check engine CHRYSLER CARAVAN 2005 Service Manual

The information obtained by the sensor is used to
calculate the fuel injector pulse width. The PCM is
programmed to maintain the optimum air/fuel ratio.
At this mixture ratio, the catalyst works best to
remove hydrocarbons (HC), carbon monoxide (CO)
and nitrous oxide (NOx) from the exhaust.
The O2S is also the main sensing element for the
EGR (if equipped), Catalyst and Fuel Monitors.
The O2S may fail in any or all of the following
manners:
²Slow response rate
²Reduced output voltage
²Dynamic shift
²Shorted or open circuits
Response rate is the time required for the sensor to
switch from lean to rich once it is exposed to a richer
than optimum A/F mixture or vice versa. As the sen-
sor starts malfunctioning, it could take longer to
detect the changes in the oxygen content of the
exhaust gas.
The output voltage of the O2S ranges from 0 to 1
volt (voltages are offset by 2.5 volts on NGC vehi-
cles). A good sensor can easily generate any output
voltage in this range as it is exposed to different con-
centrations of oxygen. To detect a shift in the A/F
mixture (lean or rich), the output voltage has to
change beyond a threshold value. A malfunctioning
sensor could have difficulty changing beyond the
threshold value.
OXYGEN SENSOR HEATER MONITOR
If there is an oxygen sensor (O2S) DTC as well as
a O2S heater DTC, the O2S heater fault MUST be
repaired first. After the O2S fault is repaired, verify
that the heater circuit is operating correctly.
Effective control of exhaust emissions is achieved
by an oxygen feedback system. The most important
element of the feedback system is the O2S. The O2S
is located in the exhaust path. Once it reaches oper-
ating temperatures of 300É to 350ÉC (572 É to 662ÉF),
the sensor generates a voltage that is inversely pro-
portional to the amount of oxygen in the exhaust.
The information obtained by the sensor is used to
calculate the fuel injector pulse width. This main-
tains a 14.7 to 1 Air Fuel (A/F) ratio. At this mixture
ratio, the catalyst works best to remove hydrocarbons
(HC), carbon monoxide (CO) and nitrogen oxide
(NOx) from the exhaust.
The voltage readings taken from the O2S are very
temperature sensitive. The readings are not accurate
below 300ÉC. Heating of the O2S is done to allow the
engine controller to shift to closed loop control as
soon as possible. The heating element used to heat
the O2S must be tested to ensure that it is heating
the sensor properly.The O2S circuit is monitored for a drop in voltage.
The sensor output is used to test the heater by iso-
lating the effect of the heater element on the O2S
output voltage from the other effects.
EGR MONITOR (if equipped)
The Powertrain Control Module (PCM) performs
an on-board diagnostic check of the EGR system.
The EGR monitor is used to test whether the EGR
system is operating within specifications. The diag-
nostic check activates only during selected engine/
driving conditions. When the conditions are met, the
EGR is turned off (solenoid energized) and the O2S
compensation control is monitored. Turning off the
EGR shifts the air fuel (A/F) ratio in the lean direc-
tion. The O2S data should indicate an increase in the
O2 concentration in the combustion chamber when
the exhaust gases are no longer recirculated. While
this test does not directly measure the operation of
the EGR system, it can be inferred from the shift in
the O2S data whether the EGR system is operating
correctly. Because the O2S is being used, the O2S
test must pass its test before the EGR test. Also
looks at EGR linear potentiometer for feedback.
MISFIRE MONITOR
Excessive engine misfire results in increased cata-
lyst temperature and causes an increase in HC emis-
sions. Severe misfires could cause catalyst damage.
To prevent catalytic convertor damage, the PCM
monitors engine misfire.
The Powertrain Control Module (PCM) monitors
for misfire during most engine operating conditions
(positive torque) by looking at changes in the crank-
shaft speed. If a misfire occurs the speed of the
crankshaft will vary more than normal.
FUEL SYSTEM MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide. The catalyst works best
when the air fuel (A/F) ratio is at or near the opti-
mum of 14.7 to 1.
The PCM is programmed to maintain the optimum
air/fuel ratio. This is done by making short term cor-
rections in the fuel injector pulse width based on the
O2S output. The programmed memory acts as a self
calibration tool that the engine controller uses to
compensate for variations in engine specifications,
sensor tolerances and engine fatigue over the life
span of the engine. By monitoring the actual air-fuel
ratio with the O2S (short term) and multiplying that
with the program long-term (adaptive) memory and
comparing that to the limit, it can be determined
whether it will pass an emissions test. If a malfunc-
RSEMISSIONS CONTROL25-7
EMISSIONS CONTROL (Continued)

tion occurs such that the PCM cannot maintain the
optimum A/F ratio, then the MIL will be illuminated.
CATALYST MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a
catalyst to decay. A meltdown of the ceramic core can
cause a reduction of the exhaust passage. This can
increase vehicle emissions and deteriorate engine
performance, driveability and fuel economy.
The catalyst monitor uses dual oxygen sensors
(O2S's) to monitor the efficiency of the converter. The
dual O2S's strategy is based on the fact that as a cat-
alyst deteriorates, its oxygen storage capacity and its
efficiency are both reduced. By monitoring the oxy-
gen storage capacity of a catalyst, its efficiency can
be indirectly calculated. The upstream O2S is used to
detect the amount of oxygen in the exhaust gas
before the gas enters the catalytic converter. The
PCM calculates the A/F mixture from the output of
the O2S. A low voltage indicates high oxygen content
(lean mixture). A high voltage indicates a low content
of oxygen (rich mixture).
When the upstream O2S detects a lean condition,
there is an abundance of oxygen in the exhaust gas.
A functioning converter would store this oxygen so it
can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of
the downstream O2S will indicate limited activity in
this condition.
As the converter loses the ability to store oxygen,
the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
chemical reaction takes place. This means the con-
centration of oxygen will be the same downstream as
upstream. The output voltage of the downstream
O2S copies the voltage of the upstream sensor. The
only difference is a time lag (seen by the PCM)
between the switching of the O2S's.
To monitor the system, the number of lean-to-rich
switches of upstream and downstream O2S's is
counted. The ratio of downstream switches to
upstream switches is used to determine whether the
catalyst is operating properly. An effective catalyst
will have fewer downstream switches than it has
upstream switches i.e., a ratio closer to zero. For a
totally ineffective catalyst, this ratio will be one-to-
one, indicating that no oxidation occurs in the device.
The system must be monitored so that when cata-
lyst efficiency deteriorates and exhaust emissions
increase to over the legal limit, the MIL (Check
Engine lamp) will be illuminated.NATURAL VACUUM LEAK DETECTION (NVLD) (if equipped)
The Natural Vacuum Leak Detection (NVLD) sys-
tem is the next generation evaporative leak detection
system that will first be used on vehicles equipped
with the Next Generation Controller (NGC). This
new system replaces the leak detection pump as the
method of evaporative system leak detection. This is
to detect a leak equivalent to a 0.0209(0.5 mm) hole.
This system has the capability to detect holes of this
size very dependably.
The basic leak detection theory employed with
NVLD is the9Gas Law9. This is to say that the pres-
sure in a sealed vessel will change if the temperature
of the gas in the vessel changes. The vessel will only
see this effect if it is indeed sealed. Even small leaks
will allow the pressure in the vessel to come to equi-
librium with the ambient pressure. In addition to the
detection of very small leaks, this system has the
capability of detecting medium as well as large evap-
orative system leaks.
The NVLD seals the canister vent during engine
off conditions. If the EVAP system has a leak of less
than the failure threshold, the evaporative system
will be pulled into a vacuum, either due to the cool
down from operating temperature or diurnal ambient
temperature cycling. The diurnal effect is considered
one of the primary contributors to the leak determi-
nation by this diagnostic. When the vacuum in the
system exceeds about 19H2O (0.25 KPA), a vacuum
switch closes. The switch closure sends a signal to
the NGC. The NGC, via appropriate logic strategies
(described below), utilizes the switch signal, or lack
thereof, to make a determination of whether a leak is
present.
The NVLD device is designed with a normally open
vacuum switch, a normally closed solenoid, and a
seal, which is actuated by both the solenoid and a
diaphragm. The NVLD is located on the atmospheric
vent side of the canister. The NVLD assembly may
be mounted on top of the canister outlet, or in-line
between the canister and atmospheric vent filter. The
normally open vacuum switch will close with about 19
H2O (0.25 KPA) vacuum in the evaporative system.
The diaphragm actuates the switch. This is above the
opening point of the fuel inlet check valve in the fill
tube so cap off leaks can be detected. Submerged fill
systems must have recirculation lines that do not
have the in-line normally closed check valve that pro-
tects the system from failed nozzle liquid ingestion,
in order to detect cap off conditions.
The normally closed valve in the NVLD is intended
to maintain the seal on the evaporative system dur-
ing the engine off condition. If vacuum in the evapo-
rative system exceeds 39to 69H2O (0.75 to 1.5 KPA),
the valve will be pulled off the seat, opening the seal.
This will protect the system from excessive vacuum
25 - 8 EMISSIONS CONTROLRS
EMISSIONS CONTROL (Continued)

as well as allowing sufficient purge flow in the event
that the solenoid was to become inoperative.
The solenoid actuates the valve to unseal the can-
ister vent while the engine is running. It also will be
used to close the vent during the medium and large
leak tests and during the purge flow check. This sole-
noid requires initial 1.5 amps of current to pull the
valve open but after 100 ms. will be duty cycled down
to an average of about 150 mA for the remainder of
the drive cycle.
Another feature in the device is a diaphragm that
will open the seal in the NVLD with pressure in the
evaporative system. The device will9blow off9at
about 0.59H2O (0.12 KPA) pressure to permit the
venting of vapors during refueling. An added benefit
to this is that it will also allow the tank to9breathe9
during increasing temperatures, thus limiting the
pressure in the tank to this low level. This is benefi-
cial because the induced vacuum during a subse-
quent declining temperature will achieve the switch
closed (pass threshold) sooner than if the tank had to
decay from a built up pressure.
The device itself has 3 wires: Switch sense, sole-
noid driver and ground. It also includes a resistor to
protect the switch from a short to battery or a short
to ground. The NGC utilizes a high-side driver to
energize and duty-cycle the solenoid.
HIGH AND LOW LIMITS
The PCM compares input signal voltages from each
input device with established high and low limits for
the device. If the input voltage is not within limits
and other criteria are met, the PCM stores a diagnos-
tic trouble code in memory. Other diagnostic trouble
code criteria might include engine RPM limits or
input voltages from other sensors or switches that
must be present before verifying a diagnostic trouble
code condition.
OPERATION
SYSTEM
The Powertrain Control Module (PCM) monitors
many different circuits in the fuel injection, ignition,
emission and engine systems. If the PCM senses a
problem with a monitored circuit often enough to
indicate an actual problem, it stores a Diagnostic
Trouble Code (DTC) in the PCM's memory. If the
code applies to a non-emissions related component or
system, and the problem is repaired or ceases to
exist, the PCM cancels the code after 40 warmup
cycles. Diagnostic trouble codes that affect vehicle
emissions illuminate the Malfunction Indicator Lamp
(MIL). Refer to Malfunction Indicator Lamp in this
section.Certain criteria must be met before the PCM
stores a DTC in memory. The criteria may be a spe-
cific range of engine RPM, engine temperature,
and/or input voltage to the PCM.
The PCM might not store a DTC for a monitored
circuit even though a malfunction has occurred. This
may happen because one of the DTC criteria for the
circuit has not been met.For example, assume the
diagnostic trouble code criteria requires the PCM to
monitor the circuit only when the engine operates
between 750 and 2000 RPM. Suppose the sensor's
output circuit shorts to ground when engine operates
above 2400 RPM (resulting in 0 volt input to the
PCM). Because the condition happens at an engine
speed above the maximum threshold (2000 rpm), the
PCM will not store a DTC.
There are several operating conditions for which
the PCM monitors and sets DTC's. Refer to Moni-
tored Systems, Components, and Non-Monitored Cir-
cuits in this section.
NOTE: Various diagnostic procedures may actually
cause a diagnostic monitor to set a DTC. For
instance, pulling a spark plug wire to perform a
spark test may set the misfire code. When a repair
is completed and verified, use the scan tool to
erase all DTC's and extinguish the MIL.
Technicians can display stored DTC's. For obtain-
ing the DTC information, use the Data Link Connec-
tor with the scan tool (Fig. 1).
Fig. 1 Data Link Connector
RSEMISSIONS CONTROL25-9
EMISSIONS CONTROL (Continued)

SPECIFICATIONS
TORQUE
DESCRIPTION N´m Ft. Lbs. In. Lbs.
PCV VAlve 3.3/3.8L 6.3 55
Fig. 1 ORVR System Schematic (PZEV)
1 - FUEL TANK (PLASTIC) 11 - NATURAL VACUUM LEAD DETECTION (NVLD)
2 - FUEL FILLER TUBE 12 - LIQUID SEPARATOR (IF EQUIPPED)
3 - FUEL CAP (PRESSURE/RELIEF) 13 - ENGINE WIRING HARNESS TO NVLD
4 - FILL TUBE TO FUEL TANK CONNECTOR (ELASTOMERIC) 14 - VAPOR CANISTER
5 - TANK VENT/ROLLOVER VALVE(S) 15 - PURGE LINE
6 - VAPOR RECIRCULATION LINE 16 - PURGE DEVICE
7 - TANK VAPOR LINE 17 - WITHOUT NVLD
8 - VAPOR LINE TO CANISTER 18 - BREATHER ELEMENT
9 - CHECK VALVE (N/C) 19 - FLOW CONTROL ORIFICE
10 - CONTROL VALVE 20 - SERVICE PORT
21 - WITH NVLD
25 - 12 EVAPORATIVE EMISSIONSRS
EVAPORATIVE EMISSIONS (Continued)

LEAK DETECTION PUMP
REMOVAL
(1) Disconnect the negative battery cable.
(2) Raise and support the vehicle.
(3) Remove 3 hoses (Fig. 7).
(4) Remove the electrical connector (Fig. 8).
(5) Remove the 3 screws and remove LDP pump.
INSTALLATION
(1) Install LDP.
(2) Install the 3 screws and tighten (Fig. 8).
(3) Install the electrical connector.
(4) Install the 3 hoses (Fig. 7).
(5) Lower vehicle.
(6) Connect the negative battery cable.
ORVR
OPERATION
The emission control principle used in the ORVR
system is that the fuel flowing into the filler tube
(appx. 1º I.D.) creates an aspiration effect which
draws air into the fill tube (Fig. 9). During refueling,
the fuel tank is vented to the vapor canister to cap-
ture escaping vapors. With air flowing into the filler
tube, there are no fuel vapors escaping to the atmo-
sphere. Once the refueling vapors are captured by
the canister, the vehicle's computer controlled purge
system draws vapor out of the canister for the engine
to burn. The vapors flow is metered by the purge
solenoid so that there is no or minimal impact on
driveability or tailpipe emissions.
As fuel starts to flow through the fill tube, it opens
the normally closed check valve and enters the fuel
tank. Vapor or air is expelled from the tank through
the control valve to the vapor canister. Vapor is
absorbed in the canister until vapor flow in the lines
stops, either following shut-off or by having the fuel
level in the tank rise high enough to close the control
valve. The control valve(Refer to 14 - FUEL SYS-
TEM/FUEL DELIVERY/FUEL TANK - OPERATION)
contains a float that rises to seal the large diameter
vent path to the canister. At this point in the fueling
of the vehicle, the tank pressure increases, the check
valve closes (preventing tank fuel from spitting back
at the operator), and fuel then rises up the filler tube
to shut-off the dispensing nozzle.
If the engine is shut-off while the On-Board diag-
nostics test is running, low level tank pressure can
be trapped in the fuel tank and fuel can not be added
to the tank until the pressure is relieved. This is due
to the leak detection pump closing the vapor outlet
from the top of the tank and the one-way check valve
not allowing the tank to vent through the fill tube to
atmosphere. Therefore, when fuel is added, it will
back-up in the fill tube and shut off the dispensing
nozzle. The pressure can be eliminated in two ways:
1. Vehicle purge must be activated and for a long
enough period to eliminate the pressure. 2. Removing
the fuel cap and allowing enough time for the system
to vent thru the recirulation tube.
Fig. 7 LDP LOCATION
Fig. 8 LDP REMOVAL/INSTALLATION
RSEVAPORATIVE EMISSIONS25-15

Fig. 9 ORVR System Schematic
1 - FUEL TANK (PLASTIC) 11 - NATURAL VACUUM LEAD DETECTION (NVLD)
2 - FUEL FILLER TUBE 12 - LIQUID SEPARATOR (IF EQUIPPED)
3 - FUEL CAP (PRESSURE/RELIEF) 13 - ENGINE WIRING HARNESS TO NVLD
4 - FILL TUBE TO FUEL TANK CONNECTOR (ELASTOMERIC) 14 - VAPOR CANISTER
5 - TANK VENT/ROLLOVER VALVE(S) 15 - PURGE LINE
6 - VAPOR RECIRCULATION LINE 16 - PURGE DEVICE
7 - TANK VAPOR LINE 17 - WITHOUT NVLD
8 - VAPOR LINE TO CANISTER 18 - BREATHER ELEMENT
9 - CHECK VALVE (N/C) 19 - FLOW CONTROL ORIFICE
10 - CONTROL VALVE 20 - SERVICE PORT
21 - WITH NVLD
25 - 16 EVAPORATIVE EMISSIONSRS
ORVR (Continued)

DIAGNOSIS AND TESTING - VEHICLE DOES
NOT FILL
CONDITION POSSIBLE CAUSES CORRECTION
Pre-Mature Nozzle Shut-Off Defective fuel tank assembly
components.Fill tube improperly installed
(sump)
Fill tube hose pinched.
Check valve stuck shut.
Control valve stuck shut.
Defective vapor/vent components. Vent line from control valve to
canister pinched.
Vent line from canister to vent
filter pinched.
Canister vent valve failure
(requires double failure,
plugged to NVLD and
atmosphere).
Leak detection pump failed
closed.
Leak detection pump filter
plugged.
On-Board diagnostics evaporative
system leak test just conducted.Canister vent valve vent
plugged to atmosphere.
Engine still running when
attempting to fill (System
designed not to fill).
Defective fill nozzle. Try another nozzle.
Fuel Spits Out Of Filler
Tube.During fill. See Pre-Mature Shut-Off.
At conclusion of fill. Defective fuel handling
component. (Check valve stuck
open).
Defective vapor/vent handling
component.
Defective fill nozzle.
RSEVAPORATIVE EMISSIONS25-17
ORVR (Continued)

De-energizing the solenoid, but not fully closing the
transducer bleed hole (because of low back-pressure),
varies the strength of vacuum applied to the EGR
valve. Varying the strength of the vacuum changes
the amount of EGR supplied to the engine. This pro-
vides the correct amount of exhaust gas recirculation
for different operating conditions.
This system does not allow EGR at idle.
A failed or malfunctioning EGR system can cause
engine spark knock, sags or hesitation, rough idle,
engine stalling and increased emissions.
REMOVAL - 2.4L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 1).
(1) Disconnect vacuum tube from electric EGR
transducer. Inspect vacuum tube for damage.
(2) Remove electrical connector from solenoid.
(3) Remove EGR tube bolts from EGR valve.
(4) Remove EGR valve from cylinder head adaptor.(5) Clean gasket surface and discard old gasket.
Check for any signs of leakage or cracked surfaces.
Repair or replace as necessary.
INSTALLATION - 2.4L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 1).
(1) Assemble EGR valve with new gasket onto the
cylinder head adaptor.
(2) Loose assemble the bolts from EGR valve to
EGR tube.
(3) Loose assemble the bolts from EGR valve to
cylinder head.
(4) Tighten bolts from EGR valve to cylinder head
to 22.8 N´m (200  25 in. lbs.) torque.
(5) Tighten bolts from EGR valve to EGR tube to
11.9 N´m (105  20 in. lbs.) torque.
(6) Reconnect vacuum hose and electrical connec-
tor to electrical EGR transducer.
25 - 24 EXHAUST GAS RECIRCULATIONRS
VALVE (Continued)

CABLE END CLEANING ANDLUBRICATION - STANDARD
PROCEDURE ......................... 5-65
CABLE RESISTANCE, SPECIFICATIONS - SPARK PLUG ......................... 8I-2
CABLES - ADJUSTMENT, PARKING BRAKE .............................. 5-65
CABLES - DESCRIPTION, BATTERY .......8F-16
CABLES - OPERATION, BATTERY ........8F-17
CABLES, DIAGNOSIS AND TESTING - BATTERY ........................... 8F-17
CALIBRATION, STANDARD PROCEDURE - A/C-HEATER CONTROL ................24-19
CALIBRATION, STANDARD PROCEDURE - COMPASS ........................... 8M-4
CALIPER - CLEANING ..............5-25,5-29
CALIPER - INSPECTION ............5-25,5-29
CALIPER - INSTALLATION, REAR DISC BRAKE .............................. 5-30
CALIPER - REMOVAL, REAR DISC BRAKE .............................. 5-28
CALIPER ADAPTER - INSTALLATION, FRONT DISC BRAKE ................... 5-31
CALIPER ADAPTER - REMOVAL, FRONT DISC BRAKE ......................... 5-31
CALIPER (CONTINENTAL TEVES BRAKES) - INSTALLATION, FRONT
DISC BRAKE ......................... 5-27
CALIPER (CONTINENTAL TEVES BRAKES) - REMOVAL, FRONT DISC
BRAKE .............................. 5-24
CALIPER GUIDE PIN BUSHINGS (CONTINENTAL TEVES BRAKES) -
ASSEMBLY ............................ 5-25
CALIPER GUIDE PIN BUSHINGS (CONTINENTAL TEVES BRAKES) -
DISASSEMBLY ........................ 5-24
CALIPER GUIDE PINS (TRW BRAKES) - INSTALLATION, DISC BRAKE ............5-32
CALIPER GUIDE PINS (TRW BRAKES) - REMOVAL, DISC BRAKE ................5-31
CALIPER PISTON AND SEAL - ASSEMBLY ...................... 5-26,5-30
CALIPER PISTON AND SEAL - DISASSEMBLY .................... 5-24,5-28
CALIPER (TRW BRAKES) - INSTALLATION, FRONT DISC BRAKE ......5-27
CALIPER (TRW BRAKES) - REMOVAL, FRONT DISC BRAKE ................... 5-24
CAMSHAFT & BEARINGS (IN BLOCK) - DESCRIPTION ....................... 9-118
CAMSHAFT & BEARINGS (IN BLOCK) - INSPECTION ........................ 9-118
CAMSHAFT & BEARINGS (IN BLOCK) - INSTALLATION ....................... 9-118
CAMSHAFT & BEARINGS (IN BLOCK) - OPERATION ......................... 9-118
CAMSHAFT & BEARINGS (IN BLOCK) - REMOVAL .......................... 9-118
CAMSHAFT END PLAY - STANDARD PROCEDURE, MEASURING ..............9-29
CAMSHAFT OIL SEAL(S) - INSTALLATION . . 9-29
CAMSHAFT OIL SEAL(S) - REMOVAL ......9-28
CAMSHAFT POSITION SENSOR - DESCRIPTION ......................... 8I-4
CAMSHAFT POSITION SENSOR - OPERATION .......................... 8I-4
CAMSHAFT SPROCKET - INSTALLATION, TIMING CHAIN ....................... 9-160
CAMSHAFT SPROCKET - REMOVAL, TIMING CHAIN ....................... 9-159
CAMSHAFT SPROCKETS - INSTALLATION . . 9-67
CAMSHAFT SPROCKETS - REMOVAL ......9-66
CAMSHAFT(S) - CLEANING ..............9-30
CAMSHAFT(S) - DESCRIPTION ...........9-29
CAMSHAFT(S) - INSPECTION ............9-30
CAMSHAFT(S) - INSTALLATION ..........9-31
CAMSHAFT(S) - OPERATION .............9-29
CAMSHAFT(S) - REMOVAL ..............9-30
CANISTER - DESCRIPTION, VAPOR ......25-19
CANISTER - INSTALLATION, REAR EVAP . . 25-21
CANISTER - OPERATION, VAPOR ........25-19
CANISTER - REMOVAL, REAR EVAP ......25-20
CAP - DESCRIPTION, FUEL FILLER .......25-13
CAP - DESCRIPTION, RADIATOR PRESSURE .......................... 7-27
CAP - INSTALLATION, INSTRUMENT PANEL RIGHT END ................... 23-72CAP - OPERATION, FUEL FILLER
........25-13
CAP - OPERATION, RADIATOR PRESSURE .......................... 7-27
CAP - REMOVAL, INSTRUMENT PANEL RIGHT END ......................... 23-72
CAP TESTING - DIAGNOSIS AND TESTING, COOLING SYSTEM
PRESSURE .......................... 7-28
CAP TO FILLER NECK SEAL - DIAGNOSIS AND TESTING, RADIATOR .....7-28
CAPACITIES - SPECIFICATIONS, FLUID ......0-6
CARE, CLEANING - WHEEL AND WHEEL TRIM .............................. 22-19
CARGO - INSTALLATION, AWD, HEAVY DUTY ............................... 2-36
CARGO - INSTALLATION, SPRING ........2-40
CARGO - REMOVAL, AWD, HEAVY DUTY . . . 2-36
CARGO - REMOVAL, SPRING ............2-40
CARPET INSERT - FOLD-IN-FLOOR - INSTALLATION, SECOND ROW FLOOR
TUB ............................... 23-98
CARPET INSERT - FOLD-IN-FLOOR - REMOVAL, SECOND ROW FLOOR TUB ....23-98
CARPET TRIM RING AND COVER - FOLD-IN-FLOOR - INSTALLATION ........23-84
CARPET TRIM RING AND COVER - FOLD-IN-FLOOR - REMOVAL ............23-84
CARPETS - FOLD-IN-FLOOR - INSTALLATION ....................... 23-83
CARPETS - FOLD-IN-FLOOR - REMOVAL . . 23-82
CARPETS AND FLOOR MATS - INSTALLATION ....................... 23-81
CARPETS AND FLOOR MATS - REMOVAL . 23-81
CARPETS INSERT - FOLD-IN-FLOOR - INSTALLATION, REAR FLOOR TUB .......23-96
CARPETS INSERT - FOLD-IN-FLOOR - REMOVAL, REAR FLOOR TUB ...........23-95
CARRIER ASSEMBLY - DESCRIPTION, BALANCE SHAFTS ..................... 9-71
CARRIER ASSEMBLY - INSTALLATION, BALANCE SHAFTS ..................... 9-73
CARRIER ASSEMBLY - OPERATION, BALANCE SHAFTS ..................... 9-71
CARRIER ASSEMBLY - REMOVAL, BALANCE SHAFTS ..................... 9-71
CATALYTIC CONVERTER - DESCRIPTION . . . 11-4
CATALYTIC CONVERTER - INSPECTION ....11-6
CATALYTIC CONVERTER - INSTALLATION . . . 11-6
CATALYTIC CONVERTER - OPERATION .....11-4
CATALYTIC CONVERTER - REMOVAL ......11-5
CAUTION, A/C SYSTEM ................24-66
CAUTION, DESCRIPTION .................5-4
CAUTION, DESCRIPTION ...............19-37
CAUTION, OPERATION .................5-90
CAUTION, SENSOR - TPM ..............22-11
CAUTIONS, WARNING - WARNINGS . 19-10,19-26
CD CHANGER - DESCRIPTION ..........8A-11
CD CHANGER - INSTALLATION ..........8A-11
CD CHANGER - OPERATION ............8A-11
CD CHANGER - REMOVAL .............8A-11
CENTER - DESCRIPTION, ELECTRONIC VEHICLE INFO ....................... 8M-7
CENTER - INSTALLATION, MESSAGE ......8M-1
CENTER - OPERATION, ELECTRONIC VEHICLE INFO ....................... 8M-7
CENTER - REMOVAL, MESSAGE .........8M-1
CENTER BEZEL - INSTALLATION, INSTRUMENT PANEL .................. 23-72
CENTER BEZEL - REMOVAL, INSTRUMENT PANEL .................. 23-71
CENTER BEZEL OUTLETS, INSTALLATION - FRONT ............................ 24-45
CENTER BEZEL OUTLETS, REMOVAL - FRONT ............................. 24-44
CENTER CONSOLE LAMP - INSTALLATION ....................... 8L-21
CENTER CONSOLE LAMP - REMOVAL ....8L-21
CENTER CONSOLE LAMP SWITCH - INSTALLATION ....................... 8L-21
CENTER CONSOLE LAMP SWITCH - REMOVAL .......................... 8L-21
CENTER, DIAGNOSIS AND TESTING - ELECTRONIC VEHICLE INFORMATION .....8M-8
CENTER HIGH MOUNTED STOP LAMP - INSTALLATION ........................ 8L-6
CENTER HIGH MOUNTED STOP LAMP - REMOVAL ........................... 8L-6CENTER HIGH MOUNTED STOP LAMP
UNIT - INSTALLATION .................. 8L-6
CENTER HIGH MOUNTED STOP LAMP UNIT - REMOVAL ..................... 8L-6
CENTER HINGE - INSTALLATION .........23-24
CENTER HINGE - REMOVAL ............23-24
CENTER LAP BELT - FOLD-IN-FLOOR - INSTALLATION, SEAT BELT ............23-157
CENTER LAP BELT - FOLD-IN-FLOOR - REMOVAL, SEAT BELT ................23-157
CENTER PROGRAMMING, STANDARD PROCEDURE - ELECTRONIC VEHICLE
INFORMATION ....................... 8M-8
CENTER STRIKER - INSTALLATION .......23-28
CENTER STRIKER - REMOVAL ..........23-28
CENTERING - STANDARD PROCEDURE, CLOCKSPRING ...................... 8O-11
CHAIN AND CAMSHAFT SPROCKET - INSTALLATION, TIMING ................9-160
CHAIN AND CAMSHAFT SPROCKET - REMOVAL, TIMING ................... 9-159
CHAIN COVER - INSTALLATION, TIMING . . 9-157
CHAIN COVER - REMOVAL, TIMING ......9-156
CHAIN WEAR - STANDARD PROCEDURE, MEASURING TIMING .................. 9-155
CHANGE - STANDARD PROCEDURE, ENGINE OIL AND FILTER ...........9-139,9-54
CHANGER - DESCRIPTION, CD ..........8A-11
CHANGER - INSTALLATION, CD .........8A-11
CHANGER - OPERATION, CD ............8A-11
CHANGER - REMOVAL, CD ..............8A-11
CHANNEL - INSTALLATION, WATER .....23-174
CHANNEL - REMOVAL, WATER .........23-174
CHARGE LEVEL TEST, DIAGNOSIS AND TESTING - SYSTEM ................... 24-67
CHARGE, STANDARD PROCEDURE - REFRIGERANT SYSTEM ...............24-71
CHARGING, STANDARD PROCEDURE - CONVENTIONAL BATTERY ..............8F-11
CHARGING, STANDARD PROCEDURE - SPIRAL PLATE BATTERY ...............8F-10
CHARGING SYSTEM - DESCRIPTION .....8F-21
CHARGING SYSTEM - OPERATION .......8F-21
CHARTS - DIAGNOSIS AND TESTING, STEERING SYSTEM DIAGNOSIS ..........19-3
CHARTS - SPECIFICATIONS, COLOR CODE ............................. 23-100
CHECK - DIAGNOSIS AND TESTING, COOLING SYSTEM FLOW ................7-3
CHECK - DIAGNOSIS AND TESTING, EXHAUST SYSTEM RESTRICTION .........11-2
CHECK - STANDARD PROCEDURE, COOLANT LEVEL .......................7-4
CHECK - STANDARD PROCEDURE, ENGINE OIL LEVEL ................... 9-140
CHECK, STANDARD PROCEDURE - ENGINE OIL LEVEL .................... 9-54
CHECK, STANDARD PROCEDURE - FLUID LEVEL AND CONDITION .........21-230,21-82
CHECK STRAP - INSTALLATION .........23-15
CHECK STRAP - REMOVAL .............23-15
CHECKING - STANDARD PROCEDURE, BRAKE FLUID LEVEL ................... 5-33
CHECKING - STANDARD PROCEDURE, POWER STEERING FLUID LEVEL ........19-44
CHECKING BATTERY ELECTROLYTE LEVEL, STANDARD PROCEDURE .........8F-14
CHECKING ENGINE OIL PRESSURE - DIAGNOSIS AND TESTING ..............9-53
CHECKING POWER STEERING BELT TENSION - STANDARD PROCEDURE .......7-8
CHILD RESTRAINT ANCHOR - DESCRIPTION ........................ 8O-9
CHILD RESTRAINT ANCHOR - OPERATION ......................... 8O-10
CHILD SEAT - INSTALLATION, QUAD ....23-106
CHILD SEAT - REMOVAL, QUAD ........23-106
CHILD SEAT MODULE, BENCH SEAT - REMOVAL ......................... 23-104
CHIME SYSTEM - DIAGNOSIS AND TESTING ............................ 8B-2
CHIME/BUZZER - DESCRIPTION ..........8B-1
CHIME/BUZZER - OPERATION ............8B-1
CHIME/BUZZER - WARNING .............8B-2
CHIME/THERMISTOR - DESCRIPTION .....8N-8
CHIME/THERMISTOR - INSTALLATION .....8N-9
CHIME/THERMISTOR - OPERATION .......8N-8
CHIME/THERMISTOR - REMOVAL ........8N-8
6 INDEXRS
Description Group-Page Description Group-Page Description Group-Page

CHIRP PREFERENCE - STANDARDPROCEDURE, HORN .................. 8N-24
CIRCUIT, DIAGNOSIS AND TESTING - AMBIENT TEMPERATURE SENSOR ......8M-12
CIRCUIT FUNCTIONS - DESCRIPTION . . 8W-01-6
CIRCUIT INFORMATION - DESCRIPTION . 8W-01-5
CIRCUIT RESISTANCE TEST - DIAGNOSIS AND TESTING, FEED ........8F-35
CIRCUIT TEST - DIAGNOSIS AND TESTING, CONTROL .................. 8F-33
CIRCUIT TEST - DIAGNOSIS AND TESTING, FEED ...................... 8F-36
CIRCUITS AND VALVES - OPERATION, HYDRAULIC .......................... 5-95
CIRCUITS, DESCRIPTION - NON- MONITORED ......................... 25-5
CLAMP - STANDARD PROCEDURE, HOSES .............................. 14-7
CLAMPS - DESCRIPTION, FUEL LINES/HOSES ........................ 14-7
CLAMPS - DESCRIPTION, HOSE ...........7-1
CLAMPS - OPERATION, HOSE .............7-2
CLASSIFICATION MODULE - DESCRIPTION, OCCUPANT .............8O-25
CLASSIFICATION MODULE - INSTALLATION, OCCUPANT ............8O-26
CLASSIFICATION MODULE - OPERATION, OCCUPANT ......................... 8O-25
CLASSIFICATION MODULE - REMOVAL, OCCUPANT ......................... 8O-26
CLEARANCE - STANDARD PROCEDURE, MEASURING CONNECTING ROD
BEARING ............................ 9-123
CLEARANCE USING PLASTIGAGE - STANDARD PROCEDURE, MEASURING
BEARING ........................ 9-12,9-86
CLOCKSPRING - DESCRIPTION .........8O-10
CLOCKSPRING - INSTALLATION .........8O-12
CLOCKSPRING - OPERATION ...........8O-11
CLOCKSPRING - REMOVAL ............8O-12
CLOCKSPRING CENTERING - STANDARD PROCEDURE ........................ 8O-11
CLUSTER - DESCRIPTION, INSTRUMENT . . . 8J-1
CLUSTER - OPERATION, INSTRUMENT .....8J-1
CLUSTER BEZEL - INSTALLATION ........23-65
CLUSTER BEZEL - REMOVAL ...........23-65
CLUSTER DIAGNOSIS - DIAGNOSIS AND TESTING ............................ 8J-3
CLUSTER ILLUMINATION LAMPS - INSTALLATION ....................... 8L-21
CLUSTER ILLUMINATION LAMPS - REMOVAL .......................... 8L-21
CLUSTER LENS - INSTALLATION ........8J-11
CLUSTER LENS - REMOVAL ............8J-11
CLUTCH AIR PRESSURE TESTS - DIAGNOSIS AND TESTING ........21-153,21-8
CLUTCH ASSEMBLY - ASSEMBLY, INPUT ....................... 21-246,21-95
CLUTCH ASSEMBLY - DISASSEMBLY, INPUT ....................... 21-237,21-86
CLUTCH BREAK-IN, STANDARD PROCEDURE - A/C ................... 24-15
CLUTCH COIL, DIAGNOSIS AND TESTING - A/C COMPRESSOR .................. 24-14
CLUTCH INSPECTION, STANDARD PROCEDURE ........................ 24-15
CLUTCH RELAY - DESCRIPTION, A/C COMPRESSOR ....................... 24-18
CLUTCH RELAY - INSTALLATION, A/C COMPRESSOR ....................... 24-19
CLUTCH RELAY - OPERATION, A/C COMPRESSOR ....................... 24-18
CLUTCH RELAY - REMOVAL, A/C COMPRESSOR ....................... 24-19
CLUTCH/COIL - DESCRIPTION, A/C COMPRESSOR ....................... 24-13
CLUTCH/COIL - OPERATION, A/C COMPRESSOR ....................... 24-13
CLUTCHES - DESCRIPTION, DRIVING . . . 21-219,
21-74
CLUTCHES - DESCRIPTION, HOLDING . . . 21-236,
21-86
CLUTCHES - OPERATION, DRIVING .....21-219,
21-74
CLUTCHES - OPERATION, HOLDING ....21-236,
21-86
COAT/CLEARCOAT FINISH - DESCRIPTION, BASE .................23-101CODE - DESCRIPTION, PAINT
..........23-101
CODE CHARTS - SPECIFICATIONS, COLOR ............................ 23-100
CODES - STANDARD PROCEDURE, OBTAINING DIAGNOSTIC TROUBLE ......8E-15
CODES, STANDARD PROCEDURE - ERASING TRANSMITTER ..............8M-12
CODES, STANDARD PROCEDURE - SETTING TRANSMITTER ..............8M-12
COIL - DESCRIPTION, IGNITION ..........8I-6
COIL - OPERATION, IGNITION ............8I-6
COIL, DIAGNOSIS AND TESTING - A/C COMPRESSOR CLUTCH ...............24-14
COLLAR - INSTALLATION, STRUCTURAL . . . 9-49
COLLAR - REMOVAL, STRUCTURAL .......9-49
COLOR CODE CHARTS - SPECIFICATIONS .................... 23-100
COLUMN - DESCRIPTION, STEERING .....19-10
COLUMN - DIAGNOSIS AND TESTING, STEERING .......................... 19-11
COLUMN COVER - INSTALLATION, LOWER STEERING ................... 23-74
COLUMN COVER - INSTALLATION, OVER STEERING .......................... 23-76
COLUMN COVER - REMOVAL, LOWER STEERING .......................... 23-74
COLUMN COVER - REMOVAL, OVER STEERING .......................... 23-76
COLUMN FASTENER TORQUE, SPECIFICATIONS ..................... 19-17
COMBUSTION PRESSURE LEAKAGE TEST - DIAGNOSIS AND TESTING,
CYLINDER ........................ 9-85,9-9
COMMUNICATION RECEIVE - PCM INPUT - OPERATION, DATA BUS ..............8E-14
COMMUNICATIONS INTERFACE (PCI) BUS, OPERATION - PROGRAMMABLE ....14-25
COMPASS CALIBRATION, STANDARD PROCEDURE ......................... 8M-4
COMPASS DEMAGNETIZING, STANDARD PROCEDURE ......................... 8M-5
COMPASS MINI-TRIP COMPUTER, DIAGNOSIS AND TESTING .............8M-10
COMPASS VARIATION ADJUSTMENT, STANDARD PROCEDURE ...............8M-5
COMPASS/MINI-TRIP COMPUTER - DESCRIPTION ....................... 8M-10
COMPASS/MINI-TRIP COMPUTER - OPERATION ........................ 8M-10
COMPRESSION PRESSURE TEST - DIAGNOSIS AND TESTING, CYLINDER . . 9-85,9-9
COMPRESSOR CLUTCH COIL, DIAGNOSIS AND TESTING - A/ C.........24-14
COMPRESSOR CLUTCH RELAY - DESCRIPTION, A/C ................... 24-18
COMPRESSOR CLUTCH RELAY - INSTALLATION, A/C ................... 24-19
COMPRESSOR CLUTCH RELAY - OPERATION, A/C ..................... 24-18
COMPRESSOR CLUTCH RELAY - REMOVAL, A/C ...................... 24-19
COMPRESSOR CLUTCH/COIL - DESCRIPTION, A/C ................... 24-13
COMPRESSOR CLUTCH/COIL - OPERATION, A/C ..................... 24-13
COMPRESSOR, DESCRIPTION - A/C ......24-72
COMPRESSOR, INSTALLATION - A/C .....24-74
COMPRESSOR MOUNTING BRACKET, 2.4L ENGINE - A/C ..............24-74,24-75
COMPRESSOR NOISE DIAGNOSIS, DIAGNOSIS AND TESTING - A/C .........24-72
COMPRESSOR, OPERATION - A/C ........24-72
COMPRESSOR, REMOVAL - A/C .........24-73
COMPUTER - DESCRIPTION, COMPASS/ MINI-TRIP ......................... 8M-10
COMPUTER - OPERATION, COMPASS/ MINI-TRIP ......................... 8M-10
COMPUTER, DIAGNOSIS AND TESTING - COMPASS MINI-TRIP .................8M-10
CONCENTRATION TESTING - DIAGNOSIS AND TESTING, COOLANT ...............7-19
CONDENSER - DESCRIPTION, A/C .......24-75
CONDENSER - OPERATION, A/C .........24-75
CONDITION CHECK, STANDARD PROCEDURE - FLUID LEVEL ......21-230,21-82
CONDITIONER, DESCRIPTION - HEATER AND AIR ............................ 24-1CONDITIONER, OPERATION - HEATER
AND AIR ............................ 24-4
CONNECT FITTING DISASSEMBLY/ ASSEMBLY - STANDARD PROCEDURE,
TRANSMISSION COOLER LINE QUICK .....7-38
CONNECTING ROD - DESCRIPTION, PISTON ........................ 9-119,9-44
CONNECTING ROD - INSTALLATION, PISTON ............................. 9-45
CONNECTING ROD - REMOVAL, PISTON . . . 9-44
CONNECTING ROD BEARING CLEARANCE - STANDARD
PROCEDURE, MEASURING .............9-123
CONNECTING ROD, FITTING .............9-46
CONNECTING RODS - STANDARD PROCEDURE, FITTING .................9-119
CONNECTOR - DESCRIPTION, DATA LINK . . 8E-6
CONNECTOR - INSTALLATION .......8W-01-11
CONNECTOR - OPERATION, DATA LINK ....8E-6
CONNECTOR - REMOVAL ...........8W-01-11
CONNECTOR, GROUND AND SPLICE INFORMATION - DESCRIPTION ........8W-01-7
CONNECTOR/GROUND/SPLICE LOCATION - DESCRIPTION ....................8W -91-1
CONSOLE - DESCRIPTION, OVERHEAD ....8M-2
CONSOLE - FOLD-IN-FLOOR - INSTALLATION, FLOOR ................23-89
CONSOLE - FOLD-IN-FLOOR - REMOVAL, FLOOR ............................. 23-89
CONSOLE - INSTALLATION, LOWER ......23-73
CONSOLE - REMOVAL, LOWER ..........23-73
CONSOLE BASE TRAY - INSTALLATION, FLOOR ............................. 23-89
CONSOLE BASE TRAY - REMOVAL, FLOOR ............................. 23-89
CONSOLE, DIAGNOSIS AND TESTING - OVERHEAD .......................... 8M-3
CONSOLE KEY LOCK TUMBLER - FOLD-IN-FLOOR - INSTALLATION,
FLOOR ............................. 23-90
CONSOLE KEY LOCK TUMBLER - FOLD-IN-FLOOR - REMOVAL, FLOOR .....23-90
CONSOLE LAMP - INSTALLATION, CENTER ............................ 8L-21
CONSOLE LAMP - REMOVAL, CENTER ....8L-21
CONSOLE LAMP SWITCH - INSTALLATION, CENTER ...............8L-21
CONSOLE LAMP SWITCH - REMOVAL, CENTER ............................ 8L-21
CONSOLE LID LATCH - FOLD-IN-FLOOR - INSTALLATION, FLOOR ................23-90
CONSOLE LID LATCH - FOLD-IN-FLOOR - REMOVAL, FLOOR .................... 23-90
CONSOLE, SPECIAL TOOLS - OVERHEAD . . 8M-7
CONTAINER - DESCRIPTION, COOLANT RECOVERY .......................... 7-20
CONTAINER - INSTALLATION, COOLANT RECOVERY .......................... 7-20
CONTAINER - OPERATION, COOLANT RECOVERY .......................... 7-20
CONTAINER - REMOVAL, COOLANT RECOVERY .......................... 7-20
CONTAMINATION - DIAGNOSIS AND TESTING, BRAKE FLUID ................5-33
CONTINUITY - STANDARD PROCEDURE, TESTING .........................8W -01-9
CONTROL (4 SPEED EATX ONLY) - OPERATION, INTERACTIVE SPEED ........8P-2
CONTROL ARM - DESCRIPTION, LOWER . . . 2-12
CONTROL ARM - INSPECTION, LOWER ....2-14
CONTROL ARM - INSTALLATION, LOWER . . 2-15
CONTROL ARM - OPERATION, LOWER .....2-12
CONTROL ARM - REMOVAL, LOWER ......2-12
CONTROL ARM (REAR BUSHING - HYDRO) - ASSEMBLY, LOWER ...........2-15
CONTROL ARM (REAR BUSHING - HYDRO) - DISASSEMBLY, LOWER ........2-13
CONTROL ARM (REAR BUSHING - STANDARD) - ASSEMBLY, LOWER ........2-14
CONTROL ARM (REAR BUSHING - STANDARD) - DISASSEMBLY, LOWER .....2-13
CONTROL CABLE - INSTALLATION, THROTTLE .......................... 14-40
CONTROL CABLE - REMOVAL, THROTTLE .......................... 14-40
CONTROL CALIBRATION, STANDARD PROCEDURE - A/C-HEATER .............24-19
RS INDEX7
Description Group-Page Description Group-Page Description Group-Page