electr CHRYSLER VOYAGER 2002 Service Manual
[x] Cancel search | Manufacturer: CHRYSLER, Model Year: 2002, Model line: VOYAGER, Model: CHRYSLER VOYAGER 2002Pages: 2399, PDF Size: 57.96 MB
Page 2365 of 2399
FUEL INJECTOR MECHANICAL MALFUNCTIONS
The PCM cannot determine if a fuel injector is
clogged, the needle is sticking or if the wrong injector
is installed. However, these could result in a rich or
lean condition causing the PCM to store a diagnostic
trouble code for either misfire, an oxygen sensor, or
the fuel system.
EXCESSIVE OIL CONSUMPTION
Although the PCM monitors engine exhaust oxygen
content when the system is in closed loop, it cannot
determine excessive oil consumption.
THROTTLE BODY AIR FLOW
The PCM cannot detect a clogged or restricted air
cleaner inlet or filter element.
VACUUM ASSIST
The PCM cannot detect leaks or restrictions in the
vacuum circuits of vacuum assisted engine control
system devices. However, these could cause the PCM
to store a MAP sensor diagnostic trouble code and
cause a high idle condition.
PCM SYSTEM GROUND
The PCM cannot determine a poor system ground.
However, one or more diagnostic trouble codes may
be generated as a result of this condition. The mod-
ule should be mounted to the body at all times, also
during diagnostic.
PCM CONNECTOR ENGAGEMENT
The PCM may not be able to determine spread or
damaged connector pins. However, it might store
diagnostic trouble codes as a result of spread connec-
tor pins.
DESCRIPTION - MONITORED SYSTEMS
There are new electronic circuit monitors that
check fuel, emission, engine and ignition perfor-
mance. These monitors use information from various
sensor circuits to indicate the overall operation of the
fuel, engine, ignition and emission systems and thus
the emissions performance of the vehicle.
The fuel, engine, ignition and emission systems
monitors do not indicate a specific component prob-
lem. They do indicate that there is an implied prob-
lem within one of the systems and that a specific
problem must be diagnosed.
If any of these monitors detect a problem affecting
vehicle emissions, the Malfunction Indicator (Check
Engine) Lamp will be illuminated. These monitors
generate Diagnostic Trouble Codes that can be dis-
played with the a DRBIIItscan tool.
The following is a list of the system monitors:
²EGR Monitor (if equipped)²Misfire Monitor
²Fuel System Monitor
²Oxygen Sensor Monitor
²Oxygen Sensor Heater Monitor
²Catalyst Monitor
²Evaporative System Leak Detection Monitor (if
equipped)
Following is a description of each system monitor,
and its DTC.
Refer to the appropriate Powertrain Diagnos-
tics Procedures manual for diagnostic proce-
dures.
OXYGEN SENSOR (O2S) MONITOR
Effective control of exhaust emissions is achieved
by an oxygen feedback system. The most important
element of the feedback system is the O2S. The O2S
is located in the exhaust path. Once it reaches oper-
ating temperatures of 300É to 350ÉC (572É to 662ÉF),
the sensor generates a voltage that is inversely pro-
portional to the amount of oxygen in the exhaust.
The information obtained by the sensor is used to
calculate the fuel injector pulse width. The PCM is
programmed to maintain the optimum air/fuel ratio.
At this mixture ratio, the catalyst works best to
remove hydrocarbons (HC), carbon monoxide (CO)
and nitrous oxide (NOx) from the exhaust.
The O2S is also the main sensing element for the
EGR (if equipped), Catalyst and Fuel Monitors.
The O2S may fail in any or all of the following
manners:
²Slow response rate
²Reduced output voltage
²Dynamic shift
²Shorted or open circuits
Response rate is the time required for the sensor to
switch from lean to rich once it is exposed to a richer
than optimum A/F mixture or vice versa. As the sen-
sor starts malfunctioning, it could take longer to
detect the changes in the oxygen content of the
exhaust gas.
The output voltage of the O2S ranges from 0 to 1
volt. A good sensor can easily generate any output
voltage in this range as it is exposed to different con-
centrations of oxygen. To detect a shift in the A/F
mixture (lean or rich), the output voltage has to
change beyond a threshold value. A malfunctioning
sensor could have difficulty changing beyond the
threshold value.
OXYGEN SENSOR HEATER MONITOR
If there is an oxygen sensor (O2S) DTC as well as
a O2S heater DTC, the O2S fault MUST be repaired
first. After the O2S fault is repaired, verify that the
heater circuit is operating correctly.
25 - 6 EMISSIONS CONTROLRS
EMISSIONS CONTROL (Continued)
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Technicians can display stored DTC's. Refer to
Diagnostic Trouble Codes (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/POWER-
TRAIN CONTROL MODULE - DESCRIPTION). For
obtaining the DTC information, use the Data Link
Connector with the DRBIIItscan tool (Fig. 1).
DRB IIITSTATE DISPLAY TEST MODE
OPERATION
The switch inputs to the Powertrain Control Mod-
ule (PCM) have two recognized states; HIGH and
LOW. For this reason, the PCM cannot recognize the
difference between a selected switch position versus
an open circuit, a short circuit, or a defective switch.
If the State Display screen shows the change from
HIGH to LOW or LOW to HIGH, assume the entire
switch circuit to the PCM functions properly. From
the state display screen, access either State Display
Inputs and Outputs or State Display Sensors.
Fig. 1 Data Link Connector
25 - 10 EMISSIONS CONTROLRS
EMISSIONS CONTROL (Continued)
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EVAP/PURGE SOLENOID
DESCRIPTION
All vehicles use a proportional purge solenoid (Fig.
2). The solenoid regulates the rate of vapor flow from
the EVAP canister to the throttle body. The PCM
operates the solenoid.
OPERATION
During the cold start warm-up period and the hot
start time delay, the PCM does not energize the sole-
noid. When de-energized, no vapors are purged.
The proportional purge solenoid operates at a fre-
quency of 200 hz and is controlled by an engine con-
troller circuit that senses the current being applied
to the proportional purge solenoid and then adjusts
that current to achieve the desired purge flow. The
proportional purge solenoid controls the purge rate of
fuel vapors from the vapor canister and fuel tank to
the engine intake manifold.
REMOVAL
The solenoid attaches to a bracket near the radia-
tor on the passenger side of vehicle (Fig. 3). The sole-
noid will not operate unless it is installed correctly.
(1) Disconnect electrical connector from solenoid.
(2) Disconnect vacuum tubes from solenoid.
(3) Remove solenoid from bracket.
INSTALLATION
The solenoid attaches to a bracket near the radia-
tor on the passenger side of vehicle. The solenoid will
not operate unless it is installed correctly.The top of the solenoid has TOP printed on it. The
solenoid will not operate unless it is installed cor-
rectly.
(1) Install solenoid on bracket.
(2) Connect vacuum tube to solenoid.
(3) Connect electrical connector to solenoid.
FUEL FILLER CAP
DESCRIPTION
The plastic fuel fill cap is threaded/quarter turn
onto the end of the fuel filler tube. It's purpose is to
retain vapors and fuel in the fuel tank.
OPERATION
The fuel filler cap incorporates a two-way relief
valve that is closed to atmosphere during normal
operating conditions. The relief valve is calibrated to
open when a pressure of 17 kPa (2.5 psi) or vacuum
of 2 kPa (0.6 in. Hg) occurs in the fuel tank. When
the pressure or vacuum is relieved, the valve returns
to the normally closed position.
CAUTION: Remove the fuel filler cap to release fuel
tank pressure before disconnecting any fuel system
component.
Fig. 2 Proportional Purge Solenoid
Fig. 3 EVAP PURGE SOLENOID
1 - EVAP Purge Solenoid
2 - EGR VAlve
3 - Generator
RSEVAPORATIVE EMISSIONS25-13
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LEAK DETECTION PUMP
REMOVAL
(1) Disconnect the negative battery cable.
(2) Raise and support the vehicle.
(3) Remove 3 hoses (Fig. 4).
(4) Remove the electrical connector (Fig. 5).
(5) Remove the 3 screws and remove LDP pump.
INSTALLATION
(1) Install LDP.
(2) Install the 3 screws and tighten (Fig. 5).
(3) Install the electrical connector.
(4) Install the 3 hoses (Fig. 4).
(5) Lower vehicle.
(6) Connect the negative battery cable.
ORVR
OPERATION
The emission control principle used in the ORVR
system is that the fuel flowing into the filler tube
(appx. 1º I.D.) creates an aspiration effect which
draws air into the fill tube (Fig. 6). During refueling,
the fuel tank is vented to the vapor canister to cap-
ture escaping vapors. With air flowing into the filler
tube, there are no fuel vapors escaping to the atmo-
sphere. Once the refueling vapors are captured by
the canister, the vehicle's computer controlled purge
system draws vapor out of the canister for the engine
to burn. The vapors flow is metered by the purge
solenoid so that there is no or minimal impact on
driveability or tailpipe emissions.
As fuel starts to flow through the fill tube, it opens
the normally closed check valve and enters the fuel
tank. Vapor or air is expelled from the tank through
the control valve to the vapor canister. Vapor is
absorbed in the canister until vapor flow in the lines
stops, either following shut-off or by having the fuel
level in the tank rise high enough to close the control
valve. The control valve(Refer to 14 - FUEL SYS-
TEM/FUEL DELIVERY/FUEL TANK - OPERATION)
contains a float that rises to seal the large diameter
vent path to the canister. At this point in the fueling
of the vehicle, the tank pressure increases, the check
valve closes (preventing tank fuel from spitting back
at the operator), and fuel then rises up the filler tube
to shut-off the dispensing nozzle.
If the engine is shut-off while the On-Board diag-
nostics test is running, low level tank pressure can
be trapped in the fuel tank and fuel can not be added
to the tank until the pressure is relieved. This is due
to the leak detection pump closing the vapor outlet
from the top of the tank and the one-way check valve
not allowing the tank to vent through the fill tube to
atmosphere. Therefore, when fuel is added, it will
back-up in the fill tube and shut off the dispensing
nozzle. The pressure can be eliminated in two ways:
1. Vehicle purge must be activated and for a long
enough period to eliminate the pressure. 2. Removing
the fuel cap and allowing enough time for the system
to vent thru the recirulation tube.
Fig. 4 LDP LOCATION
Fig. 5 LDP REMOVAL/INSTALLATION
25 - 14 EVAPORATIVE EMISSIONSRS
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(2) Disconnect the fresh air makeup hose on rear
valve cover.
(3) Remove the air box bolt.
(4) Remove the hose clamp at throttle body.
(5) Unlatch 2 clamps for air box cover.
(6) Remove air box cover.
(7) Disconnect the washer fluid fill hose.
(8) Remove air box.
(9) Remove the 2 bolts at the EGR valve.
(10) Remove the 2 bolts at the intake manifold.
(11) Remove front EGR tube.
REMOVAL - REAR TUBE - 3.5L
(1) Remove the battery, refer to the Battery sec-
tion.
(2) Remove the Battery tray/vacuum reservoir.
(3) Remove the speed control servo and bracket
and relocate.
(4) Remove the 2 bolts from the EGR valve.
(5) Remove the 2 bolts from the rear cylinder
head.
(6) Remove the EGR rear tube.
INSTALLATION
INSTALLATION - 2.4L
(1) Loose install EGR tube and gasket with attach-
ing bolts at intake manifold.
(2) Loose install EGR tube and gasket with attach-
ing bolts at EGR valve.
(3) Tighten bolts to EGR valve to 11.9 N´m (105
20 ins. lbs.).
(4) Tighten bolts to Intake manifold to 11.9 N´m
(105 20 ins. lbs.).
INSTALLATION - FRONT TUBE - 3.5L
(1) Install front EGR tube and gaskets.
(2) Install the 2 bolts at the EGR valve.
(3) Install the 2 bolts at the intake manifold.
(4) Tighten all 4 bolts.
(5) Install air box.
(6) Connect the washer fluid fill hose.
(7) Install air box cover.
(8) Latch 2 clamps for air box cover.
(9) Install the hose clamp at throttle body.
(10) Install the air box bolt.
(11) Connect the fresh air makeup hose on rear
valve cover.
(12) Connect the negative battery cable.
INSTALLATION - REAR TUBE - 3.5L
(1) Install the EGR rear tube.
(2) Install the 2 bolts to the rear cylinder head.
(3) Install the 2 bolts to the EGR valve.
(4) Tighten the 4 bolts.(5) Install the speed control servo and bracket,
refer to the speed control section.
(6) Install the Battery tray/vacuum reservoir refer
to the battery section.
(7) Install the battery, refer to the Battery section.
VA LV E
DESCRIPTION
The EGR system consists of:
²EGR tube (connects a passage in the intake
manifold to the exhaust port in the cylinder head)
²EGR valve
²Electronic EGR Transducer
²Connecting hoses
OPERATION
Refer to Monitored Systems - EGR Monitor in this
group for more information.
The engines use Exhaust Gas Recirculation (EGR)
systems. The EGR system reduces oxides of nitrogen
(NOx) in engine exhaust and helps prevent detona-
tion (engine knock). Under normal operating condi-
tions, engine cylinder temperature can reach more
than 3000ÉF. Formation of NOx increases proportion-
ally with combustion temperature. To reduce the
emission of these oxides, the cylinder temperature
must be lowered. The system allows a predetermined
amount of hot exhaust gas to recirculate and dilute
Fig. 1 EGR VALVE AND TUBE 2.4L
1 - EGR Tube
2 - EGR Valve
RSEXHAUST GAS RECIRCULATION25-21
TUBE (Continued)
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the incoming air/fuel mixture. The diluted air/fuel
mixture reduces peak flame temperature during com-
bustion.
The electric EGR transducer contains an electri-
cally operated solenoid and a back-pressure trans-
ducer (Fig. 3). The Powertrain Control Module (PCM)
operates the solenoid. The PCM determines when to
energize the solenoid. Exhaust system back-pressure
controls the transducer.
When the PCM energizes the solenoid, vacuum
does not reach the transducer. Vacuum flows to the
transducer when the PCM de-energizes the solenoid.
When exhaust system back-pressure becomes high
enough, it fully closes a bleed valve in the trans-
ducer. When the PCM de-energizes the solenoid and
back-pressure closes the transducer bleed valve, vac-
uum flows through the transducer to operate the
EGR valve.
De-energizing the solenoid, but not fully closing the
transducer bleed hole (because of low back-pressure),
varies the strength of vacuum applied to the EGR
valve. Varying the strength of the vacuum changes
the amount of EGR supplied to the engine. This pro-
vides the correct amount of exhaust gas recirculation
for different operating conditions.
This system does not allow EGR at idle.
A failed or malfunctioning EGR system can cause
engine spark knock, sags or hesitation, rough idle,
engine stalling and increased emissions.
Fig. 2 EGR VALVE AND TUBE 3.3/3.8L
Fig. 3 EGR Valve and Transducer - Typical
1 - DIAPHRAGM
2 - PISTON
3 - SPRING
4 - EGR VALVE ASSEMBLY
5 - VACUUM MOTOR
6 - VACUUM MOTOR FITTING
7 - VACUUM OUTLET FITTING TO EGR VALVE
8 - EGR VALVE CONTROL ASSEMBLY
9 - ELECTRIC SOLENOID PORTION OF VALVE CONTROL
10 - VACUUM INLET FITTING FROM ENGINE
11 - BACK-PRESSURE HOSE
12 - TRANSDUCER PORTION OF VALVE CONTROL
13 - ELECTRICAL CONNECTION POINT
14 - EGR VALVE BACK-PRESSURE FITTING
15 - EXHAUST GAS INLET
16 - STEM PROTECTOR AND BUSHING
17 - BASE
18 - MOVEMENT INDICATOR
19 - POPPET VALVE
20 - SEAT
21 - EXHAUST GAS OUTLET
25 - 22 EXHAUST GAS RECIRCULATIONRS
VALVE (Continued)
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REMOVAL
REMOVAL - 2.4L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 1).
(1) Disconnect vacuum tube from electric EGR
transducer. Inspect vacuum tube for damage.
(2) Remove electrical connector from solenoid.
(3) Remove EGR tube bolts from EGR valve.
(4) Remove EGR valve from cylinder head adaptor.
(5) Clean gasket surface and discard old gasket.
Check for any signs of leakage or cracked surfaces.
Repair or replace as necessary.
REMOVAL - 3.5L
(1) Disconnect the negative battery cable.
(2) Disconnect the fresh air makeup hose on rear
valve cover.
(3) Remove the air box bolt.
(4) Remove the hose clamp at throttle body.
(5) Unlatch 2 clamps for air box cover.
(6) Remove air box cover.
(7) Unlock the electrical connector.
(8) Disconnect the electrical connector from the
EGR valve.
(9) Remove the 2 bolts for the front EGR tube
(10) Remove the 2 bolts for the rear EGR tube
(11) Remove the 2 EGR valve mounting bolts.
(12) Remove the EGR valve.
INSTALLATION
INSTALLATION - 2.4L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 1).
(1) Assemble EGR valve with new gasket onto the
cylinder head adaptor.
(2) Loose assemble the bolts from EGR valve to
EGR tube.
(3) Loose assemble the bolts from EGR valve to
cylinder head.
(4) Tighten bolts from EGR valve to cylinder head
to 22.8 N´m (200 25 in. lbs.) torque.
(5) Tighten bolts from EGR valve to EGR tube to
11.9 N´m (105 20 in. lbs.) torque.
(6) Reconnect vacuum hose and electrical connec-
tor to electrical EGR transducer.
INSTALLATION - 3.5L
(1) Install the EGR valve.
(2) Install the 2 bolts for the rear EGR tube
(3) Install the 2 bolts for the front EGR tube
(4) Tighten the EGR tube bolts.
(5) Tighten the EGR valve mounting bolts.
(6) Connect the electrical connector to the EGR
valve.
(7) Lock the electrical connector.
(8) Install air box cover.
(9) Latch 2 clamps for air box cover.
(10) Install the hose clamp at throttle body.
(11) Connect the fresh air makeup hose on rear
valve cover.
(12) Connect the negative battery cable.
RSEXHAUST GAS RECIRCULATION25-23
VALVE (Continued)
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EMISSIONS CONTROL 2.5L TURBO DIESEL
TABLE OF CONTENTS
page page
EMISSIONS CONTROL 2.5L TURBO DIESEL
DESCRIPTION..........................1
SPECIFICATIONS - TORQUE...............2EXHAUST GAS RECIRCULATION............3
ON-BOARD DIAGNOSTICS.................6
EMISSIONS CONTROL 2.5L
TURBO DIESEL
DESCRIPTION
The 2.5L diesel Engine Control Module (ECM) con-
trols many different circuits in the fuel injection
pump and engine systems. If the ECM senses a prob-
lem with a monitored circuit that indicates an actual
problem, a Diagnostic Trouble Code (DTC) will be
stored in the ECM's memory, and eventually may
illuminate the MIL (Malfunction Indicator Lamp)
constantly while the key is on. If the problem is
repaired, or is intermittent, the ECM will erase the
DTC after 40 warm-up cycles without the the fault
detected. A warm-up cycle consists of starting the
vehicle when the engine is cold, then the engine is
warmed up to a certain temperature, and finally, the
engine temperature falls to a normal operating tem-
perature, then the key is turned off.
Certain criteria must be met for a DTC to be
entered into ECM memory. The criteria may be a
specific range of engine rpm, engine or fuel tempera-
ture and/or input voltage to the ECM. A DTC indi-
cates that the ECM has identified an abnormal
signal in a circuit or the system.
There are several operating conditions that the
ECM does not monitor and set a DTC for. Refer to
the following Monitored Circuits and Non±Monitored
Circuits in this section.
ECM MONITORED SYSTEMS
The ECM can detect certain problems in the elec-
trical system.
Open or Shorted Circuit± The ECM will not
distinguish between an open or a short to ground,
however the ECM can determine if there is excessive
current on a circuit, such as a short to voltage or a
decrease in component resistance.
Output Device Current Flow± The ECM senses
whether the output devices are electrically connected.
If there is a problem with the circuit, the ECM
senses whether the circuit is open, shorted to ground
(±), or shorted to (+) voltage.Fuel Pressure:Fuel pressure is controlled by the
fuel injection pump and fuel pressure solenoid. The
ECM uses a fuel pressure sensor to determine if a
fuel pressure problem exists.
Fuel Injector Malfunctions:The ECM can deter-
mine if a fuel injector has an electrical problem. The
fuel injectors on the diesel engine arecontrolledby
the ECM.
ECM NON±MONITORED SYSTEMS
The ECM does not monitor the following circuits,
systems or conditions that could have malfunctions
that result in driveability problems. A DTC will not
be displayed for these conditions.
Cylinder Compression:The ECM cannot detect
uneven, low, or high engine cylinder compression.
Exhaust System:The ECM cannot detect a
plugged, restricted or leaking exhaust system.
Vacuum Assist:Leaks or restrictions in the vac-
uum circuits of the Exhaust Gas Recirculation Sys-
tem (EGR) are not monitored by the ECM.
ECM System Ground:The ECM cannot deter-
mine a poor system ground. However, a DTC may be
generated as a result of this condition.
ECM/PCM Connector Engagement:The ECM
cannot determine spread or damaged connector pins.
However, a DTC may be generated as a result of this
condition.
HIGH AND LOW LIMITS
The ECM compares input signals from each input
device. It has high and low limits that are pro-
grammed into it for that device. If the inputs are not
within specifications and other DTC criteria are met,
a DTC will be stored in memory. Other DTC criteria
might include engine rpm limits or input voltages
from other sensors or switches. The other inputs
might have to be sensed by the ECM when it senses
a high or low input voltage from the control system
device in question.
RGEMISSIONS CONTROL 2.5L TURBO DIESEL25a-1
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VA LV E
DESCRIPTION
The EGR system consists of (Fig. 1):
²EGR valve
²EGR tube
²Vacuum hoses
²EGR cooler
²EGR solenoid
OPERATION
The engines use Exhaust Gas Recirculation (EGR)
systems. The EGR system reduces oxides of nitrogen
(NOx) in engine exhaust and helps prevent detona-
tion (engine knock). Under normal operating condi-
tions, engine cylinder temperature can reach more
than 3000ÉF. Formation of NOx increases proportion-
ally with combustion temperature. To reduce the
emission of these oxides, the cylinder temperature
must be lowered. The system allows a predetermined
amount of hot exhaust gas to recirculate and dilute
the incoming air/fuel mixture. The diluted air/fuel
mixture reduces peak flame temperature during com-
bustion.
REMOVAL
(1) Remove engine cover (Refer to 9 - ENGINE -
REMOVAL).
(2) Remove front wiper unit (Refer to 8 - ELEC-
TRICAL/WIPERS/WASHERS/WIPER MODULE -
REMOVAL).
(3) Disconnect EGR valve vacuum line.
(4) Remove EGR cooler to EGR valve retaining
bolts (Fig. 1).
(5) Remove EGR valve retaining nuts (Fig. 1) and
EGR valve.
INSTALLATION
(1) Clean gasket mating surfaces.
(2) Install EGR valve (Fig. 1). Torque nuts to
32.4N´m.
(3) Connect EGR cooler to EGR valve (Fig. 1).
Torque bolts to 32.4N´m
(4) Install front wiper unit (Refer to 8 - ELECTRI-
CAL/WIPERS/WASHERS/WIPER MODULE -
INSTALLATION).
(5) Install engine cover (Refer to 9 - ENGINE -
INSTALLATION).
Fig. 1 EGR COMPONENTS
1 - HOSE CLAMP
2 - COOLANT HOSE
3 - HOSE CLAMP
4 - EGR VALVE RETAINING NUT
5 - E G R VA LV E
6 - COOLANT HOSE
7 - EGR VALVE GASKET
8 - EGR VALVE RETAINING STUDS
9 - EGR COOLER RETAINING BOLT
10 - HOSE CLAMP
11 - HOSE CLAMP
12 - EGR COOLER
13 - EGR COOLER TO EGR VALVE RETAINING BOLT
14 - TURBOCHARGER BRACKET
15 - TURBOCHARGER BRACKET RETAINING BOLT
16 - TURBOCHARGER DOWNPIPE
17 - TURBOCHARGER DOWNPIPE RETAINING NUT
18 - DOWNPIPE GASKET
19 - DOWNPIPE STUD
25a - 4 EXHAUST GAS RECIRCULATIONRG
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VALVE COOLER
DESCRIPTION
The EGR valve on this engine uses a cooler to cool
the exhaust gases before the returned to the intake
manifold (Fig. 2). The EGR cooler attaches to the
EGR valve and is cooled with engine coolant.
REMOVAL
(1) Remove engine cover (Refer to 9 - ENGINE -
REMOVAL).
(2) Partially drain cooling system (Refer to 7 -
COOLING/ENGINE/COOLANT - STANDARD PRO-
CEDURE).
(3) Remove front wiper unit (Refer to 8 - ELEC-
TRICAL/WIPERS/WASHERS/WIPER MODULE -
REMOVAL).
(4) Disconnect coolant supply and return lines at
EGR cooler (Fig. 2).
(5) Remove EGR cooler to exhaust manifold retain-
ing bolt (Fig. 2).
(6) Remove EGR cooler to EGR valve retaining
bolts (Fig. 2) and remove cooler.
INSTALLATION
(1) Clean gasket sealing surfaces.
(2) Connect EGR valve cooler and new gasket to
EGR valve (Fig. 2). Torque bolts to 32.4N´m.
(3) Install EGR valve cooler to exhaust manifold
attaching bolt (Fig. 2). Torque bolt to 32.4N´m.
(4) Connect EGR cooler coolant supply and return
hoses to cooler (Fig. 2).
(5) Install front wiper unit (Refer to 8 - ELECTRI-
CAL/WIPERS/WASHERS/WIPER MODULE -
INSTALLATION).
(6) Refill cooling system (Refer to 7 - COOLING/
ENGINE/COOLANT - STANDARD PROCEDURE).
(7) Install engine cover (Refer to 9 - ENGINE -
INSTALLATION).
Fig. 2 EGR COMPONENTS
1 - HOSE CLAMP
2 - COOLANT HOSE
3 - HOSE CLAMP
4 - EGR VALVE RETAINING NUT
5 - E G R VA LV E
6 - COOLANT HOSE
7 - EGR VALVE GASKET
8 - EGR VALVE RETAINING STUDS
9 - EGR COOLER RETAINING BOLT
10 - HOSE CLAMP
11 - HOSE CLAMP
12 - EGR COOLER
13 - EGR COOLER TO EGR VALVE RETAINING BOLT
14 - TURBOCHARGER BRACKET
15 - TURBOCHARGER BRACKET RETAINING BOLT
16 - TURBOCHARGER DOWNPIPE
17 - TURBOCHARGER DOWNPIPE RETAINING NUT
18 - DOWNPIPE GASKET
19 - DOWNPIPE STUD
RGEXHAUST GAS RECIRCULATION25a-5
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