oil temperature CHRYSLER CARAVAN 2005 Manual PDF

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) Loosen pan bolts and tap the pan at one corner
to break it loose allowing fluid to drain, then remove
the oil pan.
(3) Install a new filter and o-ring on bottom of the
valve body (Fig. 207).
(4) 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.).
(5) Pour four quarts of MopartATF+4 (Automatic
Transmission Fluid) through the dipstick opening.
(6) 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.
(7) 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. 208).
(8) 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.
(9) 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.
(5) Remove the suction line from the dipstick tube.
(6) Pour four quarts of MopartATF+4 (Automatic
Transmission Fluid) 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. 208).
(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.
Fig. 207 Filter and O-Ring
1 - OIL FILTER
2 - O-RING
Fig. 208 Fluid Level Indicator
1 - FLUID LEVEL INDICATOR
21 - 232 41TE AUTOMATIC TRANSAXLERS
FLUID (Continued)

TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 321) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The con-
verter clutch engages in third gear. The torque con-
verter hub drives the transmission oil (fluid) pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
Fig. 321 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - CONVERTER CLUTCH DISC
6 - DRIVE PLATE
RS41TE AUTOMATIC TRANSAXLE21 - 275

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. 329). 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)
(9) Fill the transmission with the recommended
fluid. (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - 41TE/FLUID - STANDARD PROCE-
DURE)
Fig. 329 Checking Torque Converter Seating
1 - SCALE
2 - STRAIGHTEDGE
21 - 280 41TE AUTOMATIC TRANSAXLERS
TORQUE CONVERTER (Continued)

OPERATION
The Transmission Range Sensor (TRS) (Fig. 331)
communicates shift lever position (SLP) to the PCM/
TCM as a combination of open and closed switches.
Each shift lever position has an assigned combina-
tion of switch states (open/closed) that the PCM/TCM
receives from four sense circuits. The PCM/TCM
interprets this information and determines the
appropriate transaxle gear position and shift sched-
ule.
Since there are four switches, there are 16 possible
combinations of open and closed switches (codes).
Seven of these codes are related to gear position and
three are recognized as ªbetween gearº codes. This
results in six codes which should never occur. These
are called ªinvalidº codes. An invalid code will result
in a DTC, and the PCM/TCM will then determine the
shift lever position based on pressure switch data.
This allows reasonably normal transmission opera-
tion with a TRS failure.
TRS SWITCH STATES
SLP T42 T41 T3 T1
PCL CL CL OP
RCL OP OP OP
NCL CL OP CL
ODOP OP OP CL
3OP OP CL OP
LCL OP CL CL
TRANSMISSION TEMPERATURE SENSOR
The TRS has an integrated thermistor (Fig. 332)
that the PCM/TCM uses to monitor the transmis-
sion's sump temperature. Since fluid temperature
can affect transmission shift quality and convertor
lock up, the PCM/TCM requires this information to
determine which shift schedule to operate in. The
PCM also monitors this temperature data so it can
energize the vehicle cooling fan(s) when a transmis-
sion ªoverheatº condition exists. If the thermistor cir-
cuit fails, the PCM/TCM will revert to calculated oil
temperature usage.
CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-dicted fluid temperature which is calculated from a
combination of inputs:
²Battery (ambient) temperature
²Engine coolant temperature
²In-gear run time since start-up
REMOVAL
(1) Remove valve body assembly from transaxle.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/VALVE BODY - REMOVAL)
(2) Remove transmission range sensor retaining
screw and remove sensor from valve body (Fig. 333).
(3) Remove TRS from manual shaft.
INSTALLATION
(1) Install transmission range sensor (TRS) to the
valve body and torque retaining screw (Fig. 333) to 5
N´m (45 in. lbs.).
(2) Install valve body to transaxle. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC -
41TE/VALVE BODY - INSTALLATION)
Fig. 333 Remove Transmission Range Sensor
1 - TRANSMISSION RANGE SENSOR
2 - MANUAL VALVE CONTROL PIN
3 - RETAINING SCREW
21 - 282 41TE AUTOMATIC TRANSAXLERS
TRANSMISSION RANGE SENSOR (Continued)

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

²a rotary knob for front fan speed selection can
override the automatic controls. LEDs surrounding
the knob show the current setting.
²a rotary knob for control of the rear system
(Three-Zone ATC system only).
²a rotary knob for mode control can override the
automatic controls. LEDs surrounding the knob show
the current setting.
²computer logic which remembers the settings of
the controls when the ignition is turned off and
retains those settings after a restart. If the system is
off when the ignition is turned off it will be off when
the engine is restarted, etc.
²computer logic which provides variable air recir-
culation under high temperature and humidity condi-
tions. Because recirculation is generally accompanied
by increased fan noise, the proportion of recirculated
to outside air gradually approaches full recirculation
over a broad temperature range.
²computer logic which enables additional heat for
diesel equipped vehicles by using a supplemental
engine coolant heater.
REAR CONTROL PANEL
The Three-Zone ATC sytem utilizes a rear control
panel centrally mounted on the headliner which
includes a VF digital display, a rocker control for
temperature and rotary controls for adjustment of
mode and fan speed of the rear heating-A/C system
by intermediate seat passengers.
OPERATION
HEATER AND AIR CONDITIONER
The heating and air conditioning systems pulls
outside (ambient) air through the cowl opening at the
base of the windshield and into the plenum chamber
above the heating, ventilation and air conditioning
(HVAC) housing, then through the evaporator coil.
Air flow can be directed either through or around the
heater core by adjusting the blend door with the tem-
perature control knob on the A/C-heater control
located on instrument panel. The air flow can then
be directed out from the panel, floor and defrost out-
lets in various combinations using the mode control
knob located on the A/C-heater control. Air flow
velocity can be adjusted with the blower speed selec-
tor located on the A/C-heater control.
NOTE: It is important to keep the air intake opening
clear of debris. Leaf particles and other debris that
is small enough to pass through the cowl opening
screen can accumulate within the HVAC housing.
The closed, warm, damp and dark environment cre-
ated within the housing is ideal for the growth of
certain molds, mildews and other fungi. Any accu-mulation of decaying plant matter provides an addi-
tional food source for fungal spores, which enter
the housing with the fresh intake-air. Excess debris,
as well as objectionable odors created by decaying
plant matter and growing fungi can be discharged
into the passenger compartment during heater-A/C
operation if the air intake opening is not kept clear
of debris.
The heater and air conditioning system is a blend-
air type system. In a blend-air system, a blend door
controls the amount of conditioned air that is allowed
to flow through, or around, the heater core. The tem-
perature control knob determines the discharge air
temperature by actuating an electric motor, which
operates the blend door. This allows an almost imme-
diate control of the output air temperature of the sys-
tem.
On all models, the outside air intake can be shut
off by pressing the Recirculation button on the A/C-
heater control. This will operate a electric actuated
recirculation air door that closes off the outside fresh
air intake and recirculates the air that is already
inside the vehicle.
The air conditioning compressor can be engaged in
any mode by pressing the snowflake, A/C on/off but-
ton. It can also be engaged by placing the mode con-
trol in the mix to defrost positions. This will remove
heat and humidity from the air before it is directed
through or around the heater core. The mode control
knob on the A/C-heater control is used to also direct
the conditioned air to the selected system outlets.
The mode control switch uses an electric motor to
control the mode doors.MANUAL SINGLE ZONE
²The temperature control knob enables continu-
ously variable proportioning of the conditioned air.
²The mode control knob enables continuously
variable proportioning of air flow between modes and
has detents adjacent to each icon.
²The blower control provides four separate speeds
and an Off position.
²When the heater-A/C system is off, the HVAC
computer closes the recirculation door to prevent out-
side air from entering the passenger compartment.
²Interior air may be recirculated to speed up
heating or cooling in all modes except defrost and
mix by pressing the Recirculate button on the A/C-
heater control.
²To reduce humidity for rapid defogging, the A/C
compressor runs automatically in modes from ªmixº
to full defrost when outside temperatures are above
freezing.
²Air conditioning is available in any mode by
pressing the snowflake, A/C on/off button.
24 - 4 HEATING & AIR CONDITIONINGRS
HEATING & AIR CONDITIONING (Continued)

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

A/C PERFORMANCE TEMPERATURE AND PRESSURE
Ambient
Temperature21É C
(70É F)27É C
(80É F)32É C
(90É F)38É C
(100É F)43É C
(110É F)
Left Center Panel
Outlet Discharge
Air Temperature1to8ÉC
(34 to 46É F)3to9ÉC
(37 to 49É F)4 to 10ÉC
(39 to 50É F)6to11ÉC
(43 to 52É F)7 to 18É C
(45 to 65É F)
Discharge
Pressure (High
Side Service Port)1034 to 1724
kPa
(150 to 250 psi)1517 to 2275
kPa
(220 to 330 psi)1999 to 2620
kPa
(290 to 380 psi)2068 to 2965
kPa
(300 to 430 psi)2275 to 3421
kPa
(330 to 450 psi)
Suction Pressure
(Low Side Service
Port)103 to 207 kPa
(15 to 30 psi)117 to 221 kPa
(17 to 32 psi)138 to 241 kPa
(20 to 35 psi)172 to 269 kPa
(25 to 39 psi)207 to 345 kPa
(30 to 50 psi)
(8) If the air outlet temperature fails to meet the
specifications in the A/C Performance Temperature
and Pressure chart, or if the compressor discharge
pressure is high, refer to the A/C Pressure Diagnosis
Chart.
A/C PRESSURE DIAGNOSIS
Condition Possible Causes Correction
Rapid A/C compressor clutch
cycling (ten or more cycles
per minute).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.
Equal pressures, but the
compressor clutch does not
engage.1. No refrigerant in the
refrigerant system.1. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
2. Faulty fuse. 2. Check the fuses in the Integrated Power
Module. Repair the shorted circuit or component
and replace the fuses, if required. Refer to Group
8.
3. Faulty A/C compressor
clutch coil.3. See A/C Compressor Clutch Coil in this group.
Test the compressor clutch coil and replace, if
required.
4. Faulty A/C compressor
clutch relay.4. See A/C Compressor Clutch Relay in this
group. Test the compressor clutch relay and relay
circuits. Repair the circuits or replace the relay, if
required.
5. Improperly installed or
faulty evaporator temperature
sensor.5. See Evaporator Temperature Sensor in this
group. Test the sensor and replace, if required.
6. Faulty A/C pressure
transducer.6. See A/C Pressure Transducer in this group.
Test the sensor and replace, if required.
7. Faulty Powertrain Control
Module (PCM).7. Refer to the proper Diagnostic Procedures
manual for testing of the PCM. Test the PCM and
replace, if required.
24 - 8 HEATING & AIR CONDITIONINGRS
HEATING & AIR CONDITIONING (Continued)

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.
4. Blend door not in full cold
position.Use a DRBIII Scan Tool to check for DTCs and
blend door position. Refer to Body Diagnostic
Procedures.
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)

TEMPERATURE CONTROL
If the heater outlet air temperature cannot be
adjusted with the temperature control knob on the
A/C-heater control panel, the following could require
service:
²Blend door binding.
²Faulty blend door actuator.
²Faulty A/C-heater control.
²Faulty related wiring harness or connectors.²Improper engine coolant temperature.
SPECIFICATIONS
A/C SYSTEM
The R-134a refrigerant system charge capacity for
this vehicle can be found on the underhood Specifica-
tion Label.
SYSTEM SPECIFICATIONS
Item Description Notes
A/C Compressor Denso 10S17 ± 2.4L/2.5L/2.8L/3.3L
without rear A/C
Denso 10S20 ± 3.3L/3.8L with rear
A/CND-8 PAG Oil
Freeze±up Control Evaporator temperature sensor HVAC housing mounted (RS models),
Evaporator mounted (RG models) - input to
A/C-heater control module
Low PSI Control A/C pressure transducer Liquid line mounted - input to Powertrain Control
Module (PCM) - PCM opens compressor clutch
relay above 200 kPa (29 psi)
High PSI Control A/C pressure transducer Liquid line mounted - input to PCM - PCM
opens compressor clutch relay below 3100 kPa
(450 psi)
High Pressure relief valve Compressor mounted - opens above 3445-4135
kPa (500-600 psi), closes below 2756 kPa (400
psi)
Compressor Clutch Coil
DrawDenso 10S17 ± 3.3 amps @ 12V  
0.5V @ 21É C (70É F)
Denso 10S20 ± 2.2 amps @ 12V  
0.5V @ 21É C (70É F)
Compressor Clutch Air
Gap0.35 - 0.60 mm (0.014 - 0.024 in.)
TORQUE SPECIFICATIONS
Description N´m Ft. Lbs. In. Lbs.
A/C Compressor Shaft Bolt 17.5 ± 155
A/C Compressor Mounting Bolts (2.4L/2.5L/2.8L) 28 21 ±
A/C Compressor Mounting Bolts (3.3L/3.8L) 54 40 ±
A/C Compressor Mounting Bracket Bolts (2.4L) 54 40 ±
A/C Condenser Mounting Bracket Screws 5 ± 45
A/C Expansion Valve Screws 11 ± 97
A/C-Heater Control Screws 2 ± 17
Blend Door Actuator Screws 2 ± 17
Blower Motor Screws 2 ± 17
Blower Motor Power Module Screws (ATC) 2 ± 17
Blower Motor Resistor Block Screws (MTC) 2 ± 17
Center Bezel Outlet Screws 2 ± 17
RSHEATING & AIR CONDITIONING24-11
HEATING & AIR CONDITIONING (Continued)