oil level CHRYSLER VOYAGER 2002 User Guide

INSTALLATION
NOTE: When the transaxle cooler lines are removed
from the rolled-groove type fittings at the cooler
and transaxle, damage to the inner wall of hose will
occur. To prevent potential leakage, the cooler
hoses must be replaced.
(1) Connect hoses to cooler and transaxle fittings
(Fig. 3) or (Fig. 4).
(2) Using appropriate pliers, position clamps over
fittings and release tension.
(3) Start engine and check transaxle fluid level.
Adjust fluid level as necessary.
Fig. 4 TRANSAXLE OIL COOLER LINES - 31TH
1 - FITTING - COOLER RETURN
2 - FITTING - COOLER SUPPLY
3 - HOSES - TRANSAXLE COOLER
4 - FITTING - COOLER OUTLET
5 - FITTING - COOLER INLET
7 - 40 TRANSMISSIONRS
TRANSMISSION OIL COOLER LINES (Continued)
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COOLING SYSTEM DIAGNOSIS-DIESEL ENGINE
CONDITION POSSIBLE CAUSES CORRECTION
TEMPERATURE GAUGE
READS LOW1. Diesel engines, due to their
inherent effiency are slower to warm
up than gasoline powered engines,
and will operate at lower
temperatures when the vehicle is
unloaded.1. The low gauge reading may
be normal. Refer to thermostats
in the manual text for
information. See Thermostat
Diagnosis-Diesel Engine.
2. Is the temperature gauge
connected to the temperature gauge
coolant sensor on the engine?2. Check, the engine
temperature sensor connector
in the engine compartment.
3. Is the temperature gauge
operating OK?3. Check gauge operation.
Repair as necessary.
4. Coolant level low in cold ambient
temperatures accompanied with poor
heater performance.4. Check coolant level in the
coolant tank. Inspect system for
leaks. Repair leaks as
necessary. Refer to the Coolant
section for WARNINGS and
precautions before removing
the pressure cap.
5. Improper operation of internal
heater doors or heater controls.5. Inspect heater and repair as
necessary. Refer to Heating
and Air Conditioning for
procedures.
TEMPERATURE GAUGE
READS HIGH. COOLANT
MAY OR MAY NOT BE
LOST OR LEAKING FROM
COOLING SYSTEM1. Trailer is being towed, a steep hill
is being climbed, vehicle is operated
in slow moving traffic, or engine is
being idled with very high ambient
(outside) temperature and the air
conditioning is on. Higher altitudes
could aggravate these conditions.1. This may be a temporary
condition and repair is not
necessary. Turn off the air
conditioning and attempt to
drive the vehicle without any of
the previous conditions.
Observe the temperature
gauge. The gauge should return
to the normal range. If the
gauge does not return to
normal range, determine the
cause for the overheating and
repair.
2. Temperature gauge reading
incorrectly.2. Check gauge. Refer to I/P
group.
3. Coolant low in coolant tank and
radiator.3. Check for coolant leaks and
repair as necessary.
4. Pressure cap not installed tightly.
If cap is loose, boiling point of
coolant will be lowered.4. Tighten cap.
5. Poor seals at pressure/vent cap. 5. (a) Check condition of cap
and cap seals. (b) Check
condition of coolant tank filler
neck. Make sure it does not
leak pressure.
7a - 2 COOLING 2.5L TURBO DIESELRG
COOLING 2.5L TURBO DIESEL (Continued)
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CONDITION POSSIBLE CAUSES CORRECTION
5. Coolant level low in the coolant
tank (air will build up in the cooling
system causing the thermostat to
open late).5. Check and correct coolant
leaks.
6. Cylinder head gasket leaking
allowing exhaust gases to enter the
cooling system causing the
thermostat to open late.6. (a) Check for cylinder head
gasket leaks with a
commercially available leak
tester. (b) Check for coolant in
engine oil. Inspect for white
steam emitting from exhaust
system. Repair as necessary.
7. Water pump impeller loose on
shaft.7. Check water pump and
replace as necessary.
8. Loose accessory drive belt (water
pump slipping).8. Check and correct as
necessary.
9. Air leak on the suction side of the
water pump allowing air to build up
in the cooling system causing the
thermostat to open late.9. Locate leak and repair as
necessary.
PRESSURE CAP IS
BLOWING OFF STEAM
AND/OR COOLANT.
TEMPERATURE GAUGE
READING MAY BE ABOVE
NORMAL BUT NOT HIGH.
COOLANT LEVEL MAY BE
HIGH IN COOLANT TANK1. Pressure relief valve in pressure/
vent cap is defective.1. Check condition of
pressure/vent cap and cap
seals.
2. Head gasket leak or cracked
cylinder head.2. Repair as necessary.
COOLANT LOSS TO THE
GROUND WITHOUT
PRESSURE CAP
BLOWOFF. GAUGE IS
READING HIGH OR HOT1. Coolant leaks in radiator, cooling
system hoses, water pump, or
engine.1. Pressure test cooling system
and repair as necessary.
HOSE OR HOSES
COLLAPSE WHEN
ENGINE IS COOLING1. Vacuum created in cooling system
on engine cool-down is not being
relieved through pressure/vent cap.1. Cap relief valve stuck.
Replace if necessary.
NOISY FAN 1. Cooling fan blades loose. 1. Replace cooling fan
assembly.
2. Cooling fan blades striking a
surrounding object.2. Locate point of fan blade
contact and repair as
necessary.
3. Air obstructions at radiator or A/C
condensor.3. Remove obstructions or
clean debris from radiator or
A/C condensor.
7a - 4 COOLING 2.5L TURBO DIESELRG
COOLING 2.5L TURBO DIESEL (Continued)
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CONDITION POSSIBLE CAUSES CORRECTION
4. Has undercoating been applied to
any unnecessary components?4. Clean undercoating as
necessary.
STEAM IS COMING FROM
FRONT OF VEHICLE
NEAR GRILL AREA WHEN
WEATHER IS WET,
ENGINE IS WARMED UP
AND RUNNING, AND
VEHICLE IS STATIONARY.
TEMPERATURE GAUGE
IS IN NORMAL RANGE1. During wet weather, moisture
(snow, ice, or rain condensation) on
the radiator will evaporate when the
thermostat opens. This opening
allows heated water into the radiator.
When the moisture contacts the hot
radiator, steam may be emitted. This
usually occurs in cold weather with
no fan or airflow to blow it away.1. Occasional steam emitting
from this area is normal. No
repair is necessary.
COOLANT ODOR 1. Coolant color is not necessarily an
indication of adequate corrosion or
temperature protection. Do not rely
on coolant color for determining
condition of coolant.1. Refer to Coolant in this group
for antifreeze tests. Adjust
antifreeze-to-water ratio as
necessary.
COOLANT LEVEL
CHANGES IN COOLANT
TANK. TEMPERATURE
GAUGE IS IN NORMAL
RANGE1. Level changes are to be expected
as coolant volume fluctuates with
engine temperature. If the level in
the tank was between the HOT and
COLD marks at normal engine
operating temperature, the level
should return to within that range
after operation at elevated
temperatures.1. This a normal condition. No
repair necessary.
DIAGNOSIS AND TESTING - COOLING SYSTEM
LEAK TEST
WARNING: THE WARNING WORDS ªDO NOT OPEN
HOTº ON THE RADIATOR PRESSURE CAP IS A
SAFETY PRECAUTION. WHEN HOT, PRESSURE
BUILDS UP IN COOLING SYSTEM. TO PREVENT
SCALDING OR INJURY, THE RADIATOR CAP
SHOULD NOT BE REMOVED WHILE THE SYSTEM
IS HOT OR UNDER PRESSURE.
With engine not running, remove pressure/vent cap
from the coolant recovery pressure container and
wipe the filler neck sealing seat clean. The coolant
recovery pressure container should be full.
Attach the Cooling System Tester 7700 or equiva-
lent to the radiator, as shown in (Fig. 1) and apply
104 kPa (15 psi) pressure. If the pressure drops more
than 13.8 kPa (2 psi) in 2 minutes, inspect all points
for external leaks.
All radiator and heater hoses should be shaken
while at 104 kPa (15 psi), since some leaks occur only
while driving due to engine movement.
If there are no external leaks, after the gauge dial
shows a drop in pressure, detach the tester. Startengine and run until the thermostat opens, allowing
the coolant to expand. Reattach the cooling system
tester. If the needle on the dial fluctuates it indicates
a combustion leak, usually a head gasket leak.
WARNING: WITH TOOL IN PLACE, PRESSURE WILL
BUILD UP FAST. EXCESSIVE PRESSURE BUILT UP,
BY CONTINUOUS ENGINE OPERATION, MUST BE
RELEASED TO A SAFE PRESSURE POINT. NEVER
PERMIT PRESSURE TO EXCEED 138 kPa (20 psi).
If the needle on the dial does not fluctuate, raise
the engine rpm a few times. If an abnormal amount
of coolant or steam emits from the tailpipe, it may
indicate a coolant leak caused by a faulty head gas-
ket, cracked engine block, or cracked cylinder head.
There may be internal leaks that can be deter-
mined by removing the oil dipstick. If water globules
appear intermixed with the oil it will indicate an
internal leak in the engine. If there is an internal
leak, the engine must be disassembled for repair.
7a - 6 COOLING 2.5L TURBO DIESELRG
COOLING 2.5L TURBO DIESEL (Continued)
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STANDARD PROCEDURE
STANDARD PROCEDURE - COOLANT SERVICE
For engine coolant recommended service schedule,
(Refer to LUBRICATION & MAINTENANCE/MAIN-
TENANCE SCHEDULES - DESCRIPTION).
STANDARD PROCEDURE - ADDING
ADDITIONAL COOLANT
The pressure/vent cap should not be removed
from the coolant recovery pressure container
when the engine is hot.When additional coolant is
needed to maintain this level, it should be added to
the coolant recovery pressure container (Fig. 1). Use
only 50/50 mix of ethylene glycol type antifreeze and
distilled water. For the recommeded antifreeze/cool-
ant type (Refer to LUBRICATION & MAINTE-
NANCE/FLUID TYPES - DESCRIPTION).
CAUTION: Do not use well water, or suspect water
supply in cooling system. A 50/50 ethylene glycol
and distilled water mix is recommended. For the
recommeded antifreeze/coolant type (Refer to
LUBRICATION & MAINTENANCE/FLUID TYPES -
DESCRIPTION).
STANDARD PROCEDURE - COOLANT LEVEL
CHECK
NOTE: Do not remove pressure/vent cap for routine
coolant level inspections.
The coolant reserve system provides a quick visual
method for determining the coolant level without
removing the pressure/vent cap.With the engine
cold and not running,simply observe the level of
the coolant in the coolant recovery pressure container
(Fig. 2). The coolant level should be between the MIN
and MAX marks.
STANDARD PROCEDURE - COOLING SYSTEM
FILLING
(1) Remove pressure vent cap from coolant recov-
ery pressure container.
(2) Loosen air bleed screw on the thermostat hous-
ing (Fig. 9).
(3) Slowly fill the cooling through the coolant
recovery pressure container until a steady stream of
coolant comes out of the air bleed.
(4) Tighten the air bleed screw.
Fig. 1 UNDERHOOD FLUID FILL LOCATIONS
1 - COOLANT PRESSURE/VENT CAP
2 - BRAKE MASTER CYLINDER
3 - INTELLIGENT POWER MODULE
4 - BATTERY
5 - COOLANT RECOVERY PRESSURE CONTAINER6 - OIL DIPSTICK
7 - WINDSHIELD SOLVENT RESEVOIR
8 - AIR FILTER HOUSING
9 - ENGINE OIL FILL CAP
7a - 16 ENGINERG
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(5) Continue filling coolant recovery pressure con-
tainer until level reaches the full line.
(6) Without installing the pressure/vent cap, start
and run engine at idle for a couple minutes.
(7) Recheck coolant level and fill as necessary.
(8) Install pressure/vent cap and drive vehicle for
approx. 10 km to reach normal operating tempera-
tures.
(9) Allow vehicle to cool. Check and fill coolant as
needed.
STANDARD PROCEDURE - COOLING SYSTEM
DRAINING
WARNING: DO NOT REMOVE OR LOOSEN THE
COOLANT PRESSURE/VENT CAP, CYLINDER
BLOCK DRAIN PLUGS, OR THE DRAINCOCK WHEN
THE SYSTEM IS HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM THE COOLANT
CAN OCCUR.(1)Without removing pressure/vent cap and
with system not under pressure, open the drain-
cock. The draincock is located on the lower right side
of radiator (Fig. 3).
(2) After the coolant recovery pressure container is
empty, then remove coolant pressure/vent cap.
COOLANT RECOVERY PRESS
CONTAINER
DESCRIPTION
The coolant recovery pressure container is
mounted in the engine compartment next to the bat-
tery. The coolant recovery pressure container is made
of plastic (Fig. 4).
OPERATION
The coolant recovery pressure container works
with the pressure/vent cap to use thermal expansion
and contraction of the coolant to keep the coolant
free of trapped air. Provides a convenient and safe
method for checking coolant level and adjusting level
at atmospheric pressure without removing the pres-
sure/vent cap. It also provides some reserve coolant
to cover deaeration, evaporation, or boiling losses.
Fig. 2 COOLANT RECOVERY PRESSURE
CONTAINER LOCATION
1 - PRESSURE/VENT CAP
2 - BRAKE MASTER CYLINDER
3 - BATTERY
4 - BATTERY SHIELD
5 - COOLANT RECOVERY PRESSURE CONTAINER RETAING
CLIP
6 - ENGINE COVER
7 - COOLANT RECOVERY PRESSURE CONTAINER
Fig. 3 DRAINCOCK LOCATION
1 - RADIATOR
2 - DRAINCOCK
3 - LOWER RADIATOR SUPPORT
4 - ELECTRIC COOLING FAN
RGENGINE7a-17
COOLANT (Continued)
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RADIATOR PRESSURE CAP
DESCRIPTION
The cooling system pressure cap is located on the
radiator. The cap construction includes; stainless
steel swivel top, rubber seals, and retainer, main
spring, and a spring loaded valve (Fig. 19).
OPERATION
The cooling system is equipped with a pressure cap
that releases excessive pressure; maintaining a range
of 97-124 kPa (14-18 psi).
The cooling system will operate at higher than
atmospheric pressure. The higher pressure raises the
coolant boiling point thus, allowing increased radia-
tor cooling capacity.
There is also a vent valve in the center of the cap.
This valve also opens when coolant is cooling and
contracting, allowing the coolant to return to cooling
system from coolant reserve system tank by vacuum
through a connecting hose.If valve is stuck shut,
or the coolant recovery hose is pinched, the
radiator hoses will be collapsed on cool down.
Clean the vent valve (Fig. 19) and inspect cool-
ant recovery hose routing, to ensure proper
sealing when boiling point is reached.
The gasket in the cap seals the filler neck, so that
vacuum can be maintained, allowing coolant to be
drawn back into the radiator from the reserve tank.
If the gasket is dirty or damaged, a vacuum
may not be achieved, resulting is loss of coolant
and eventual overheating due to low coolant
level in radiator and engine.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - COOLING SYSTEM
PRESSURE CAP
Dip the pressure cap in water. Clean any deposits
off the vent valve or its seat and apply cap to end of
the Pressure Cap Test Adaptor that is included with
the Cooling System Tester 7700. Working the
plunger, bring the pressure to 104 kPa (15 psi) on the
gauge. If the pressure cap fails to hold pressure of at
least 97 kPa (14 psi), replace the pressure cap.
CAUTION: The Cooling System Tester Tool is very
sensitive to small air leaks that will not cause cool-
ing system problems. A pressure cap that does not
have a history of coolant loss should not be
replaced just because it leaks slowly when tested
with this tool. Add water to the tool. Turn tool
upside down and recheck pressure cap to confirm
that cap is bad.
If the pressure cap tests properly while positioned
on Cooling System Tester (Fig. 20), but will not hold
pressure or vacuum when positioned on the filler
neck. Inspect the filler neck and cap top gasket for
irregularities that may prevent the cap from sealing
properly.
Fig. 19 Cooling System Pressure Cap Filler Neck
1 - OVERFLOW NIPPLE
2 - MAIN SPRING
3 - GASKET RETAINER
4 - STAINLESS-STEEL SWIVEL TOP
5 - RUBBER SEALS
6 - VENT VALVE
7 - PRESSURE BOTTLE
8 - FILLER NECK
Fig. 20 Testing Cooling System Pressure Cap
1 - PRESSURE CAP
2 - PRESSURE TESTER
RGENGINE7a-25
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(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC
SCAN TOOL
CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P0330 Knock Sensor #2 Circuit Knock sensor (#2) signal above or below minimum
acceptable threshold voltage at particular engine speeds.
P0335 Crankshaft Position Sensor Circuit A rationality error has been detected for loss of crankshaft
position sensor.
P0339 Crankshaft Position Sensor Circuit
IntermittentA rationality error has been detected for intermittent loss of
crankshaft position sensor.
P0340 (M) Camshaft Position Sensor Circuit A rationality error has been detected for loss of camshaft
position sensor.
P0344 Camshaft Position Sensor Circuit
IntermittentA rationality error has been detected for intermittent loss of
camshaft position sensor.
P0350 Ignition Coil Draws Too Much Current A coil (1-5) is drawing too much current.
P0351 (M) Ignition Coil Primary # 1 Circuit Peak primary circuit current not achieved with maximum
dwell time.
P0352 (M) Ignition Coil Primary # 2 Circuit Peak primary circuit current not achieved with maximum
dwell time.
P0353 (M) Ignition Coil Primary # 3 Circuit Peak primary circuit current not achieved with maximum
dwell time.
P0354 (M) Ignition Coil Primary# 4 Circuit Peak primary circuit current not achieved with maximum
dwell time (High Impedance).
P0355 (M) Ignition Coil Primary # 5 Circuit Peak primary circuit current not achieved with maximum
dwell time (High Impedance).
P0356 (M) Ignition Coil Primary # 6 Circuit Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0357 Ignition Coil Primary # 7 Circuit Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0358 Ignition Coil Primary # 8 Circuit Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0400 Diesel EGR System Failure
P0401 (M) EGR System Failure Required change in air/fuel ration not detected during
diagnostic test.
P0403 (M) EGR Solenoid Circuit An open or shorted condition detected in the EGR solenoid
control circuit.
P0404 (M) EGR Position Sensor Rationality EGR position sensor signal does not correlate to EGR duty
cycle.
P0405 (M) EGR Position Sensor Volts Too Low EGR position sensor input below the acceptable voltage
range.
P0406 (M) EGR Position Sensor Volts Too High EGR position sensor input above the acceptable voltage
range.
P0412 Secondary Air Solenoid Circuit An open or shorted condition detected in the secondary air
(air switching/aspirator) solenoid control circuit.
P0420 (M) 1/1 Catalytic Converter Efficiency Catalyst 1/1 efficiency below required level.
P0432 (M) 1/2 Catalytic Converter Efficiency Catalyst 2/1 efficiency below required level.
P0440 General EVAP System Failure General system failure.
RSELECTRONIC CONTROL MODULES8E-17
POWERTRAIN CONTROL MODULE (Continued)
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SHIFT SCHEDULES
As mentioned earlier, the TCM has programming that
allows it to select a variety of shift schedules. Shift
schedule selection is dependent on the following:
²Shift lever position
²Throttle position
²Engine load²Fluid temperature
²Software level
As driving conditions change, the TCM appropri-
ately adjusts the shift schedule. Refer to the follow-
ing chart to determine the appropriate operation
expected, depending on driving conditions.
Schedule Condition Expected Operation
Extreme ColdOil temperature at start-up below
-16É FPark, Reverse, Neutral and 2nd
gear only (prevents shifting which
may fail a clutch with frequent
shifts)
ColdOil temperature at start-up above
-12É F and below 36É F± Delayed 2-3 upshift
(approximately 22-31 mph)
± Delayed 3-4 upshift (45-53 mph)
± Early 4-3 costdown shift
(approximately 30 mph)
± Early 3-2 coastdown shift
(approximately 17 mph)
± High speed 4-2, 3-2, 2-1 kickdown
shifts are prevented
± No EMCC
WarmOil temperature at start-up above
36É F and below 80 degree F± Normal operation (upshift,
kickdowns, and coastdowns)
± No EMCC
HotOil temperature at start-up above
80É F± Normal operation (upshift,
kickdowns, and coastdowns)
± Full EMCC, no PEMCC except to
engage FEMCC (except at closed
throttle at speeds above 70-83 mph)
OverheatOil temperature above 240É F or
engine coolant temperature above
244É F± Delayed 2-3 upshift (25-32 mph)
± Delayed 3-4 upshift (41-48 mph)
± 3rd gear FEMCC from 30-48 mph
± 3rd gear PEMCC from 27-31 mph
Super OverheatOil temperature above 260É F ± All9Overheat9shift schedule
features apply
± 2nd gear PEMCC above 22 mph
± Above 22 mph the torque
converter will not unlock unless the
throttle is closed or if a wide open
throttle 2nd PEMCC to 1 kickdown
is made
8E - 30 ELECTRONIC CONTROL MODULESRS
TRANSMISSION CONTROL MODULE (Continued)
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SPECIAL TOOLS
BATTERY SYSTEM SPECIAL TOOLS
BATTERY
DESCRIPTION
There are three different batteries available on this
model. Vehicles equipped with a diesel engine utilize
a spiral wound plate designed battery with recombi-
nation technology. This is a maintenance-free battery
that is capable of delivering more power than a con-
ventional battery. This additional power is required
by a diesel engine during cold cranking. Vehicles
equipped with a gasoline engine utilize a conven-
tional battery. Refer to the following information for
detailed differences and descriptions of these batter-
ies.
SPIRAL PLATE BATTERY - DIESEL ENGINE
Spiral plate technology takes the elements of tradi-
tional batteries - lead and sulfuric acid - to the next
level. By tightly winding layers of spiral grids and
acid-permeated vitreous separators into cells, the
manufacturer has developed a battery with more
power and service life than conventional batteries the
same size. The spiral plate battery is completely, per-
manently sealed. Through gas recombination, hydro-
gen and oxygen within the battery are capturedduring normal charging and reunited to form the
water within the electrolyte, eliminating the need to
add distilled water. Therefore, these batteries have
non-removable battery vent caps (Fig. 4). Watercan-
notbe added to this battery.
The acid inside an spiral plate battery is bound
within the vitreous separators, ending the threat of
acid leaks. This feature allows the battery to be
installed in any position anywhere in the vehicle.
Spiral plate technology is the process by which the
plates holding the active material in the battery are
wound tightly in coils instead of hanging flat, like
conventional batteries. This design has a lower inter-
nal resistance and also increases the active material
surface area.
WARNING: NEVER EXCEED 14.4 VOLTS WHEN
CHARGING A SPIRAL PLATE BATTERY. PERSONAL
INJURY AND/OR BATTERY DAMAGE MAY RESULT.
Due to the maintanance-free design, distilled water
cannot be added to this battery. Therefore, if more
than 14.4 volts are used during the spiral plate bat-
tery charging process, water vapor can be exhausted
through the pressure-sensitive battery vents and lost
for good. This can permanently damage the spiral
plate battery. Never exceed 14.4 volts when charging
a spiral plate battery. Personal injury and/or battery
damage may result.
MICRO 420 BATTERY TESTER
Fig. 4 MAINTENANCE-FREE DIESEL ENGINE
BATTERY
RSBATTERY SYSTEM8F-7
BATTERY SYSTEM (Continued)
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