oil pressure CHRYSLER VOYAGER 2004 User Guide

DIAGNOSIS AND TESTING - DRIVE PLATE
MISALIGNMENT
Common causes of misalignment are:
²Heat warping
²Mounting drive plate on a dirty crankshaft
flange
²Incorrect bolt tightening
²Improper seating on the crankshaft shoulder
²Loose crankshaft bolts
Clean the crankshaft flange before mounting the
drive plate. Dirt and grease on the flange surface
may misalign the flywheel, causing excessive runout.
Use new bolts when mounting drive plate to crank-
shaft. Tighten drive plate bolts to specified torque
only. Over-tightening can distort the drive plate hub
causing excessive runout.
DIAGNOSIS AND TESTING - CLUTCH COVER
AND DISC RUNOUT
Check condition of the clutch cover before installa-
tion. A warped cover or diaphragm spring will cause
grab and/or incomplete release or engagement. Use
care when handling the clutch assembly. Impact can
distort the cover, diaphragm spring, and release fin-
gers.
DIAGNOSIS AND TESTING - CLUTCH CHATTER
COMPLAINTS
For all clutch chatter complaints, perform the fol-
lowing:
(1) Check for loose, misaligned, or broken engine
and transmission mounts. If present, they should be
corrected at this time. Test vehicle for chatter. If
chatter is gone, there is no need to go any further.
(2) If chatter persists, check hydraulic clutch
release system is functioning properly.
(3) Check for loose connections in drivetrain. Cor-
rect any problems and determine if clutch chatter
complaints have been satisfied. If not:
(a) Remove transaxle.
(b) Check to see if the release bearing is sticky
or binding. Replace bearing, if needed.
(c) Check linkage for excessive wear on the pivot
stud and fork fingers. Replace all worn parts.
(d) Check clutch assembly for contamination
(dirt, oil). Replace clutch assembly, if required.
(e) Check to see if the clutch disc hub splines
are damaged. Replace with new clutch assembly, if
necessary.
(f) Check input shaft splines for damage.
Replace, if necessary.
(g) Check for uneven wear on clutch fingers.
(h) Check for broken clutch cover diaphragm
spring fingers. Replace with new clutch assembly,
if necessary.
SPECIAL TOOLS - T850 TRANSAXLE
CLUTCH RELEASE LEVER AND
BEARING
REMOVAL
(1) Remove transaxle assembly. (Refer to 21 -
TRANSMISSION/TRANSAXLE/MANUAL -
REMOVAL)
(2) Remove modular clutch assembly from input
shaft (2.4L Gas models only).
(3) Grasp clutch release lever and bearing (Fig. 6)
with both hands and pull outward using moderate
pressure to release lever from pivot ball.
(4) Separate release bearing from lever.
NOTE: Remove release lever pivot ball(s) ONLY if
replacement is necessary.
Disconnect Tool, 6638A
Remover/Installer, 6891
6 - 6 CLUTCHRS
CLUTCH (Continued)

COOLING
TABLE OF CONTENTS
page page
COOLING
DESCRIPTION
DESCRIPTION - COOLING SYSTEM........1
DESCRIPTION - HOSE CLAMPS...........1
OPERATION
OPERATION - COOLING SYSTEM.........2
OPERATION - HOSE CLAMPS............2
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - COOLING
SYSTEM LEAK TEST....................2
DIAGNOSIS AND TESTING - COOLING
SYSTEM FLOW CHECK.................3
DIAGNOSIS AND TESTING - COOLING
SYSTEM AERATION....................3
DIAGNOSIS AND TESTING - COOLING
SYSTEM DEAERATION..................4
STANDARD PROCEDURE
STANDARD PROCEDURE - COOLING
SYSTEM DRAINING....................4STANDARD PROCEDURE - COOLING
SYSTEM FILLING......................5
STANDARD PROCEDURE - ADDING
ADDITIONAL COOLANT.................5
STANDARD PROCEDURE - COOLANT
LEVEL CHECK........................5
SPECIFICATIONS
ACCESSORY DRIVE BELT TENSION.......5
TORQUE.............................5
SPECIAL TOOLS
COOLING SYSTEM.....................6
ACCESSORY DRIVE.......................7
ENGINE...............................13
TRANSMISSION.........................37
COOLING
DESCRIPTION
DESCRIPTION - COOLING SYSTEM
The cooling system components consist of a radia-
tor, electric fan motors, shroud, pressure cap, thermo-
stat, transmission oil cooler, water pump, hoses,
clamps, coolant, and a coolant reserve system to com-
plete the circuit.
DESCRIPTION - HOSE CLAMPS
The cooling system uses spring type hose clamps.
If a spring type clamp replacement is necessary,
replace with the original Mopartequipment spring
type clamp.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only a original equipment clamp
with matching number or letter (Fig. 1).
Fig. 1 Spring Clamp Size Location
1 - SPRING CLAMP SIZE LOCATION
RSCOOLING7-1

OPERATION
OPERATION - COOLING SYSTEM
The engine cooling systems primary purpose is to
maintain engine temperature in a range that will
provide satisfactory engine performance and emission
levels under all expected driving conditions. It also
provides hot water (coolant) for heater performance
and cooling for automatic transmission oil. It does
this by transferring heat from engine metal to cool-
ant, moving this heated coolant to the radiator, and
then transferring this heat to the ambient air.
²When engine is cold: thermostat is closed, cool-
ing system has no flow through the radiator. The
coolant bypass flows through the engine only.
²When engine is warm: thermostat is open, cool-
ing system has bypass flow and coolant flow through
radiator.
Coolant flow circuits for the 2.4L and 3.3/3.8L
engines are shown in (Fig. 2).
OPERATION - HOSE CLAMPS
The spring type hose clamp applies constant ten-
sion on a hose connection. To remove a spring type
hose clamp, use Special Tool 6094 or equivalent, con-
stant tension clamp pliers (Fig. 3) to compress the
hose clamp.
DIAGNOSIS AND TESTING
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.
Fig. 2 Cooling System Flow
1 - HEATER - REAR (3.3/3.8L OPTIONAL EQUIPMENT) 6 - WATER PUMP
2 - HEATER - FRONT 7 - RADIATOR
3 - ENGINE 8 - COOLANT RECOVERY/RESERVE CONTAINER
4 - THERMOSTAT 9 - COOLANT FLOW - PRESSURE CAP VACUUM
5 - ENGINE OIL COOLER (3.3/3.8L OPTIONAL EQUIPMENT) 10 - COOLANT FLOW - PRESSURE CAP RELIEF
7 - 2 COOLINGRS
COOLING (Continued)

With engine not running, remove radiator pressure
cap and wipe the radiator filler neck sealing seat
clean. The radiator should be full.
Attach the Cooling System Tester 7700 or equiva-
lent to the radiator, as shown in (Fig. 4) 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. Start
engine and run until the thermostat opens, allowing
the coolant to expand. Reattach the cooling systemtester. 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.
DIAGNOSIS AND TESTING - COOLING SYSTEM
FLOW CHECK
To determine whether coolant is flowing through
the cooling system, use one of the following proce-
dures:
PREFERRED METHOD
WARNING: DO NOT REMOVE THE COOLING SYS-
TEM PRESSURE CAP OR ANY HOSE WITH THE
SYSTEM HOT AND UNDER PRESSURE BECAUSE
SERIOUS BURNS FROM COOLANT CAN OCCUR.
²Remove pressure cap when engine is cold.
Remove small amount of coolant. Idle engine until
thermostat opens. You should observe coolant flow
while looking down the filler neck. Once flow is
detected install the pressure cap. Replace removed
coolant into coolant recovery container.
ALTERNATIVE METHOD
²If engine is cold, idle engine until normal oper-
ating temperature is reached. Feel the upper radiator
hose. If it is hot, coolant is circulating.
DIAGNOSIS AND TESTING - COOLING SYSTEM
AERATION
Low coolant level in a cross flow radiator will
equalize in both tanks with engine off. With engine
at running and at operating temperature, the high
pressure inlet tank runs full and the low pressure
outlet tank drops, resulting in cooling system aera-
tion. Aeration will draw air into the water pump
resulting in the following:
²High reading shown on the temperature gauge.
²Loss of coolant flow through the heater core.
Fig. 3 Hose Clamp Tool
1 - HOSE CLAMP TOOL 6094
2 - HOSE CLAMP
Fig. 4 Pressure Testing
RSCOOLING7-3
COOLING (Continued)

²Corrosion in the cooling system.
²Water pump seal may run dry, increasing the
risk of premature seal failure.
²Combustion gas leaks into the coolant can also
cause the above problems.
DIAGNOSIS AND TESTING - COOLING SYSTEM
DEAERATION
Air can only be removed from the system by gather-
ing under the pressure cap. On the next heat up it will
be pushed past the pressure cap into the coolant recov-
ery bottle by thermal expansion of the coolant. It then
escapes to the atmosphere in the coolant recovery bottle
and is replaced with coolant on cool down.
To effectively deaerate the system, multiple ther-
mal cycles of the system may be required.
NOTE: Deaeration does not occur at engine idleÐ
higher engine speeds are required. Normal driving
will deaerate cooling system.
STANDARD PROCEDURE
STANDARD PROCEDURE - COOLING SYSTEM
DRAINING
WARNING: DO NOT REMOVE OR LOOSEN THE
COOLANT PRESSURE CAP, CYLINDER BLOCK
DRAIN PLUGS, OR THE DRAINCOCK WHEN THESYSTEM IS HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM THE COOLANT
CAN OCCUR.
(1)Without removing radiator pressure cap
and with system not under pressure, open the
draincock. The draincock is located on the lower left
side of radiator (Fig. 5).
(2) After the coolant recovery/reserve container is
empty, then remove coolant pressure cap (Fig. 6).
(3) Remove the cylinder block drain plug(s).
Fig. 6 Cooling System Service Locations
1 - COOLANT RECOVERY CONTAINER 3 - ENGINE OIL LEVEL DIPSTICK
2 - ENGINE OIL FILL CAP 4 - RADIATOR PRESSURE CAP
Fig. 5 Draincock Location
1 - LEFT SIDE FRAME RAIL
2 - DRAINCOCK
7 - 4 COOLINGRS
COOLING (Continued)

COOLANT
DESCRIPTION - ENGINE COOLANT
WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL
BASE COOLANT AND IS HARMFUL IF SWAL-
LOWED OR INHALED. IF SWALLOWED, DRINK
TWO GLASSES OF WATER AND INDUCE VOMIT-
ING. IF INHALED, MOVE TO FRESH AIR AREA.
SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT
STORE IN OPEN OR UNMARKED CONTAINERS.
WASH SKIN AND CLOTHING THOROUGHLY AFTER
COMING IN CONTACT WITH ETHYLENE GLYCOL.
KEEP OUT OF REACH OF CHILDREN. DISPOSE OF
GLYCOL BASE COOLANT PROPERLY, CONTACT
YOUR DEALER OR GOVERNMENT AGENCY FOR
LOCATION OF COLLECTION CENTER IN YOUR
AREA. DO NOT OPEN A COOLING SYSTEM WHEN
THE ENGINE IS AT OPERATING TEMPERATURE OR
HOT UNDER PRESSURE, PERSONAL INJURY CAN
RESULT. AVOID RADIATOR COOLING FAN WHEN
ENGINE COMPARTMENT RELATED SERVICE IS
PERFORMED, PERSONAL INJURY CAN RESULT.
CAUTION: Use of Propylene Glycol based coolants
is not recommended, as they provide less freeze
protection and less boiling protection.
The cooling system is designed around the coolant.
The coolant must accept heat from engine metal, in
the cylinder head area near the exhaust valves and
engine block. Then coolant carries the heat to the
radiator where the tube/fin radiator can transfer the
heat to the air.
The use of aluminum cylinder blocks, cylinder
heads, and water pumps requires special corrosion
protection. MopartAntifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769), or the equiva-
lent ethylene glycol base coolant with hybrid organic
corrosion inhibitors (called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% Ethylene Glycol and 50% distilled
water to obtain a freeze point of -37ÉC (-35ÉF). If it
loses color or becomes contaminated, drain, flush,
and replace with fresh properly mixed coolant solu-
tion.
The green coolantMUST NOT BE MIXEDwith
the orange or magenta coolants. When replacing cool-
ant the complete system flush must be performed
before using the replacement coolant.
CAUTION: MoparTAntifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769) may not be
mixed with any other type of antifreeze. Doing so
will reduce the corrosion protection and may resultin premature water pump seal failure. If non-HOAT
coolant is introduced into the cooling system in an
emergency, it should be replaced with the specified
coolant as soon as possible.DIAGNOSIS AND TESTING - COOLANT
CONCENTRATION TESTING
Coolant concentration should be checked when any
additional coolant was added to system or after a
coolant drain, flush and refill. The coolant mixture
offers optimum engine cooling and protection against
corrosion when mixed to a freeze point of -37ÉC
(-34ÉF) to -46ÉC (-50ÉF). The use of a hydrometer or a
refractometer can be used to test coolant concentra-
tion.
A hydrometer will test the amount of glycol in a
mixture by measuring the specific gravity of the mix-
ture. The higher the concentration of ethylene glycol,
the larger the number of balls that will float, and
higher the freeze protection (up to a maximum of
60% by volume glycol).
A refractometer (Special Tool 8286)(Refer to 7 -
COOLING - SPECIAL TOOLS) will test the amount
of glycol in a coolant mixture by measuring the
amount a beam of light bends as it passes through
the fluid.
Some coolant manufactures use other types of gly-
cols into their coolant formulations. Propylene glycol
is the most common new coolant. However, propylene
glycol based coolants do not provide the same freez-
ing protection and corrosion protection and is not rec-
ommended.
CAUTION: Do not mix types of coolantÐcorrosion
protection will be severely reduced.
STANDARD PROCEDURE - COOLANT SERVICE
For engine coolant recommended service schedule,
(Refer to LUBRICATION & MAINTENANCE/MAIN-
TENANCE SCHEDULES - DESCRIPTION).
COOLANT RECOVERY
CONTAINER
DESCRIPTION
The coolant recovery/reserve system container is
mounted in the engine compartment (Fig. 2). The
container is made of plastic.
OPERATION
The coolant recovery system works with the radia-
tor pressure cap to use thermal expansion and con-
traction of the coolant to keep the coolant free of
trapped air. Provides a convenient and safe method
RSENGINE7-19

for checking coolant level and adjusting level at
atmospheric pressure without removing the radiator
pressure cap. It also provides some reserve coolant to
cover deaeration, evaporation, or boiling losses.
DIAGNOSIS AND TESTING - COOLANT
RECOVERY SYSTEM
The cooling system is closed and designed to main-
tain coolant level to the top of the radiator.
(1) With the engineoffand cooling systemnot
under pressure, drain several ounces of coolant from
the radiator draincock while observing the coolant
recovery container. Coolant level in the container
should drop.
(2) Remove the radiator pressure cap. The coolant
level should be full to the top radiator neck. If not,
and the coolant level in the container is at or above
the MIN mark, there is an air leak in the coolant
recovery system.
(3) Check hose and hose connections to the con-
tainer, radiator filler neck or the pressure cap seal to
the radiator filler neck for leaks.
REMOVAL
(1) Raise the vehicle on hoist.
(2) Remove the lower attaching screws (Fig. 2).
(3) Lower the vehicle.
(4) Remove the upper attaching screw (Fig. 2).
(5) Disconnect recovery hose from container (Fig.
2).
(6) Remove the recovery container.
INSTALLATION
(1) Connect the recovery hose to container (Fig. 2).
(2) Position the recovery container on the frame
rail (Fig. 2).
(3) Install the upper attaching screw and tighten
to 7 N´m (60 in. lbs.) (Fig. 2).
(4) Raise the vehicle on hoist.
(5) Install the lower attaching screws and tighten
to 8.5 N´m (75 in. lbs.) (Fig. 2).
(6) Lower the vehicle.
(7) Add coolant to container as necessary. (Refer to
7 - COOLING - STANDARD PROCEDURE)
ENGINE BLOCK HEATER
DESCRIPTION
The engine block heater is available as an optional
accessory on all models. The heater is operated by
ordinary house current (110 Volt A.C.) through a
power cord located behind the radiator grille. This
provides easier engine starting and faster warm-up
when vehicle is operated in areas having extremely
low temperatures. The heater is mounted in a core
hole (in place of a core hole plug) in the engine block,
with the heating element immersed in coolant.
OPERATION
The block heater element is submerged in the cool-
ing system's coolant. When electrical power (110 volt
A.C.) is applied to the element, it creates heat. This
heat is transferred to the engine coolant. This pro-
vides easier engine starting and faster warm-up
when vehicle is operated in areas having extremely
low temperatures.
DIAGNOSIS AND TESTING - ENGINE BLOCK
HEATER TESTING
If unit does not operate, trouble can be in either
the power cord or the heater element. Test power
cord for continuity with a 110-volt voltmeter or 110-
volt test light; test heater element continuity with an
ohmmeter or 12-volt test light.
REMOVAL
(1) Drain coolant from radiator and cylinder block.
(Refer to 7 - COOLING - STANDARD PROCEDURE)
(2) Disconnect the power cord plug from heater.
(3) Loosen screw in center of heater. Remove the
heater assembly.
INSTALLATION
(1) Clean block core hole and heater seat.
(2) Insert heater assembly with element loop posi-
tionedupward.
Fig. 2 Coolant Recovery Container
1 - UPPER BOLT ATTACHING TO BATTERY TRAY
2 - COOLANT RECOVERY CONTAINER
3 - UPPER BOLT
4 - HOSE
5 - LOWER BOLT (QTY. 2)
6 - LEFT SIDE FRAME RAIL
7 - 20 ENGINERS
COOLANT RECOVERY CONTAINER (Continued)

(3) Remove ignition coil and bracket (Fig. 5).
(4) Disconnect coolant sensor electrical connector
(Fig. 6).
(5) Remove coolant sensor (Fig. 6).
INSTALLATION
(1) Install engine coolant temperature sensor (Fig.
6). Tighten sensor to 7 N´m (60 in. lbs.).
(2) Connect electrical connector to sensor (Fig. 6).
(3) Install ignition coil bracket (Fig. 5).
(4) Install ignition coil (Fig. 5).
(5) Install power steering reservoir (Fig. 4).
(6) Fill cooling system. (Refer to 7 - COOLING -
STANDARD PROCEDURE)
ENGINE COOLANT
THERMOSTAT
DESCRIPTION
The engine cooling thermostats are a wax pellet
driven, reverse poppet choke type. The thermostat is
mounted in a housing on the coolant outlet of the
engine (Fig. 8) or (Fig. 10).
OPERATION
The engine cooling thermostat is a wax pellet
driven, reverse poppet choke type. The thermostat is
designed to provide the fastest warm up possible by
preventing leakage through it and to guarantee a
minimum engine operating temperature of 88 to
93ÉC (192 to 199ÉF). The thermostat also will auto-
matically reach wide open so it will not restrict flow
to the radiator as temperature of the coolant rises in
hot weather to around 104ÉC (220ÉF). Above this
temperature the coolant temperature is controlled by
the radiator, fan, and ambient temperature, not the
thermostat.
The thermostat is operated by a wax filled con-
tainer (pellet) which is sealed. When heated coolant
reaches a predetermined temperature, the wax
expands enough to overcome the closing spring and
water pump pressure, which forces the valve to open.
Fig. 5 Fuel Rail, Ignition Coil and Bracket
1 - FUEL RAIL
2 - BOLT - FUEL RAIL
3 - NUT - IGNITION COIL
4 - BOLT - IGNITION COIL
5 - IGNITION COIL
6 - BRACKET - IGNITION COIL
7 - STUD - IGNITION COIL
8 - SEPARATOR - SPARK PLUG CABLE
9 - BRACKET - SPARK PLUG CABLE SEPARATOR
10 - BOLT - SEPARATOR BRACKET
11 - BRACKET - SPARK PLUG CABLE SEPARATOR
Fig. 6 Engine Coolant Temperature Sensor
1 - ENGINE COOLANT TEMPERATURE SENSOR
2 - CONNECTOR - ENGINE COOLANT SENSOR
3 - FITTING - HEATER SUPPLY
7 - 22 ENGINERS
ENGINE COOLANT TEMPERATURE SENSOR - 3.3/3.8L (Continued)

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. 17) 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 TESTING
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 (Fig. 18). 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. 18), 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.
DIAGNOSIS AND TESTING - RADIATOR CAP
TO FILLER NECK SEAL
The pressure cap upper gasket (seal) pressure
relief can be checked by removing the overflow hose
at the radiator filler neck nipple (Fig. 19). Attach the
Radiator Pressure Tool to the filler neck nipple and
pump air into the radiator. Pressure cap upper gas-
ket should relieve at 69-124 kPa (10-18 psi) and hold
pressure at 55 kPa (8 psi) minimum.
Fig. 18 Testing Cooling System Pressure Cap
1 - PRESSURE CAP
2 - PRESSURE TESTER
Fig. 19 Radiator 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 - RADIATOR
8 - FILLER NECK
RSENGINE7-27
RADIATOR PRESSURE CAP (Continued)

OPERATION
RADIATOR FAN OPERATION CHART
COOLANT TEMPERATURE A/C PRESSURE TRANSAXLE OIL
TEMPERATURE
Fan
Operation
Speeds:Initial Max Initial Max Initial Max
Fan On: 104ÉC
(220ÉF)110ÉC
(230ÉF) Fan
Speed
Duty-Cycles
(Ramps-up)
from 30% to
99%1,724 Kpa
(250 psi)2,068 Kpa
(300 psi) Fan
Speed
Duty-Cycles
(Ramps-up)
from 30% to
99%96ÉC (204ÉF) 111ÉC (232ÉF)
Fan Speed
Duty Cycles
(Ramps-up)
from 30% to
99%
Fan Off: 101ÉC
(214ÉF)Fan Speed
Duty-Cycles
(Ramps-
down) from
99% to 30%1,710 Kpa
(248 psi)Fan Speed
Duty-Cycles
(Ramps-
down) from
99% to 30%89ÉC (192ÉF) Fan Speed
Duty Cycles
(Ramps-down)
from 99% to
30%
DIAGNOSIS AND TESTING - RADIATOR FAN MOTOR
RADIATOR FAN DIAGNOSIS CHART
CONDITION POSSIBLE CAUSES CORRECTION
NOISY RADIATOR FAN 1. Fan blade loose. 1. Replace fan assembly. (Refer to
7 - COOLING/ENGINE/RADIATOR
FAN - REMOVAL)
2. Fan blade striking a surrounding
object.2. Locate point of fan blade contact
and repair as necessary.
3. Air obstructions at radiator or A/C
condenser.3. Remove obstructions and/or
clean debris.
4. Electric fan motor defective. 4. Replace fan assembly. (Refer to
7 - COOLING/ENGINE/RADIATOR
FAN - REMOVAL)
ELECTRIC FAN MOTOR DOES
NOT OPERATE1. Fan relay, powertrain control
module (PCM), coolant temperature
sensor, or wiring defective.1. (Refer to Appropriate Diagnostic
Information) Repair as necessary.
2. Defective A/C pressure
transducer.2. (Refer to Appropriate Diagnostic
Information) Repair as necessary.
ELECTRIC RADIATOR FAN
OPERATES ALL THE TIME1. Fan relay, powertrain control
module (PCM), coolant temperature
sensor or wiring defective.1. (Refer to Appropriate Diagnostic
Information) Repair as necessary.
2. Check for low coolant level. 2. Add coolant as necessary.
3. Defective A/C pressure
transducer.3. (Refer to Appropriate Diagnostic
Information) Repair as necessary.
RSENGINE7-29
RADIATOR FAN (Continued)