removal of hydraulic as-
sembly from vehicle is notrequired.
(1) Fully de-pressurize the hydraulic accumulator
by pumping brake pedal a minimum of 40 times. Use
procedure described in De-Pressurizing Hydraulic Ac-
cumulator listed earlier in this section. (2) Remove as much brake fluid as possible from
the brake fluid reservoir, using a syringe or equiva-
lent method. (3) Using oil filter band wrench, Special Tool
C-4065 or equivalent, (Fig. 12) loosen bladder accu-
mulator. Then remove bladder accumulator and
brake fluid spray shield from hydraulic assembly. (4) Remove high pressure banjo fitting (Fig. 13)
from hydraulic assembly. (5) Using needle nose pliers, remove the 3 fluid
reservoir retaining pins from the hydraulic assembly
(Fig. 14). Compress barb on opposite side of retaining
pin, to prevent pin from breaking. CAUTION: Be extremely careful during the following
procedure to avoid damaging or puncturing brake
fluid reservoir during its removal.
(6) Remove brake fluid reservoir from hydraulic
assembly by carefullyprying between reservoir and
hydraulic assembly using a blunt pry bar (Fig. 15).
Use a rocking motion to help disengage reservoir
from grommets while prying. (7) Remove brake fluid level sensor from reservoir
and remove fluid reservoir from vehicle. (8) Remove hydraulic assembly wiring harness
connector from the primary pressure transducer (Fig.
16).
Fig. 11 Primary Pressure Transducer Location On Hydraulic Assembly
Fig. 12 Removing Bladder Accumulator
5 - 108 ANTI-LOCK 10 BRAKE SYSTEM Ä

As soon as the condition goes away, the Anti-Lock
Warning Light is turned off. Although a fault code
will be set in most cases.
BENDIX ABS SYSTEMS DIAGNOSTICS
Bendix Anti-Lock 6 Brake System Diagnostics, be-
yond basic mechanical diagnostics, covered earlier in
this section. Are accomplished by using the DRB II
scan tool. See testing procedures outlined in the Ben-
dix Anti-Lock 6 Diagnostics Manual for the 1992
M.Y. vehicles. Please refer to the above mentioned manual for
any further electronic diagnostics and service proce-
dures that are required on the Bendix Anti-Lock 6
Brake System.
ON-CAR ABS BRAKE SYSTEM SERVICE
GENERAL SERVICE PRECAUTIONS
The following are general cautions which should be
observed when servicing the Anti-Lock brake system
and/or other vehicle systems. Failure to observe
these precautions may result in Anti-Lock Brake
System component damage. If welding work is to be performed on the vehicle,
using an electric arc welder, the (CAB) connector
should be disconnected during the welding operation. The (CAB) connector should never be connected or
disconnected with the ignition switch in the ON po-
sition. Many components of the Anti-Lock Brake System
are not serviceable and must be replaced as an as-
sembly. Do not disassemble any component which is
not designed to be serviced.
CHECKING BRAKE FLUID LEVEL
CAUTION: Only use brake fluid conforming to DOT
3 specifications, such as Mopar or Equivalent. Do
not use any fluid which contains a petroleum base.
Do not use a container which has been used for pe-
troleum based fluids or a container which is wet
with water. Petroleum based fluids will cause swell-
ing and distortion of rubber parts in the hydraulic
brake system. Water will mix with brake fluid, low-
ering the fluid boiling point. Keep all brake fluid
containers capped to prevent contamination. Re-
move the front cap of the master cylinder reservoir
and fill to the bottom of the split ring.
For the specific procedure for the inspection of
brake fluid level and adding of brake to the reser-
voir. Refer to the Service Adjustments Section in this
group of the service manual.
BLEEDING BENDIX ANTI-LOCK 6 BRAKE SYSTEM
The Anti-Lock Brake System must be bled anytime
air is permitted to enter the hydraulic system, due to
disconnection of brake lines, hoses of components. If the Modulator Assembly is removed from the ve-
hicle, both the Base Brake System and the Anti-Lock
Brake System must be bled using the appropriate
procedures. It is important to note that excessive air
in the brake system will cause a soft or spongy feel-
ing brake pedal. During bleeding operations, be sure that the brake
fluid level remains close to the FULL level in the
reservoir. Check the fluid level periodically during
the bleeding procedure and add DOT 3 brake fluid as
required. The Bendix Anti-Lock 6 Brake System must be
bled as two independent braking systems. The non
ABS portion of the brake system is to be bled the
same as any non ABS system. Refer to the Service
Adjustments section in this manual for the proper
bleeding procedure to be used. This brake system can
be either pressure bled or manually bled. The Anti-Lock portion of brake system MUST be
bled separately. This bleeding procedure requires the
use of the DRB II Diagnostic tester and the bleeding
sequence procedure outlined below.
ABS BLEEDING PROCEDURE (FIG. 1)
(1) Assemble and install all brake system compo-
nents on vehicle making sure all hydraulic fluid
lines are installed and properly torqued. (2) Bleed the base brake system. Using the stan-
dard pressure or manual bleeding procedure as out-
lined in the Service Adjustments section of this
service manual. To perform the bleeding procedure on the ABS
unit. The battery and acid shield must be removed
from the vehicle. Reconnect the vehicles battery, to
the vehicles positive and negative battery cables us-
ing jumper cables. This is necessary to allow access
to the 4 bleeder screws located on the top of the Mod-
ulator assembly. (3) Connect the DRB II Diagnostics Tester to the
diagnostics connector. Located behind the Fuse Panel
access cover on the lower section of the dash panel to
the left of the steering column. (It is a blue 6 way
connector). (4) Using the DRB II check to make sure the
(CAB) does not have any fault codes stored. If it does
remove them using the DRB II.
5 - 126 ANTI-LOCK 6 BRAKE SYSTEM Ä

SERVICE ADJUSTMENTS INDEX
page page
Bleeding Bendix Antilock 4 Brake System ....... 3
Master Cylinder Fluid Level .................. 3 Testing for Fluid Contamination
............... 4
MASTER CYLINDER FLUID LEVEL
Check master cylinder reservoir brake fluid level a
minimum of two times a year. Master cylinder reservoirs are marked with the
words fill to bottom of rings indicating proper fluid
level (Fig. 4). Use only Mopar tbrake fluid or an equivalent from
a sealed container. Brake fluid must conform to DOT
3, specifications. Use only brake fluid that was stored in a tightly-
sealed container.
CAUTION: DO NOT use petroleum-based fluid be-
cause seal damage in the brake system will result.
CAUTION: DO NOT use brake fluid with a lower
boiling point, as brake failure could result during
prolonged hard braking.
If necessary add only an approved brake fluid to
master cylinder fluid reservoir until filled to the
proper level. Correct master cylinder fluid reservoir
fill level is to the bottom of the primary reservoir
split ring.
BLEEDING BENDIX ANTILOCK 4 BRAKE SYSTEM
CAUTION: When bleeding the Bendix Antilock 4
Brake System hydraulic circuits, refer to the Bendix
Antilock 4 Brake System bleeding procedure in this
service manual supplement.
BASE BRAKE SYSTEM BLEEDING PROCEDURE
CAUTION: The base brakes hydraulic system, on a
vehicle equipped with a Bendix Antilock 4 Brake
System, can NOT be bled using a brake hydraulic
system pressure bleeder. This type of pressure
bleeding equipment, does not develop the pressure
required in the brake hydraulic system, to ade-
quately bleed all trapped air. The only approved
method of bleeding the base brakes hydraulic sys-
tem, on vehicles equipped with a Bendix Antilock 4
Brake System, is the manual procedure of pressur-
izing the hydraulic system using constant moderate
to heavy foot pressure on the brake pedal.
When bleeding brake hydraulic systems, some air
may be trapped in brake lines or valves as far as ten
feet from the bleeder screw (Fig. 5). Therefore, it is
essential to have a fast flow of a large volume of
brake fluid when bleeding the brakes. This will en-
sure all trapped air is completely bled out of the
brakes hydraulic system.
To bleed the base brake hydraulic system. Attach a
clear plastic hose to the bleeder screw starting at the
right rear wheel and feed the hose into a clear jar
containing fresh brake fluid (Fig. 6). The following wheel sequence when bleeding the
base brakes hydraulic system should be used. This
sequence will ensure adequate removal of all trapped
air from the hydraulic system.
² Right rear wheel
² Left front wheel
Fig. 4 Master Cylinder Fluid Level
Fig. 5 Trapped Air in Brake Line
Ä BRAKES 5 - 3

² Left rear wheel
² Right front wheel
(1) Pump brake pedal three or four times, then
hold a constant moderate to heavy foot pressure on
the brake pedal.
CAUTION: Just cracking the bleeder screw often re-
stricts fluid flow, and a slow, weak fluid discharge
will NOT get all the air out.
(2) Open bleeder screw (Fig. 7) at least 1 full turn.
When bleeder screw opens, brake pedal will drop to
the floor. (3) Close bleeder screw. Release brake pedal off
floor only afterbleeder screw is completely closed.
(4) Repeat steps 1 through 3, four or five times, at
each bleeder screw. This should pass a sufficient
amount of brake hydraulic fluid to expel all trapped
air. Be sure to monitor brake fluid level in master
cylinder fluid reservoir. It must stay at a level that
will not allow air to re-enter the hydraulic system
through the master cylinder. After 4 to 8 ounces of hydraulic fluid has been bled
from the bleeder screw at this wheel, and an air-free
flow has been maintained, a good bleed is indicated. Repeat above procedure at all other remaining
bleeder screws, while checking brake pedal for travel. If brake pedal travel is still excessive or has
not improved, enough brake fluid has not passed
through the hydraulic system to expel all trapped
air. Be sure to monitor brake fluid level in the mas-
ter cylinder brake fluid reservoir. It must stay at the
proper level so air will not be allowed to re-enter the
brake system through the master cylinder. Test drive vehicle to be sure brakes are operating
correctly and that pedal is not spongy.
TESTING FOR FLUID CONTAMINATION
Indications of fluid contamination are swollen or
deteriorated rubber parts. Swollen rubber parts indicate the presence of petro-
leum in the brake fluid. To test for contamination, put small amount of
drained brake fluid in clear glass jar. If fluid sepa-
rates into layers, there is mineral oil contamination. If contaminated, drain and thoroughly flush sys-
tem. Replace master cylinder, proportioning valve,
caliper seals, wheel cylinder seals and all hoses.
Fig. 6 Proper Method for Purging Air From Brake System
Fig. 7 Open Bleeder Screw at Least One Full Turn(Typical)
5 - 4 BRAKES Ä

LATCHING VERSUS NON-LATCHING ABS FAULTS
Some faults detected by the CAB are latching; the
fault is latched and ABS is disabled until the igni-
tion switch is reset. Thus ABS is disabled even if the
original fault has disappeared. Other faults are non-
latching; any warning lights that are turned on, are
only turned on as long as the fault condition exists.
As soon as the condition goes away, the Antilock
Warning Light is turned off. Although a fault code
will be set in most cases.
BENDIX ANTILOCK 4 BRAKE SYSTEM DIAGNOSTICS
Bendix Antilock 4 Brake System Diagnostics, be-
yond basic mechanical diagnostics, covered earlier in
this section, are accomplished by using the DRB scan
tool. See testing procedures outlined in the 1994 Ben-
dix Antilock 4 Diagnostics Manual. Please refer to the above mentioned manual for
any further electronic diagnostics and service proce-
dures that are required on the Bendix Antilock 4
Brake System.
ON-CAR ABS BRAKE SYSTEM SERVICE
GENERAL SERVICE PRECAUTIONS
The following are general cautions which should be
observed when servicing the Bendix Antilock 4
Brake System and other vehicle electronic systems.
Failure to observe these precautions may result in
Antilock Brake System component damage. If welding work is to be performed on a vehicle us-
ing an electric arc welder, disconnect the 60 way wir-
ing harness connector from the CAB, prior to
performing the welding operation. The wiring harness connector should never be con-
nected or disconnected from the CAB with the igni-
tion key in the ON or Run position. (3) Most components making up the assemblies of
the Bendix Antilock 4 Brake System can not be ser-
viced separately from those assemblies. This will re-
quire replacement of the complete assembly for the
servicing of these components. Do not disassemble
any component from an assembly which is desig-
nated as non-serviceable.
CHECKING BRAKE FLUID LEVEL
CAUTION: Only use brake fluid conforming to DOT
3 specifications, such as Mopar or Equivalent. Do
not use any fluid which contains a petroleum base.
Do not use a container which has been used for pe-
troleum based fluids or a container which is wet
with water. Petroleum based fluids will cause swell-
ing and distortion of rubber parts in the hydraulic
brake system. Water will mix with brake fluid, low-
ering the boiling point of the brake fluid, possibly causing brake fluid to boil resulting in brake fade.
Keep all brake fluid containers capped to prevent
contamination. Remove the front cap of the master
cylinder reservoir and fill to the bottom of the split
ring.
For the specific procedure for the inspection of
brake fluid level and adding of brake to the reser-
voir. Refer to the Service Adjustments Section in this
group of the service manual.
BLEEDING BENDIX ANTILOCK 4 BRAKE SYSTEM
The base brakes and Antilock Brake System must
be bled anytime air is permitted to enter the hydrau-
lic system, due to disconnection of brake lines, hoses
or components. If the Antilock Modulator Assembly is removed
from the vehicle, both the Base Brake System and
the Antilock Brake System must be bled using the
appropriate procedure. It is important to note that
excessive air in the brake system will cause a soft or
spongy feeling brake pedal. During brake bleeding operations, ensure that
brake fluid level remains close to the FULL level in
the reservoir. Check brake fluid level periodically
during bleeding procedure, adding DOT 3 brake fluid
as required.
CAUTION: The base brake and Antilock brake hy-
draulic systems, on the Bendix Antilock 4 Brake
System, can NOT be bled using any type of brake
pressure bleeding equipment. This type of bleeding
equipment does not develop the pressure required
in the brake hydraulic system, to adequately bleed
all trapped air. The only approved method for bleed-
ing air out of the hydraulic system on vehicles
equipped with the Bendix Antilock 4 Brake System,
is the manual procedure of pressurizing the hydrau-
lic system using constant, moderate to heavy foot
pressure on the brake pedal.
The Bendix Antilock 4 Brake System must be bled
as two independent brake systems. The non ABS por-
tion of the brake system is to be bled the same as
any non ABS system. Refer to the Service Adjust-
ments section in this manual for the proper bleeding
procedure to be used. The Bendix Antilock 4 Brake
System can only be bled using a manual method of
pressurizing the brakes hydraulic system. The Antilock portion of brake system MUST be
bled separately. This bleeding procedure requires the
use of the DRB Diagnostic tester and the bleeding se-
quence procedure outlined below.
Ä ANTILOCK 4 BRAKE SYSTEM 5 - 25

MANUAL TRANSAXLE CLUTCH
CONTENTS
page page
CLEANING PRECAUTIONS ................. 6
CLUTCH CABLE MECHANISM .............. 1
CLUTCH CABLE REPLACEMENT ............ 2
CLUTCH CHATTER COMPLAINTS ........... 1
CLUTCH DISC REPLACEMENT ............. 5
CLUTCH PEDAL NOISE/POP ............... 2 CLUTCH PEDAL POSITION SWITCH
......... 4
EXCESSIVE CLUTCH SPIN TIME/CLASH INTO REVERSE COMPLAINTS ............ 1
GENERAL INFORMATION .................. 1
RELEASE BEARING AND FORK ............. 6
GENERAL INFORMATION
Throughout this group, references may be made to
a particular vehicle by letter or number designation.
A chart showing the breakdown of these designations
is included in the Introduction Section at the front of
this service manual. The clutch used in all models are a single, dry disc
type with no adjustment for wear being provided in
the clutch itself. The clutch pedal is connected to the release shaft
through a cable and lever. The upper end of the clutch pedal pivots in the
pedal bracket on two nylon bushings. These bushings
do not require periodic lubrication.
CLUTCH CHATTER COMPLAINTS
For all clutch chatter complaints, do the following:
(1) Check for loose, misaligned, or broken engine
and transmission mounts. If present, they should be
corrected at this time. Test vehicle for chatter. If
chatter is gone, there is no need to go any further. If
chatter persists: (2) Check to see if clutch cable routing is correct
and operates smoothly. (3) Check for loose connections in drive train. Cor-
rect any problems and determine if clutch chatter
complaints has been satisfied. If not, (4) Remove transaxle. See Group 21, Manual Tran-
saxle, for procedure. (5) Check to see if the release bearing is sticky or
binding. Replace bearing, if needed. (6) Check linkage for excessive wear on bushings.
Replace all worn parts. A small amount of bearing
grease between the release shaft bushings and the
shaft is beneficial, but not required. (7) Check flywheel and clutch pressure plate for
contamination (dirt, oil) or scored. Replace flywheel
and/or pressure plate, if required. (8) Check to see if the clutch disc hub splines are
damaged. Replace with new disc. (9) Check input shaft splines for damage. Replace
if necessary. (10) Check for uneven wear on clutch fingers.
EXCESSIVE CLUTCH SPIN TIME/CLASH INTO
REVERSE COMPLAINTS
For all excessive clutch spin time/clash into reverse
complaints, do the following: (1) Depress clutch pedal to floor and hold. After
three seconds, shift to reverse. If clash is present,
clutch has excessive spin time. (2) Remove transaxle. See Group 21, Manual Tran-
saxle, for procedure. (3) Check the input shaft spline, clutch disc splines
and release bearing for dry rust. If present, clean
rust off and apply a light coat of bearing grease to
the input shaft splines. Apply grease on the input
shaft splines only where the clutch disc slides. (4) Check to see if the clutch disc hub splines are
damaged, replace with new disc if required. (5) Check the input shaft for damaged splines. Re-
place as necessary. (6) Check for excessive clutch disc runout or
warpage. (7) Install clutch assembly and transaxle.
CLUTCH CABLE MECHANISM
The manual transaxle clutch release system has a
unique self-adjusting mechanism to compensate for
clutch disc wear. This adjuster mechanism is located
within the clutch pedal. The preload spring main-
tains tension on the cable. This tension keeps the
clutch release bearing continuously loaded against
the fingers of the clutch cover assembly. When the pedal is depressed, teeth on the adjuster
and the positioner engage and pull the release cable.
A spring located behind the adjuster ensures proper
tooth engagement. When the pedal is released, the adjuster contacts
the bumper. This separates the adjuster and posi-
tioner teeth, allowing the preload spring to function.
Ä MANUAL TRANSAXLE CLUTCH 6 - 1

CLUTCH PEDAL POSITION SWITCH
The clutch pedal position switch functions as a
safety interlock device. It prevents possible engine
cranking with the clutch engaged. The clutch pedal position switch is wired in series
between the starter relay coil and the ignition
switch. The clutch pedal position switch is mounted to a
bracket located next to the clutch pedal. The switch
is held in place by four plastic wing tabs. The clutch pedal position switch has an adjustable
striker plate. The striker plate is located on the left
side of the clutch pedal (Fig. 3).
DIAGNOSIS
Disconnect clutch pedal position switch harness
from instrument panel wiring harness. Using a ohm
meter, check for continuity between the two termi-
nals in the connector on the switch harness. There
should be no continuity between the terminals when
the switch is in its neutral (fully extended) position.
When the switch is depressed more than 1.25 mm
(0.050) the ohm meter should show continuity. If all ohm meter readings are correct and the
switch does not operate correctly, adjustment is re-
quired. Refer to Switch Adjustment Procedure to ad-
just switch.
REMOVAL
(1) Disconnect electrical harness to switch connec-
tor. (2) Depress wing tabs on switch and push switch out
of mounting bracket. Then slide wires through slot in
bracket.
INSTALLATION
(1) Slide switch wires through slot in switch bracket.
(2) Line up switch tab with slot in switch bracket
and push switch into position. Do not pull on the switch
wires to seat switch into bracket, switch damage may
occur. (3) After installation, the switch must be adjusted
and checked for proper operation. Refer to Switch
Adjustment Procedure.
ADJUSTMENT PROCEDURE
When performing switch adjustment, the floor mat
should be removed before beginning adjustment proce-
dures. (1) Set the park brake.
(2) Disconnect clutch cable at the transaxle end of
the cable. (3) Depress clutch pedal, loosen adjusting nut and
slide the striker plate forward to fully compress the
clutch pedal position switch plunger. (4) Tighten adjusting nut to 12 N Im (105 in. lbs.).
(5) Reconnect clutch cable.
The clutch pedal position switch is now ad-
justed. A final check is required to insure that the
switch is ``made'' below the clutch release point. (1) With the park brake set and the vehicle IN
NEUTRAL turn the key to the start position. The
vehicle should not crank. If the vehicle cranks do
not continue with this test. Recheck the switch and
switch adjustment to determine the cause. If the ve-
hicle does not crank proceed to step 2. (2) With the park brake set and the vehicle IN
GEAR turn the key to the start position.
WARNING: BEFORE PERFORMING STEP THREE BE
SURE THAT THE AREA IN FRONT OF THE VEHICLE
IS CLEAR OF OBSTRUCTIONS AND PEOPLE. VE-
HICLE MAY MOVE WHEN PERFORMING THIS TEST.
(3) Slowly depress the clutch pedal and feel for any
vehicle motion when the starter is energized. If there is
no motion the switch is properly adjusted. If motion is
felt, repeat the adjustment procedure.
Fig. 3 Clutch Pedal Position Switch and Components
6 - 4 MANUAL TRANSAXLE CLUTCH Ä

(3) Clean the flywheel face with medium sandpa-
per (80-160 grade), then wipe the surface with min-
eral spirits. If the surface is severely scored, heat
checked, or warped, replace the flywheel.
CAUTION: Do not flat-machine the flywheel face.
The surface profile is tapered.
(4) The heavy side of the flywheel is indicated by a
daub of white paint near the outside diameter. To
minimize the effects of flywheel unbalance, perform
the following installation procedure: (a) Loose assemble the flywheel to the crank-
shaft. Use new flywheel attaching bolts which have
sealant on the threads. If new bolts are not avail-
able, apply Loctite sealant to the threads of the
original bolts. This sealant is required to prevent
engine oil leakage. (b) Rotate the flywheel and crankshaft until the
daub of white paint (heavy side) is at the 12 o'clock
position. (c) Torque flywheel attaching bolts to 95 N Im(70
ft. lbs.). Use a crisscross pattern when tightening
bolts.
(5) The disc assembly should be handled without
touching the facings. Replace disc if the facings show
evidence of grease or oil soakage, or wear to within
less than .38 mm (.015 inch) of the rivet heads. The
splines on the disc hub and transaxle input shaft
should be a snug fit without signs of excessive wear.
Metallic portions of disc assembly should be dry and
clean, and not been discolored from excessive heat.
Each of the arched springs between the facings
should not be broken and all rivets should be tight. (6) Wipe the friction surface of the pressure plate
with mineral spirits. (7) Using a straight edge, check clutch cover (pres-
sure plate) for flatness. The clutch cover (pressure
plate) friction area should be slightly concave, with
the inner diameter 0.02 mm to 0.1 mm (.0008 in. to
.0039 in.) below the outer diameter. It should also be
free from discoloration, burned areas, cracks,
grooves, or ridges. (8) Using a surface plate, test cover for flatness.
All sections around attaching bolt holes should be in
contact with surface plate within .015 inch. (9) The cover should be a snug fit on flywheel dow-
els. If the clutch assembly does not meet these re-
quirements, it should be replaced.
INSTALLATION
(1) Mount clutch assembly on flywheel,being care-
ful to properly align dowels and the alignment marks
made before removal. The flywheel side of the clutch
disc is marked for proper installation. If new clutch
or flywheel is installed, align cover balance spot as
close as possible to flywheel balance orange spot. Ap-
ply pressure to the alignment tool. Center the tip of the tool into the crankshaft and the sliding cone into
the clutch fingers. Tighten the clutch attaching bolts
sufficiently to hold the disc in position. (2) To avoid distortion of the clutch cover, bolts
should be tightened a few turns at a time, in a criss-
cross pattern, until they are all seated. Tighten bolts
to 28 N Im (250 in. lbs.) following a crisscross pattern
sequence. Remove clutch disc alignment tool. (3) Install transaxle. See group 21, Manual Tran-
saxle, for procedures.
RELEASE BEARING AND FORK
Remove the transaxle from the vehicle. See group
21 for removal and installation procedures.
REMOVAL AND INSTALLATION
(1) Remove clutch release shaft E-clip.
(2) Remove the clutch release shaft and then slide
the fork and bearing assembly off the bearing pilot. (3) Remove the fork from the bearing thrust plate.
(4) Examine the condition of the bearing. It is pre-
lubricated and sealed and should not be im-
mersed in oil or solvent. (5) The bearing should turn smoothly when held in
the hand under a light thrust load. A light drag
caused by the lubricant fill is normal. If the bearing
is noisy, rough, or dry, replace the complete bearing
assembly with a new bearing. (6) The bearing has a plastic sleeve pre-lubricated
at assembly. Wipe out the old grease. Refill the
sleeve cavities and coat the inner surface with mul-
tipurpose grease. If the liner is cracked or worn, re-
place the bearing assembly. (7) Check the condition of the spring clips. If the
clips are broken or distorted, replace the bearing as-
sembly. (8) Before assembling the fork, lubricate the
rounded thrust pads and the spring clip cavities with
multipurpose grease. (9) Assemble the fork to the bearing by sliding the
thrust pads under the spring clips. Be careful to
avoid distorting the spring clips. These clips prevent
the bearing thrust plate from rotating with the bear-
ing. (10) Slide the bearing and fork assembly onto the
input shaft bearing retainer. (11) Position the release shaft bushings in the
housing and install the release shaft. A small
amount of bearing grease between the release shaft
bushing and the shaft is beneficial but not required.
Install the retainer clip in the shaft groove near the
large bushing. (12) Install the release lever and retaining clip on
the outer end of the release shaft.
CLEANING PRECAUTIONS
Condensation from steam vapors tend to accumu-
late on the internal clutch mechanism when the ve-
6 - 6 MANUAL TRANSAXLE CLUTCH Ä

(1) Damage or cracks on the pump body.
(2) Coolant leaks, if the shaft seal is leaking, evi-
dent by traces of coolant leaks from vent hole A in
(Fig. 5). (3) Impeller rubs inside of pump.
(4) Excessively loose or rough turning bearing.
INSTALLATION (1) Clean all gasket and O-ring surfaces on pump
and water pipe inlet tube. (2) Install new O-ring on water inlet pipe (Fig. 6).
Wet the O-ring with water to facilitate assembly.
CAUTION: Keep the O-ring free of oil or grease.
(3) Install new gasket on water pump and install
pump inlet opening over water pipe, press assembly
to cause water pipe insertion into pump housing. (4) Install pump to block mounting bolts and
tighten to 27 N Im (20 ft. lbs.).
(5) See Timing System in Engine, Group 9 and in-
stall timing belt. Reassemble engine. (6) Fill cooling system. See Refilling Cooling Sys-
tem.
WATER PUMPÐ3.3L AND 3.8L ENGINES
The pump has a die cast aluminum body and a
stamped steel impeller. It bolts directly to the chain
case cover, using an O-ring for sealing. It is driven
by the back surface of the Poly-V Drive Belt.
REMOVAL (1) Drain Cooling System. Refer to Draining Cool-
ing System in this group. (2) Remove Poly V Drive Belt.
(3) Remove right front lower fender shield.
(4) Remove pump pulley bolts and remove pulley.
(5) Remove pump mounting screws (Fig. 7). Re-
move pump. (6) Remove and discard O-ring seal. (7) Clean O-ring groove and O-ring surfaces on
pump and chain case cover. Take care not to scratch
or gouge sealing surface.
INSPECTION
Replace the water pump if it has any of the follow-
ing defects. (1) Damage or cracks on the pump body.
(2) Coolant leaks; if the seal is leaking, evident by
traces of coolant leaks from vent hole. (3) Loose or rough turning bearing.
(4) Impeller rubs either the pump body or chain-
case cover.
INSTALLATION
(1) Install new O-ring in O-ring groove (Fig. 8).
(2) Install pump to chain case cover. Torque screws
to 12 N Im (105 in. lbs.).
(3) Rotate pump by hand to check for freedom of
movement. (4) Position pulley on pump. Install screws and
torque to 30 N Im (250 in. lbs.).
Fig. 6 Water Pipe O-Ring
Fig. 7 Water PumpÐ3.3L and 3.8L Engines
Fig. 8 Water Pump Body
7 - 12 COOLING SYSTEM Ä