Egr CHRYSLER VOYAGER 1996 Service Manual

INSTALLATION
(1) Assemble the differential side gears, pinion
gears and pinion gears with the pinion gear washers.
(2) Install pinion shaft retaining pin (Fig. 172).
(3) Stake pinion shaft retaining pin with a suitable
chisel (Fig. 173).
(4) Rotate the assembly two full revolutions both
clockwise and counterclockwise. Set up dial indicator
as shown and record end play (Fig. 174) (Fig. 175).
Rotate side gear 90 degrees and record another end
play. Again, rotate side gear 90 degrees and record a
final end play.(5) Using the smallest end play recorded, shim
that side gear to within .02540 mm to .3302 mm
(0.001 to 0.013 inch). The other side gear should be
checked using the same procedure.
CAUTION: Side gear end play must be within 02540
mm to .3302 mm (0.001 to 0.013 inch). Five select
thrust washers are available: 0.027, 0.032, 0.037,
0.042, and 0.047 inch.
SYNCHRONIZER
The 1±2 synchronizer is a dual-cone synchronizer
(Fig. 176). The disassembly and assembly procedures
are the same as the 3±4 synchronizer (Fig. 177)
Fig. 171 Differential Gears
Fig. 170 Remove Pinion Gears, Side Gears, and
Thrust Washers by Rotating Side Gears to Opening
in CaseFig. 172 Install Retaining Pin
NS/GSA±598 MANUAL TRANSAXLE 21 - 43
DISASSEMBLY AND ASSEMBLY (Continued)

SERVICE PROCEDURES
TIRE AND WHEEL ROTATION (NON-DIRECTIONAL
THREAD PATTERN)
Tires on the front and rear axles operate at differ-
ent loads and perform different functions. For these
reasons, they wear at unequal rates, and tend to
develop irregular wear patterns. These effects can be
reduced by timely rotation of tires. The benefits of
rotation are especially worthwhile. Rotation will
increase tread life, help to maintain mud, snow, and
wet traction levels, and contribute to a smooth, quiet
ride.
The suggested rotation method is the forward-cross
tire rotation method (Fig. 6). This method takes
advantage of current tire industry practice which
allows rotation of radial-ply tires. Other rotation
methods may be used, but may not have all the ben-
efits of the recommended method.
NOTE: Only the 4 tire rotation method may be used
if the vehicle is equipped with a low mileage or tem-
porary spare tire.
REPAIRING TIRE LEAKS
For proper repairing, a radial tire must be removed
from the wheel. Before dismounting the tire from the
wheel, a reference mark should be placed on the tire
at the valve stem location. This reference mark will
ensure that the tire is remounted back on the wheel
in its original position. Repairs should only be made
if the defect, or puncture, is in the tread area (Fig.
7). The tire should be replaced if the puncture is
located in the sidewall.Deflate tire completely before dismounting tire
from the wheel. Use lubrication such as a mild soap
solution when dismounting or mounting tire. Use
tools free of burrs or sharp edges which could dam-
age the tire or wheel rim.
Before mounting tire on wheel, make sure all rust
is removed from the rim bead and repaint if neces-
sary.
Install wheel on vehicle, and progressively tighten
all 5 wheel nuts to a torque of 135 N´m (100 ft. lbs.).
TIRE AND WHEEL MATCH MOUNTING
Wheels and tires are match mounted at the factory.
This means that the high spot of the tire is matched
to the low spot on the wheel rim. This technique is
used to reduce run-out in the wheel/tire assembly.
The high spot on the tire is marked with a paint
mark or a bright colored adhesive label on the out-
board sidewall. The low spot on the rim is identified
with a label on the outside of the rim and a dot or
line on the inside of the rim. If the outside label has
been removed the tire will have to be removed to
locate the dot or line on the inside of the rim.
Before dismounting a tire from its wheel, a refer-
ence mark should be placed on the tire at the valve
stem location. This reference will ensure that it is
remounted in the original position on the wheel.
(1) Measure the total indicator runout on the cen-
ter of the tire tread rib. Record the indicator reading.
Mark the tire to indicate the high spot. Place a mark
on the tire at the valve stem location (Fig. 8).
(2) Break down the tire and remount it 180
degrees on the rim (Fig. 9).
(3) Measure the total indicator runout again. Mark
the tire to indicate the high spot.
Fig. 6 Forward-Cross Tire Rotation Method
Fig. 7 Tire Repair Area
22 - 6 TIRES AND WHEELSNS

(4) If runout is still excessive, the following proce-
dures must be done.²If the high spot is within 102 mm (4.0 in.) of the
first spot and is still excessive, replace the tire.
²If the high spot is within 102 mm (4.0 in.) of the
first spot on the wheel, the wheel may be out of spec-
ifications. Refer to Wheel and Tire Runout.
²If the high spot is NOT within 102 mm (4.0 in.)
of either high spot, draw an arrow on the tread from
second high spot to first. Break down the tire and
remount it 90 degrees on rim in that direction (Fig.
10). This procedure will normally reduce the runout
to an acceptable amount.
CLEANING AND INSPECTION
CLEANING TIRES
Remove protective coating on tires before delivery
of vehicle. This coating may cause deterioration of
tires.
To remove the protective coating applying warm
water and let it soak for a few minutes. Then scrub
the coating away with a soft bristle brush. Steam
cleaning may also be used to remove the coating.
NOTE: DO NOT use gasoline, mineral oil, oil-based
solvent or wire brush for cleaning.
Fig. 8 First Measurement On Tire
Fig. 9 Remount Tire 180 Degrees
Fig. 10 Remount Tire 90 Degrees In Direction of
Arrow
NSTIRES AND WHEELS 22 - 7
SERVICE PROCEDURES (Continued)

WARNING: REPLACEMENT WITH USED WHEELS
IS NOT RECOMMENDED. THE SERVICE HISTORY
OF THE RIM MAY HAVE INCLUDED SEVERE TREAT-
MENT OR VERY HIGH MILEAGE. THE RIM COULD
FAIL WITHOUT WARNING.
TIRE AND WHEEL RUNOUT
NOTE: Runout should always be measured off the
vehicle and on a suitable balance machine.
Radial run out is the difference between the high
and low points on the outer edge of the tire or wheel.
Lateral run out is the total side±to±side wobble of
the tire or wheel.
Radial run out of more than 0.762 mm (.030 inch)
measured at the center line of the tread may cause
the vehicle to shake.
Lateral run out of more than 0.762 mm (.030 inch)
measured at the side of the tire as close to the tread
as possible may cause the vehicle to shake.
Sometimes radial run out can be reduced by relo-
cating the wheel and tire on the wheel studs (See
Method 1). If this does not reduce run out to an
acceptable level, the tire can be rotated on the wheel.
(See Method 2).
METHOD 1 (RELOCATE WHEEL ON HUB)
Check accuracy of the wheel mounting surface;
adjust wheel bearings.
Drive vehicle a short distance to eliminate tire flat
spotting from a parked position.
Verify all wheel nuts are properly torqued (Fig. 2).
Use run out gauge D-128-TR to determine run out
(Fig. 3).
Relocate the wheel on the mounting studs, two
studs over from the original position.
Retighten wheel nuts until all are properly
torqued. This will prevent brake distortion.Check radial run out. If still excessive, mark tire
sidewall, wheel, and stud at point of maximum run
out (Fig. 4) and proceed to Method 2.
METHOD 2 (RELOCATE TIRE ON WHEEL)
Rotating tire on wheel is particularly effective
when there is run out in both tire and wheel.
Remove tire from wheel and remount wheel on hub
in former position.
Check the radial run out of the wheel (Fig. 5). The
radial run out should be no more than 0.5 mm (0.020
inch) for steel wheels and 0.38 mm (0.015 inch) for
cast aluminum wheels.
Check the lateral run out of the wheel (Fig. 6). The
lateral runout should be no more than 0.8 mm (0.032
inch).
If the point of greatest wheel radial run out is near
the original chalk mark, remount the tire on the rim
180 degrees from its original position. Recheck the
run out. If this does not reduce the run out to an
acceptable level, replace the wheel and/or the tire.
Fig. 2 Tightening Wheel Nuts
Fig. 3 Run Out Gauge
Fig. 4 Chalk Marking On Wheel, Tire And Stud
22 - 10 TIRES AND WHEELSNS
DIAGNOSIS AND TESTING (Continued)

STATIONARY GLASS
INDEX
page page
DESCRIPTION AND OPERATION
SAFETY PRECAUTIONS................... 4
REMOVAL AND INSTALLATION
BODY SIDE/SLIDING DOOR STATIONARY
GLASS............................... 6REAR WINDOW.......................... 7
WINDSHIELD............................ 4
DESCRIPTION AND OPERATION
SAFETY PRECAUTIONS
WARNING: DO NOT OPERATE THE VEHICLE
WITHIN 24 HOURS OF WINDSHIELD INSTALLATION.
IT TAKES AT LEAST 24 HOURS FOR URETHANE
ADHESIVE TO CURE. IF IT IS NOT CURED, THE
WINDSHIELD MAY NOT PERFORM PROPERLY IN
AN ACCIDENT.
URETHANE ADHESIVES ARE APPLIED AS A SYS-
TEM. USE GLASS CLEANER, GLASS PREP SOL-
VENT, GLASS PRIMER, PVC (VINYL) PRIMER AND
PINCHWELD (FENCE) PRIMER PROVIDED BY THE
ADHESIVE MANUFACTURER. IF NOT, STRUCTURAL
INTEGRITY COULD BE COMPROMISED.
CHRYSLER DOES NOT RECOMMEND GLASS
ADHESIVE BY BRAND. TECHNICIANS SHOULD
REVIEW PRODUCT LABELS AND TECHNICAL DATA
SHEETS, AND USE ONLY ADHESIVES THAT THEIR
MANUFACTURES WARRANT WILL RESTORE A
VEHICLE TO THE REQUIREMENTS OF FMVSS 212.
TECHNICIANS SHOULD ALSO INSURE THAT PRIM-
ERS AND CLEANERS ARE COMPATIBLE WITH THE
PARTICULAR ADHESIVE USED.
BE SURE TO REFER TO THE URETHANE MANU-
FACTURER'S DIRECTIONS FOR CURING TIME
SPECIFICATIONS, AND DO NOT USE ADHESIVE
AFTER ITS EXPIRATION DATE.
VAPORS THAT ARE EMITTED FROM THE URE-
THANE ADHESIVE OR PRIMER COULD CAUSE
PERSONAL INJURY. USE THEM IN A WELL-VENTI-
LATED AREA.
SKIN CONTACT WITH URETHANE ADHESIVE
SHOULD BE AVOIDED. PERSONAL INJURY MAY
RESULT.
ALWAYS WEAR EYE AND HAND PROTECTION
WHEN WORKING WITH GLASS.
CAUTION: Protect all painted and trimmed surfaces
from coming in contact with urethane or primers.Be careful not to damage painted surfaces when
removing moldings or cutting urethane around
windshield.
It is difficult to salvage a windshield during the
removal operation. The windshield is part of the
structural support for the roof. The urethane bonding
used to secure the windshield to the fence is difficult
to cut or clean from any surface. If the moldings are
set in urethane, it would also be unlikely they could
be salvaged. Before removing the windshield, check
the availability of the windshield and moldings from
the parts supplier.
REMOVAL AND INSTALLATION
WINDSHIELD
The urethane adhesive holding the windshield to
the opening pinch weld (fence) can be cut using a
sharp cold knife from the exterior of the vehicle.
Using the cold knife method is effective if the wind-
shield is already broken. If the glass must be sal-
vaged, cutting the urethane adhesive from the
interior of the vehicle using a reciprocating or oscil-
lating power knife is recommended.
WINDSHIELD REMOVAL ± EXTERIOR METHOD
(1) Remove inside rear view mirror.
(2) Remove windshield wiper arms.
(3) Remove cowl cover.
(4) Remove A-pillar trim panels.
(5) Disconnect wire connectors to windshield
defroster grid.
(6) Place protective covers over instrument panel
and hood.
(7) Remove windshield molding (Fig. 1). Using pli-
ers, pull outward on molding at the bottom of A-pil-
lars.
(8) Using a sharp cold knife, cut urethane adhe-
sive holding the windshield to the A-pillars, roof
header and cowl pinch weld fences (Fig. 2). A power
cutting device can be used if available.
(9) Remove windshield from vehicle.
23 - 4 BODYNS

CAUTION: Ensure that the correct fasteners are
installed in the proper locations. Damage to the fuel
tank may result.
(5) Install floor escutcheons.
(6) Install Quarter trim panels.
(7) Install D-pillar trim covers.
(8) Install lower B-pillar trim covers.
(9) Install rear door sill plate.
(10) Install sliding door sill plates.
(11) Install front cowl panels and sill plates.
(12) Install second rear seat.
(13) Install first rear seat.
(14) Install front center console.
(15) Install front seats.
FRONT DOOR
CAUTION: If the hinge pin must be removed from
the hinge, do not reuse the original pin. The struc-
tural integrity of the hinge would be reduced. Verify
availability prior to proceeding if hinge pins are to
be removed.
NOTE: The retaining clips used on the door hinge
pins are not to be re-used. Verify availability prior to
proceeding if clips are to be removed.
REMOVAL
(1) Open front door.
(2) Remove front wheelhouse splash shield.(3) Disengage clips holding door harness wire con-
nector to inner fender brace.
(4) Disconnect positive lock slide on the side of the
wire connectors (Fig. 8).
(5) Depress lock tab holding wire connector halves
together.
(6) Disconnect door harness from body wiring har-
ness.
(7) Remove bolts holding door check strap to A-pil-
lar (Fig. 9).
(8) Support door on suitable lifting device.
(9) Remove bolts holding lower hinge to door end
frame (Fig. 10).
(10) Steady door on lifting device and remove bolts
holding upper hinge to door end frame.
(11) Remove door from vehicle.
INSTALLATION
NOTE: If new hinge pins are to be used, verify that
the knurling on the hinge pin is aligned with the
knurling on in the door hinge prior to driving in the
pin. Also, verify that the hinge pin is fully seated to
the door hinge and a new retaining clip is installed.
(1) Support door on suitable lifting device.
(2) Position door to vehicle.
(3) Steady door on lifting device and install bolts
to hold upper hinge to door end frame.
(4) Install bolts to hold door check strap to A-pil-
lar.
(5) Install bolts to hold lower hinge to door end
frame. Align door to achieve equal spacing to sur-
rounding body panels. Panels should be flush across
all gaps.
Fig. 7 Floor Carpet
Fig. 8 Front Door Wire Connectors
NSBODY 23 - 27
REMOVAL AND INSTALLATION (Continued)

(3) Lower glass downward into door.
(4) Insert ends of glass into glass run weather-
strip channels at front and rear of door.
(5) Place glass in position on regulator lift plates.
(6) Snap glass mounting studs into clips on regu-
lator lift plates.
(7) Install radio speaker, if equipped.
(8) Install outer belt molding.
(9) Install inner belt molding.
(10) Verify door glass operation and fit.
(11) Install water shield and door trim panel.
FRONT DOOR GLASS RUN WEATHER-STRIP
REMOVAL
(1) Remove door frame closeout moldings.
(2) Pull weather-strip from glass run channel at
rear of door frame, working from the bottom to the
top.
(3) Disengage clip holding weather-strip to door
frame.
(4) Pull weather-strip from lip along top of door
frame (Fig. 16).
(5) Remove door trim panel.
(6) Remove door speaker, if equipped.(7) Remove watershed as necessary to gain access
to screw holding front lower corner of glass run
weather-strip to inner door panel.
(8) Remove screw holding glass run weather-strip
to inner door panel.
(9) Remove inner belt weather-strip.
(10) Pull weather-strip from front glass run chan-
nel.
(11) Remove glass run weather-strip from vehicle.
INSTALLATION
(1) Position glass run weather-strip on vehicle.
(2) Push weather-strip into front glass run chan-
nel.
(3) Install screw to hold glass run weather-strip to
inner door panel.
(4) Install inner belt weather-strip.
(5) Install watershed.
(6) Push weather-strip groove onto lip along top of
door frame.
(7) Engage clip into slot in door frame.
(8) Push weather-strip into channel at rear of door
frame, working from the top to bottom.
(9) Install door frame closeout moldings.
(10) Install door speaker, if equipped.
(11) Install door trim panel.
FRONT DOOR HINGE
CAUTION: If the hinge pin must be removed from
the hinge, do not reuse the original pin. The struc-
tural integrity of the hinge would be reduced.
Fig. 15 Front Door Glass
Fig. 16 Front Door Glass Run Weather-strip
23 - 30 BODYNS
REMOVAL AND INSTALLATION (Continued)

FAIL CODES/LEVEL DISPLAY
Fail Codes/Level are displayed using the REAR
WIPER and INTERMITTENT LED's flashing in the
sequence indicated below. The REAR WIPER LED
represents the Level and the INTERMITTENT LED
represents the Value. After Calibration/Diagnostics is
completed, the control will begin flashing Level 1
codes. Depressing the WASH button will cycle to
Level 2, depressing WASH again will cycle to Level 3.
Each time the WASH button is depressed will cycle
to the next level. After Level 5 is reached, you will
cycle back to Level 1. If the Control is a Heater Only
you will only cycle from Levels 1 to 3.
TEMPERATURE AND MODE POTENTIOMETER
DIAGNOSTICS
The Temperature and Mode Potentiometer can be
tested after calibration is complete by pressing the
WASH button and cycling to Levels 2, 3 or 5 as dis-
played by the REAR WIPER LED. On Heater Only
units you can only cycle to Levels 2 and 3. In eachindividual test the INTERMITTENT LED flash rate
will change as the Temperature or Mode potentiome-
ter is moved from one end to the other, see Potenti-
ometer vs. Position and Flash Rate table.
EVAPORATOR PROBE TEMPERATURE
DIAGNOSTICS
The evaporator probe can be tested by using the
INTERMITTENT LED to display the actual temper-
ature the sensor is reading. The HVAC control mod-
ule can only display temperatures from 1 to 99
degrees. To read the temperature, perform the follow-
ing:
²Set Blower motor to any speed other than OFF
²Set A/C to ON, if A/C Clutch does not engage
make sure Fail Codes 5 and 6 are cleared.To clear
the error code 5 and 6 the evaporator probe and/or
the wiring repair needs to be completed. Then, press
and hold the intermittent wipe button for 5 seconds.
²Run Diagnostics (Depress REAR WIPER and
REAR WASH)
²When Diagnostics is complete, Cycle to Level 4.
Display Sequence is as follows:
²REAR WIPER LED will display the Level
²INTERMITTENT LED will display ten's digit
²Short Pause
²INTERMITTENT LED will display the one's
digit.
The HVAC control module will continue to cycle
the Level and then Temperature until the level is
changed or Calibration Diagnostics and Cooldown
test is exited.
HVAC CONTROL DIAGNOSTIC CONDITIONS
For wiring circuits, wiring connectors, and Pin
numbers, refer to Group 8W, Wiring Diagrams.
After calibration, Rear Wiper LED flashing
once, Intermittent LED not flashing.
The system has passed calibration. Press the Rear
Wiper button to exit calibration.
WIPE BUTTON LED
LEVEL DISPLAY
1 FAIL CODES
2 MODE POTENTIOMETER TEST
3 BLEND/PASS. POTENTIOMETER TEST
4 EVAPORATOR PROBE (A/C AND ZONE
UNITS ONLY)
5 DRIVER POTENTIOMETER (ZONE UNITS
ONLY)
LEVEL 1±FAILURE CODE VALUES
(INTERMITTENT WIPE BUTTON LED)
CODE DEFINITION
0 PASSED ALL TESTS
1 MODE ACTUATOR DID NOT REACH
DEFROST POSITION
2 MODE ACTUATOR DID NOT REACH
PANEL POSITION
3 BLEND/PASS. ACTUATOR DID NOT
REACH COLD STOP
4 BLEND PASS. ACTUATOR DID NOT
REACH HEAT STOP
5 EVAPORATOR PROBE OPEN
6 EVAPORATOR PROBE SHORTED
7 DRIVER ACTUATOR DID NOT REACH
COLD STOP
8 ZONE/DRIVER ACTUATOR DID NOT
REACH HEAT STOP
9 CONTROL HEAD INTERNAL FAILURE
POTENTIOMETER VS. POSITION AND FLASH
RATE
POTENTIOM-
ETERINTERMIT-
TENT LED
FASTER
FLASH RATEINTERMITTENT
LED SLOWER
FLASH RATE
MODE PANEL DEFROST
BLEND/PASS. HOT COLD
DRIVER HOT COLD
NSHEATING AND AIR CONDITIONING 24 - 9
DIAGNOSIS AND TESTING (Continued)

eliminate all moisture in system. When the suction
gauge reads -88 kPa (- 26 in. Hg) vacuum or greater
for 45 minutes, close all valves and turn off vacuum
pump. If the system fails to reach specified vacuum,
the refrigerant system likely has a leak that must be
corrected. If the refrigerant system maintains speci-
fied vacuum for at least 30 minutes, start the vac-
uum pump, open the suction and discharge valves.
Then allow the system to evacuate an additional 10
minutes.
(3) Close all valves. Turn off and disconnect the
vacuum pump.
(4) The refrigerant system is prepared to be
charged with refrigerant.
THERMOCOUPLE PROBE
To diagnose the A/C system, a temperature probe is
required to measure liquid line temperature. The
clamp-on type K probe shown in this manual is avail-
able through the Chrysler Professional Service
Equipment (PSE) program. This probe is compatible
with temperature-measuring instruments that accept
Type K Thermocouples and have a miniature connec-
tor input. Other temperature probes are available
through aftermarket sources. All references in this
manual will reflect the use of the probe made avail-
able through the Professional Service Equipment pro-
gram.
In order to use the temperature probe, a digital
thermometer will be required. If a digital thermome-
ter is not available, an adapter is available through
the Professional Service Equipment program. It can
convert any standard digital multimeter into a ther-
mometer. This adapter is designed to accept any
standard K-type thermocouple.
If a digital multimeter is not available, it to can be
ordered through Professional Service Equipment pro-
gram.
STICKING HVAC CONTROL MODULE PUSH
BUTTONS
To service HVAC control module push buttons that
are sticking, spray between the buttons with Mopart
MP-50. The MP-50 is a all purpose lubricant for
mechanical and electrical uses. After spraying around
the push buttons wipe any excess off the radio bezel
and HVAC control module push buttons. Operate the
buttons to ensure that they are operating freely.
SYSTEM LEAK CHECKING
WARNING: R-134a SERVICE EQUIPMENT OR VEHI-
CLE A/C SYSTEM SHOULD NOT BE PRESSURE
TESTED OR LEAK TESTED WITH COMPRESSED
AIR. SOME MIXTURES OF AIR/R-134a HAVE BEEN
SHOWN TO BE COMBUSTIBLE AT ELEVATEDPRESSURES. THESE MIXTURES ARE POTENTIALLY
DANGEROUS AND MAY RESULT IN FIRE OR
EXPLOSION CAUSING INJURY OR PROPERTY
DAMAGE.
If the A/C system is not cooling properly, determine
if the refrigerant system is fully charged with
R-134a. This is accomplished by performing a system
Charge Level-Check or Fill. If while performing this
test A/C liquid line pressure is less than 207 kPa (30
psi) proceed to Empty Refrigerant System Leak Test.
If liquid line pressure is greater than 207 kPa (30
psi) proceed to low refrigerant level leak test. If the
refrigerant system is empty or low in refrigerant
charge, a leak at any line fitting or component seal is
likely. A review of the fittings, lines and components
for oily residue is an indication of the leak location.
To detect a leak in the refrigerant system, perform
one of the following procedures as indicated by the
symptoms.
WARNING: AVOID BREATHING A/C REFRIGERANT
AND LUBRICANT VAPOR OR MIST. EXPOSURE MAY
IRRITATE EYES, NOSE AND THROAT. USE ONLY
APPROVED SERVICE EQUIPMENT MEETING SAE
REQUIREMENTS TO DISCHARGE R-134a SYSTEM.
IF ACCIDENTAL SYSTEM DISCHARGE OCCURS,
VENTILATE WORK AREA BEFORE RESUMING SER-
VICE.
EMPTY REFRIGERANT SYSTEM LEAK TEST
(1) Evacuate the refrigerant system to the lowest
degree of vacuum possible (about 28 in Hg.). Deter-
mine if the system holds a vacuum for 15 minutes. If
vacuum is held, a leak is probably not present. If sys-
tem will not maintain vacuum level, proceed with
this procedure.
(2) Prepare a .284 Kg. (10 oz.) refrigerant charge
to be injected into the system.
(3) Connect and dispense .284 Kg. (10 oz.) of
refrigerant into the evacuated refrigerant system.
(4) Proceed to step two of Low Refrigerant Level
Leak Test.
LOW REFRIGERANT LEVEL LEAK TEST
(1) Determine if there is any (R-134a) refrigerant
in the system. Use the scan tool (DRB) under the
menu Systems Sensors±A/C Pressure test or pressure
gauge liquid line temperature partial charge check.
See system charge level check or fill for procedure.
(2) Position the vehicle in a wind free work area.
This will aid in detecting small leaks.
(3) Bring the refrigerant system up to operating
temperature and pressure. This is done by allowing
the engine to run for five minutes with the system
set to the following:
NSHEATING AND AIR CONDITIONING 24 - 19
SERVICE PROCEDURES (Continued)

REAR HEATING AND AIR CONDITIONING SYSTEM
INDEX
page page
GENERAL INFORMATION
INTRODUCTION......................... 41
DESCRIPTION AND OPERATION
REAR BLOWER RESISTOR BLOCK.......... 41
REAR HEATER AND A/C LINES............. 41
SYSTEM OPERATION.................... 41
DIAGNOSIS AND TESTING
DIAGNOSTIC PROCEDURES............... 43
REMOVAL AND INSTALLATION
AIR DISTRIBUTION DUCT-A/C.............. 43
AIR DISTRIBUTION DUCT-HEATER.......... 43
EVAPORATOR AND EXPANSION VALVE...... 44MODE DOOR ACTUATOR................. 49
MODE DOOR........................... 49
REAR AIR CONDITIONING LINES........... 45
REAR HEATER A/C AIR OUTLETS........... 45
REAR HEATER A/C BLOWER MOTOR........ 46
REAR HEATER A/C UNIT.................. 46
REAR HEATER CORE.................... 48
REAR HEATER LINES.................... 49
REAR HEATER-A/C AUXILIARY CONDENSER . . 45
REAR HEATER-A/C CONTROL ILLUMINATION
BULB............................... 46
GENERAL INFORMATION
INTRODUCTION
For proper operation of the rear heating A/C sys-
tem, refer to Owner's Manual supplied with the vehi-
cle.
DESCRIPTION AND OPERATION
REAR BLOWER RESISTOR BLOCK
The rear blower motor resistor is not serviceable
separately. The resistor is integral to the blower
motor. If resistor is faulty, it is necessary to replace
the complete blower motor.
REAR HEATER AND A/C LINES
The rear heater and A/C lines are all serviced as
individual pieces. When disconnecting any line orblock ensure that the area around it is clean of any
contaminations that can get in to the system (Fig. 1),
(Fig. 2), (Fig. 4), (Fig. 3) and (Fig. 5).
SYSTEM OPERATION
The auxiliary rear heating-air/conditioning unit is
located in the right rear quarter panel. The rear
heater A/C control operates in conjunction with the
front heater A/C control. A four position two speed
blower (override) switch is located on the front
Heater A/C control panel (Fig. 6). The operator can
use the rear heater A/C blower switch to operate the
blower, regardless of the rear control setting. In the
OFF position, the rear control will not function. In
the ON (RR) position, the rear control will function
normally providing three speeds (Fig. 7). The mode
setting is controlled by the front A/C control panel.
Fig. 1 Rear Heater and A/C Lines
NSHEATING AND AIR CONDITIONING 24 - 41