ECU CHRYSLER VOYAGER 2001 Service Manual

FLEX PLATE
REMOVAL
(1) Remove the transaxle. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - 31TH -
REMOVAL) (Refer to 21 - TRANSMISSION/TRAN-
SAXLE/AUTOMATIC - 41TE - REMOVAL)
(2) Remove flex plate attaching bolts.
(3) Remove the flex plate (Fig. 68).
INSTALLATION
(1) Position flex plate with backing plate on the
crankshaft (Fig. 68).
(2) Apply MopartLock & Seal Adhesive to the flex
plate bolts.
(3) Install flex plate bolts (Fig. 68). Tighten bolts
to 95 N´m (70 ft. lbs.).
(4) Install the transaxle. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - 31TH -
INSTALLATION) (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 41TE - INSTALLA-
TION)
HYDRAULIC LIFTERS (CAM IN
BLOCK)
DESCRIPTION
The hydraulic lifters are a roller type design and
are positioned in the cylinder block. The lifters are
aligned and retained by a yoke and a retainer (Fig.
69).
Lifter alignment is maintained by machined flats
on lifter body. Lifters are fitted in pairs into sixaligning yokes. The aligning yokes are secured by a
yoke retainer (Fig. 69).
DIAGNOSIS AND TESTING - HYDRAULIC
LIFTERS
HYDRAULIC LIFTERS DIAGNOSIS - PRELIMINARY
STEP
Before disassembling any part of the engine to cor-
rect lifter noise, check the engine oil pressure. (Refer
to 9 - ENGINE/LUBRICATION - DIAGNOSIS AND
TESTING)
Check engine oil level. The oil level in the pan
should never be above the MAX mark on dipstick, or
below the MIN mark. Either of these two conditions
could cause noisy lifters.
Fig. 68 FLEX PLATE
1 - FLEX PLATE
2 - BOLT (QTY. 8)
3 - BACKING PLATE
Fig. 69 Hydraulic Lifters
1 - YOKE RETAINER
2 - BOLT - YOKE RETAINER
3 - ALIGNING YOKE
4 - HYDRAULIC LIFTER
9 - 118 ENGINE 3.3/3.8LRS

CYLINDER HEAD
STANDARD PROCEDURE - VALVE SERVICE
This procedure is done with the engine cylinder
head removed from the block.
DISASSEMBLY
(1) Remove the engine cylinder head from the cyl-
inder block. Refer to cylinder head removal and
installation in this section.
(2) Use Valve Spring Compressor Tool and com-
press each valve spring.
(3) Remove the valve locks, retainers, and springs.
(4) Use an Arkansas smooth stone or a jewelers
file to remove any burrs on the top of the valve stem,
especially around the groove for the locks.
(5) Remove the valves, and place them in a rack in
the same order as removed.
VALVE CLEANING
(1) Clean all carbon deposits from the combustion
chambers, valve ports, valve stems, valve stem
guides and head.
(2) Clean all grime and gasket material from the
engine cylinder head machined gasket surface.
INSPECTION
(1) Inspect for cracks in the combustion chambers
and valve ports.
(2) Inspect for cracks on the exhaust seat.
(3) Inspect for cracks in the gasket surface at each
coolant passage.
(4) Inspect valves for burned, cracked or warped
heads.
(5) Inspect for scuffed or bent valve stems.
(6) Replace valves displaying any damage.
(7) Check valve spring height (Fig. 12).
VALVE REFACING
(1) Use a valve refacing machine to reface the
intake and exhaust valves to the specified angle.
(2) After refacing, a margin of at least 4.52-4.49
mm (.178-.177 inch) must remain (Fig. 13). If the
margin is less than 4.49 mm (.177 inch), the valve
must be replaced.
VALVE SEAT REFACING
(1) Install a pilot of the correct size in the valve
guide bore. Reface the valve seat to the specified
angle with a good dressing stone. Remove only
enough metal to provide a smooth finish.
(2) Use tapered stones to obtain the specified seat
width when required.
VALVE STAND DOWN
Valve stand down is to maintain the adequate com-
pression ratio.
(1) Invert cylinder head.
(2) Fit each valve to its respective valve guide.
(3) Using a straight edge and feeler gauge, check
valve head stand down: Inlet valve head stand down
1.08 to 1.34 mm (.042 to .052 ins.) and exhaust valve
stand down .99 to 1.25 mm (.035 to .049 ins.).
(4) If valve head stand down is not in accordance
with above, discard original valves, check stand down
with new valves and recut valve seat inserts to
obtain correct stand down.
VALVE GUIDES
(1) Valve Guides height requirement.
(2) Measurement A (Fig. 14): 13.50 - 14.00 mm.
VALVE STEM-TO-GUIDE CLEARANCE
MEASUREMENT
(1) Measure and record internal diameter of valve
guides. Valve guide internal diameter is 8.0 to 8.015
mm (.3149 to .3155 ins.).
(2) Measure valve stems and record diameters.
Intake valve stem diameter 7.94 to 7.96 mm (.3125 to
.3133 in). Exhaust valve stem diameter 7.92 to 7.94
mm (.3118 to .31215 in).
Fig. 12 VALVE SPRING CHART
LOAD Kg HEIGHT mm STATE
P1 0.00 H1 45.26 FREE LENGTH
P2 182 5 -
10%H2 38.00 VALVE CLOSED
P3 395 5% H3 28.20 VALVE OPEN
9a - 18 ENGINE 2.5L TURBO DIESELRG

cylinder bore. Check gap with feeler gauge (Fig. 49).
Top compression ring gap .30 to .45mm (.0118 to
.0177 in.). Second compression ring gap .30 to .45mm
(.0118 to .0177 in.). Oil control ring gap .25 to .50mm
(.0098 to .0196 in.).
(2) If ring gaps exceed dimension given, new rings
or cylinder liners must be fitted. Keep piston rings in
piston sets.
(3) Check piston ring to groove clearance (Fig. 50).
Top compression ring gap .080 to .130mm (.0031 to
.0051 in.). Second compression ring gap .070 to
.110mm (.0027 to .0043 in.). Oil control ring gap .040
to .080mm (.0015 to .0031 in.).REMOVAL
(1) Disconnect negative battery cable.
(2) Remove cylinder head (Refer to 9 - ENGINE/
CYLINDER HEAD - REMOVAL).
(3) Raise vehicle on hoist.
(4) Remove oil pan (Refer to 9 - ENGINE/LUBRI-
CATION/OIL PAN - REMOVAL).
(5) Remove oil pump pickup tube.(Refer to 9 -
ENGINE/LUBRICATION/OIL PUMP - REMOVAL)
(6) Remove balance shaft assembly (Refer to 9 -
ENGINE/VALVE TIMING/BALANCE SHAFT -
REMOVAL).
(7) Remove top ridge of cylinder bores with a ridge
reamer before removing pistons from cylinder block.
Be sure to keep top of pistons covered during
this operation.
(8) Piston and connecting rods must be removed
from top of cylinder block. Rotate crankshaft so that
each connecting rod is centered in cylinder bore.
NOTE: Be careful not to nick or scratch crankshaft
journals
(9) After removal, install bearing cap on the mat-
ing rod and mark pistons with matching cylinder
number when removed from engine block.
PISTON PIN - REMOVAL
(1) Secure connecting rods in a soft jawed vice.
(2) Remove 2 snap rings securing piston pin (Fig.
51).
(3) Push piston pin out of piston and connecting
rod (Fig. 51).
PISTON RING - REMOVAL
(1) ID mark on face of top and second piston rings
must point toward piston crown.
(2) Using a suitable ring expander, remove top and
second piston rings (Fig. 52).
(3) Remove upper oil ring side rail, lower oil ring
side rail and then the oil expander from piston.
(4) Carefully clean carbon from piston crowns,
skirts and ring grooves ensuring the 4 oil holes in
the oil control ring groove are clear.
INSPECTION
PISTONS
(1) Piston Diameter: Size: 91.912-91.928mm
(3.6185-3.6192 in.) Maximum wear limit .05mm
(.0019 in.).
(2) Check piston pin bores in piston for roundness.
Make 3 checks at 120É intervals. Maximum out of
roundness .05mm (.0019in.).
(3) The piston diameter should be measured
approximately 15 mm (.590 in.) up from the base.
Fig. 49 RING END GAP MEASUREMENT
1 - FEELER GAUGE
Fig. 50 PISTON RING TO GROOVE CLEARANCE
9a - 38 ENGINE 2.5L TURBO DIESELRG
PISTON & CONNECTING ROD (Continued)

(4) Skirt wear should not exceed 0.1 mm (.00039
in.).
(5) The clearance between the cylinder liner and
piston should not exceed 0.065-0.083 mm
(.0025-.0032 in.).
(6) Make sure the weight of the pistons does not
differ by more than 5 g.
CONNECTING RODS
(1) Assemble bearing shells and bearing caps to
their respective connecting rods ensuring that the
serrations on the cap and reference marks are
aligned.
(2) Tighten bearing cap bolts to 29 N´m (21 ft. lbs.)
plus 60É.
(3) Check and record internal diameter of crank
end of connecting rod.
NOTE: When changing connecting rods, all four
must have the same weight and be stamped with
the same number. Replacement connecting rods
will only be supplied in sets of four.
Connecting rods are supplied in sets of four since
they all must be of the same weight category. Max
allowable weight difference is 18 gr.
NOTE: On one side of the big end of the con-rod
there is a two-digit number which refers to the
weight category. On the other side of the big end
there is a four digit number on both the rod and the
cap. These numbers must both face the injection
pump side of the block. Lightly heat the piston in
oven. Insert piston pin in position and secure it
with provided snap rings.
The Four digit numbers marked on con rod
big end and rod cap must be on the same side
as the injection pump.After having coated threads
with Molyguard, tighten con rod bolts to 29 N´m (21
ft. lbs.) plus 60É.
Fig. 51 PISTON AND CONNECTING ROD ASSEMBLY
1 - PISTON PIN
2 - PISTON
3 - SNAP RING
4 - CONNECTING ROD ALIGNMENT NUMBERS
5 - CONNECTING ROD BOLT
6 - CONNECTING ROD BEARING
7 - CONNECTING ROD
8 - SNAP RING
Fig. 52 PISTON RINGS - REMOVAL/INSTALLATION
RGENGINE 2.5L TURBO DIESEL9a-39
PISTON & CONNECTING ROD (Continued)

PISTON PINS
(1) Measure the diameter of piston pin in the cen-
ter and both ends.
(2) Piston pin diameter is 29.992 to 29.996mm
(1.1807 to 1.1809 in.).
INSTALLATION
PISTON PIN INSTALLATION
(1) Secure connecting rod in soft jawed vice.
(2) Lubricate piston pin and piston with clean
engine oil.
(3) Position piston on connecting rod (Fig. 53).
CAUTION: Ensure arrow on piston crown and the
bearing cap numbers on the connecting rod are on
the opposite side.
(4) Install piston pin (Fig. 53).
(5) Install clips in piston to retain piston pin (Fig.
53).
(6) Remove connecting rod from vice.
PISTON RINGS - INSTALLATION
(1) Install rings on the pistons using a suitable
ring expander (Fig. 54).
(2) Top compression ring is tapered and chromium
plated. The second ring is of the scraper type and
must be installed with scraping edge facing bottom of
the piston. The third is an oil control ring. Ring gaps
must be positioned, before inserting piston into the
liners, as follows.
(3) Top ring gap must be positioned at the #3 posi-
tion (looking at the piston crown from above) (Fig.
55).
(4) Second piston ring gap should be positioned at
the #1 position (Fig. 55).
(5) Oil control ring gap should be positioned at the
#2 position (Fig. 55).
(6) When assembling pistons check that compo-
nents are installed in the same position as before dis-
assembly, determined by the numbers stamped on
the crown of individual pistons. Engine cylinders are
numbered starting from gear train end of the engine.
Face arrow on top of piston toward front of
engine. Therefore, the numbers stamped on connect-
ing rod big end should face toward the injection
pump side of engine. To insert piston into cylinder
use a ring compressor as shown in (Fig. 56).
INSTALLATION
(1) Before installing pistons, and connecting rod
assemblies into the bore, be sure that compression
ring gaps are staggered so that neither is in line with
oil ring rail gap (Fig. 55).
Fig. 53 PISTON AND CONNECTING ROD ASSEMBLY
1 - PISTON PIN
2 - PISTON
3 - SNAP RING
4 - CONNECTING ROD ALIGNMENT NUMBERS
5 - CONNECTING ROD BOLT
6 - CONNECTING ROD BEARING
7 - CONNECTING ROD
8 - SNAP RING
9a - 40 ENGINE 2.5L TURBO DIESELRG
PISTON & CONNECTING ROD (Continued)

CATALYTIC CONVERTER
DESCRIPTION
The toe board three-way catalytic converter is con-
nected to the exhaust manifold by the use of flex
joint and a gasket. The outlet connects to the muffler
inlet pipe and is secured with a band type clamp
(Fig. 1).
The exhaust flex-joint coupling (Fig. 3) is used to
secure the catalytic converter to the exhaust mani-
fold. The flex-joint has four bolts, four flag nuts and
a gasket that are separate parts from the exhaust
flex-joint. The flex-joint is welded to the catalytic
converter.
CAUTION: When servicing, care must be exercised
not to dent or bend the bellows or bellows cover of
the flex-joint. Should this occur, the flex-joint will
eventually fail and require the catalytic converter be
replaced.
OPERATION
The three-way catalytic converter simultaneously
converts three exhaust emissions into harmless
gases. Specifically, HC and CO emissions are con-
verted into water (H2O) and carbon dioxide (CO2).
Oxides of Nitrogen (NOx) are converted into elemen-
tal Nitrogen (N) and water. The three-way catalyst is
most efficient in converting HC, CO and NOx at the
stoichiometric air fuel ratio of 14.7:1.
The oxygen content in a catalyst is important for
efficient conversion of exhaust gases. When a high
oxygen content (lean) air/fuel ratio is present for an
extended period, oxygen content in a catalyst canreach a maximum. When a rich air/fuel ratio is
present for an extended period, the oxygen content in
the catalyst can become totally depleted. When this
occurs, the catalyst fails to convert the gases. This is
known as catalyst9punch through.9
Catalyst operation is dependent on its ability to
store and release the oxygen needed to complete the
emissions-reducing chemical reactions. As a catalyst
deteriorates, its ability to store oxygen is reduced.
Since the catalyst's ability to store oxygen is some-
what related to proper operation, oxygen storage can
be used as an indicator of catalyst performance.
Refer to the appropriate Powertrain Diagnostic Pro-
cedure for diagnosis of a catalyst related Diagnostic
Trouble Code (DTC).
The combustion reaction caused by the catalyst
releases additional heat in the exhaust system, caus-
ing temperature increases in the area of the reactor
under severe operating conditions. Such conditions
can exist when the engine misfires or otherwise does
not operate at peak efficiency.Do notremove spark
plug wires from plugs or by any other means short
out cylinders, if exhaust system is equipped with a
catalytic converter. Failure of the catalytic converter
can occur due to temperature increases caused by
unburned fuel passing through the converter. This
deterioration of the catalyst core can result in exces-
sively high emission levels, noise complaints, and
exhaust restrictions.
The use of catalysts also involves some non-auto-
motive problems. Unleaded gasoline must be used to
avoid poisoning the catalyst core. Do not allow engine
to operate above 1200 RPM in neutral for extended
periods over 5 minutes. This condition may result in
excessive exhaust system/floor pan temperatures
because of no air movement under the vehicle.
The flex joint allows flexing as the engine moves,
preventing breakage that could occur from the back-
and-forth motion of a transverse mounted engine.
CAUTION: Due to exterior physical similarities of
some catalytic converters with pipe assemblies,
extreme care should be taken with replacement
parts. There are internal converter differences
required in some parts of the country (particularly
vehicles built for States with strict emission
requirements) and between model years.
REMOVAL
(1) Loosen clamp and disconnect the muffler/reso-
nator assembly from catalytic converter pipe.
(2) Disconnect downstream oxygen sensor electri-
cal connector (Fig. 4). For removal of downstream
oxygen sensor, (Refer to 14 - FUEL SYSTEM/FUEL
INJECTION/O2 SENSOR - REMOVAL).
Fig. 3 Flex-joint
1 - FLANGE
2 - END CAPS
3 - CATALYTIC CONVERTER
4 - FLEXIBLE BELLOWS
11 - 4 EXHAUST SYSTEMRS

(3) While feeding wires into guide grooves, slide
level sensor up into channel until it snaps into place
(Fig. 8). Ensure tab at bottom of sensor locks in
place.
(4) Install level sensor wires in connector. Push
the wires up through the connector and then pull
them down until they lock in place. Ensure signal
and ground wires are installed in the correct posi-
tion.
(5) Install locking wedge on connector.
(6) Push connector up into bottom of fuel pump
module electrical connector.
(7) Install fuel pump module. Refer to Fuel Pump
Module in this section.
FUEL LINES
DESCRIPTION - FUEL LINES/HOSES AND
CLAMPS
Also refer to Quick-Connect Fittings.
WARNING: THE FUEL SYSTEM IS UNDER A CON-
STANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSES,
FITTINGS OR LINES, THE FUEL SYSTEM PRES-
SURE MUST BE RELEASED. REFER TO THE FUEL
SYSTEM PRESSURE RELEASE PROCEDURE IN
THIS GROUP.
The lines/tubes/hoses used on fuel injected vehicles
are of a special construction. This is due to the
higher fuel pressures and the possibility of contami-
nated fuel in this system. If it is necessary to replace
these lines/tubes/hoses, only those marked EFM/EFI
may be used.If equipped:The hose clamps used to secure rub-
ber hoses on fuel injected vehicles are of a special
rolled edge construction. This construction is used to
prevent the edge of the clamp from cutting into the
hose. Only these rolled edge type clamps may be
used in this system. All other types of clamps may
cut into the hoses and cause high-pressure fuel leaks.
Use new original equipment type hose clamps.
STANDARD PROCEDURES - HOSES AND
CLAMPS
Inspect all hose connections (clamps and quick con-
nect fittings) for completeness and leaks. Replace
cracked, scuffed, or swelled hoses. Replace hoses that
rub against other vehicle components or show sign of
wear.
Fuel injected vehicles use specially constructed
hoses. When replacing hoses, only use hoses marked
EFM/EFI.
When installing hoses, ensure that they are routed
away from contact with other vehicle components
that could rub against them and cause failure. Avoid
contact with clamps or other components that cause
abrasions or scuffing. Ensure that rubber hoses are
properly routed and avoid heat sources.
The hose clamps have rolled edges to prevent the
clamp from cutting into the hose. Only use clamps
that are original equipment or equivalent. Other
types of clamps may cut into the hoses and cause
high pressure fuel leaks. Tighten hose clamps to 1
N´m (10 in. lbs.) torque.
Inspect all hose connections such as clamps, cou-
plings and fittings to make sure they are secure and
leaks are not present. The component should be
replaced immediately if there is any evidence of deg-
radation that could result in failure.
Never attempt to repair a plastic fuel line/tube.
Replace as necessary.
Avoid contact of any fuel tubes/hoses with other
vehicle components that could cause abrasions or
scuffing. Be sure that the plastic fuel lines/tubes are
properly routed to prevent pinching and to avoid heat
sources.
FUEL PRESSURE REGULATOR
OPERATION
The fuel system uses a nonadjustable pressure reg-
ulator that maintains fuel system pressure at
approximately 400634 kPa (5865 psi). The fuel
pressure regulator contains a diaphragm, calibrated
spring and a fuel return valve. The spring pushes
down on the diaphragm and closes off the fuel return
port. System fuel pressure reflects the amount of fuel
pressure required to open the return port.
Fig. 8 Installation Channel
1 - CHANNEL FOR LEVEL SENSOR
2 - PUMP MODULE
14 - 6 FUEL DELIVERYRS
FUEL LEVEL SENDING UNIT / SENSOR (Continued)

INLET FILTER
REMOVAL
(1) Remove fuel pump module. Refer to Fuel Pump
Module Removal in this section.
(2) Using a thin straight blade screwdriver, pry
back the locking tabs on fuel pump reservoir and
remove the strainer (Fig. 22).
(3) Remove strainer O-ring from the fuel pump
reservoir body.
(4) Remove any contaminants in the fuel tank by
washing the inside of the fuel tank.
INSTALLATION
(1) Lubricate the strainer O-ring with clean engine
oil.
(2) Insert strainer O-ring into outlet of strainer so
that it sits evenly on the step inside the outlet.
(3) Push strainer onto the inlet of the fuel pump
reservoir body. Make sure the locking tabs on the
reservoir body lock over the locking tangs on the
strainer.
(4) Install fuel pump module. Refer to Fuel Pump
Module Installation in this section.
QUICK CONNECT FITTING
STANDARD PROCEDURES - QUICK-CONNECT
FITTINGS
REMOVAL
When disconnecting a quick-connect fitting, the
retainer will remain on the fuel tube nipple.WARNING: RELEASE FUEL SYSTEM PRESSURE
BEFORE DISCONNECTING A QUICK-CONNECT FIT-
TINGS. REFER TO THE FUEL PRESSURE RELEASE
PROCEDURE.
(1) Perform Fuel Pressure Release Procedure.
Refer to the Fuel Pressure Release Procedure in this
section.
(2) Disconnect negative cable from battery or aux-
iliary jumper terminal.
(3) Squeeze retainer tabs together and pull fuel
tube/quick-connect fitting assembly off of fuel tube
nipple. The retainer will remain on fuel tube.
INSTALLATION
CAUTION: Never install a quick-connect fitting with-
out the retainer being either on the fuel tube or
already in the quick-connect fitting. In either case,
ensure the retainer locks securely into the quick-
connect fitting by firmly pulling on fuel tube and fit-
ting to ensure it is secured.
(1) Using a clean lint free cloth, clean the fuel tube
nipple and retainer.
(2) Prior to connecting the fitting to the fuel tube,
coat the fuel tube nipple with clean 30 weight engine
oil.
(3) Push the quick-connect fitting over the fuel
tube until theretainer seats and a click is heard.
(4) The plastic quick-connect fitting has windows
in the sides of the casing. When the fitting com-
pletely attaches to the fuel tube, the retainer locking
ears and the fuel tube shoulder are visible in the
windows. If they are not visible, the retainer was not
properly installed (Fig. 23).Do not rely upon the
audible click to confirm a secure connection.
Fig. 22 Inlet
1 - TABS
2 - INLET STRAINER
Fig. 23 Plastic Quick-Connect Fitting/Fuel Tube
Connection
1 - WINDOW
2-TAB(2)
3 - EAR
4 - SHOULDER (ON TUBE)
RSFUEL DELIVERY14-13

NOTE: The use of special tool VM.1067 will allow
you to remove the injection pump without removing
the timing belt from the engine. This will allow you
to remove and install the injection pump without
altering injection pump timing.
(9) Install feet from VM.1067 in injection pump
sprocket as shown (Fig. 8).
(10) Install inner flange of special tool VM.1067 on
injection pump sprocket as shown (Fig. 9). Secure
flange to feet in injection pump sprocket with allen
bolts supplied with tool.
(11) Screw injection pump sprocket holding plate
assembly into flange of VM.1067 (Fig. 10) Using LHD
threaded bolt supplied, secure holding plate assembly
to timing belt inner cover.(12) Remove generator (Fig. 11). (Refer to 8 -
ELECTRICAL/CHARGING/GENERATOR -
REMOVAL)
(13) Disconnect fuel supply and return lines at
injection pump (Fig. 11)
(14) Disconnect fuel pressure solenoid electrical
connector at injection pump (Fig. 11)
(15) Remove injection pump retaining nuts.
(16) While holding injection pump, tighten bolt in
center of injection pump holding plate (Fig. 10).This
will push the injection pump out of the injection
pump sprocket.
Fig. 7 INJECTION PUMP SPROCKET
RETAINING NUT REMOVAL/INSTALLATION
1 - IDLER PULLEY
2 - TIMING BELT
3 - VM.1055
4 - INJECTION PUMP SPROCKET
Fig. 8 VM.1067 FEET INSTALLATION
1 - OUTER TIMING BELT SEALING SURFACE
2 - TIMING BELT
3 - TIMING BELT SPROCKET
4 - FEET FOR SPECIAL TOOL VM.1067
5 - INNER TIMING BELT COVER
RGFUEL DELIVERY14a-7
FUEL INJECTION PUMP (Continued)

(3) Align the lock cylinder with the grooves in the
housing. Slide the lock cylinder into the housing
until the tab sticks through the opening in the hous-
ing.
(4) Turn the key to the Off position. Remove the
key.
(5) Install lower steering column shroud.
(6) Install steering column cover.
(7) Connect negative cable to battery.
GEAR SHIFT LEVER
REMOVAL
(1) Remove the knee blocker (Refer to 23 - BODY/
INSTRUMENT PANEL/STEERING COLUMN
OPENING COVER - REMOVAL).
(2) Remove the knee blocker reinforcement (Refer
to 23 - BODY/INSTRUMENT PANEL/KNEE
BLOCKER - REMOVAL).
(3) Remove the upper and lower shrouds (Refer to
19 - STEERING/COLUMN/LOWER SHROUD -
REMOVAL).
(4) Remove the cluster trim bezel (Refer to 23 -
BODY/INSTRUMENT PANEL/CLUSTER BEZEL -
REMOVAL).
(5) Remove the fixed shroud from the column.
(6) Disconnect the electrical connector to the BTSI.
(7) Remove the two screws securing the BTSI to
the steering column. (Fig. 9)(8) Disconnect the SKIM electrical wire connector.
(9) Remove the SKIM from the steering column.
(10) Disconnect the autostick wiring connector (if
equipped with autostick).
(11) Disconnect the shifter cable at the shifter.
(12) Remove the three screws securing the shifter
to the steering column. (Fig. 10)
(13) Remove the shift lever from the column.
INSTALLATION
(1) Install the shifter cable to the shifter.
(2) Install the three screws securing the shifter to
the steering column.
(3) Install the shifter cable at the handle.
(4) Install the SKIM to the steering column.
(5) Reconnect the SKIM electrical wire connector.
(6) Reconnect the autostick wiring connector (if
equipped with autostick).
(7) Install the two screws securing the BTSI to the
steering column.
(8) Reconnect the electrical connector to the BTSI.
(9) Install the fixed shroud to the column.
(10) Install the cluster trim bezel (Refer to 23 -
BODY/INSTRUMENT PANEL/CLUSTER BEZEL -
INSTALLATION).
(11) Install the upper and lower shrouds (Refer to
19 - STEERING/COLUMN/LOWER SHROUD -
INSTALLATION).
(12) Install the knee blocker reinforcement (Refer
to 23 - BODY/INSTRUMENT PANEL/KNEE
BLOCKER - INSTALLATION).
(13) Install the knee blocker (Refer to 23 - BODY/
INSTRUMENT PANEL/STEERING COLUMN
OPENING COVER - INSTALLATION).
Fig. 9 SHIFT LEVER / B.T.S.I
1 - B.T.S.I.
2 - SHIFT LEVER
Fig. 10 SHIFT LEVER
RSCOLUMN19-15
KEY/LOCK CYLINDER (Continued)