engine oil CHRYSLER VOYAGER 2004 Service Manual

IMPELLER
The impeller (Fig. 294) is an integral part of the
converter housing. The impeller consists of curved
blades placed radially along the inside of the housing
on the transmission side of the converter. As the con-
verter housing is rotated by the engine, so is the
impeller, because they are one and the same and are
the driving member of the system.
Fig. 294 Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION 5 - ENGINE ROTATION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
RS 40TE AUTOMATIC TRANSAXLE21s - 145
TORQUE CONVERTER (Continued)

TURBINE
The turbine (Fig. 295) is the output, or driven,
member of the converter. The turbine is mounted
within the housing opposite the impeller, but is not
attached to the housing. The input shaft is inserted
through the center of the impeller and splined into
the turbine. The design of the turbine is similar to
the impeller, except the blades of the turbine are
curved in the opposite direction.
Fig. 295 Turbine
1 - TURBINE VANE
2 - ENGINE ROTATION
3 - INPUT SHAFT 4 - PORTION OF TORQUE CONVERTER COVER
5 - ENGINE ROTATION
6 - OIL FLOW WITHIN TURBINE SECTION
21s - 146 40TE AUTOMATIC TRANSAXLERS
TORQUE CONVERTER (Continued)

STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 300).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the over±run-
ning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock±up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston to the front
cover's friction material, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission. The engagement and disengagement of the TCC
are automatic and controlled by the Powertrain Con-
trol Module (PCM). The engagement cannot be acti-
vated in the lower gears because it eliminates the
torque multiplication effect of the torque converter
necessary for acceleration. Inputs that determine clutch engagement are: coolant temperature, vehicle
speed and throttle position. The torque converter
clutch is engaged by the clutch solenoid on the valve
body. The clutch will engage at approximately 56
km/h (35 mph) with light throttle, after the shift to
third gear.
REMOVAL
(1) Remove transmission and torque converter
from vehicle. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 41TE - REMOVAL) (2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal. (4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation. (1) Lubricate converter hub and oil pump seal lip
with transmission fluid. (2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal open-
ing. (4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears. (6) Check converter seating with a scale and
straightedge (Fig. 301). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con-
verter is fully seated. (7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing. (8) Install the transmission in the vehicle. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 41TE - INSTALLATION)
Fig. 300 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
RS 40TE AUTOMATIC TRANSAXLE21s - 149
TORQUE CONVERTER (Continued)

The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transaxle tem-
perature to the TCM and PCM (Fig. 304).
OPERATION
The Transmission Range Sensor (TRS) (Fig. 303) com-
municates shift lever position (SLP) to the PCM/TCM as
a combination of open and closed switches. Each shift
lever position has an assigned combination of switch
states (open/closed) that the PCM/TCM receives from
four sense circuits. The PCM/TCM interprets this infor-
mation and determines the appropriate transaxle gear
position and shift schedule.
Since there are four switches, there are 16 possible
combinations of open and closed switches (codes).
Seven of these codes are related to gear position and
three are recognized as ªbetween gearº codes. This
results in six codes which should never occur. These
are called ªinvalidº codes. An invalid code will result
in a DTC, and the PCM/TCM will then determine the
shift lever position based on pressure switch data.
This allows reasonably normal transmission opera-
tion with a TRS failure.
TRS SWITCH STATES
SLP T42 T41 T3 T1
P CL CL CL OP
R CL OP OP OP
N CL CL OP CL
OD OP OP OP CL
3 OP OP CL OP
L CL OP CL CL
TRANSMISSION TEMPERATURE SENSOR
The TRS has an integrated thermistor (Fig. 304)
that the PCM/TCM uses to monitor the transmis-
sion's sump temperature. Since fluid temperature
can affect transmission shift quality and convertor
lock up, the PCM/TCM requires this information to
determine which shift schedule to operate in. The
PCM also monitors this temperature data so it can
energize the vehicle cooling fan(s) when a transmis-
sion ªoverheatº condition exists. If the thermistor cir-
cuit fails, the PCM/TCM will revert to calculated oil
temperature usage.
CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-
dicted fluid temperature which is calculated from a
combination of inputs: ² Battery (ambient) temperature
² Engine coolant temperature
² In-gear run time since start-up
REMOVAL
(1) Remove valve body assembly from transaxle.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/VALVE BODY - REMOVAL) (2) Remove transmission range sensor retaining
screw and remove sensor from valve body (Fig. 305).
(3) Remove TRS from manual shaft.
Fig. 304 Transmission Temperature Sensor
1 - TRANSMISSION RANGE SENSOR
2 - TEMPERATURE SENSOR
Fig. 305 Remove Transmission Range Sensor
1 - TRANSMISSION RANGE SENSOR
2 - MANUAL VALVE CONTROL PIN
3 - RETAINING SCREW
RS 40TE AUTOMATIC TRANSAXLE21s - 151
TRANSMISSION RANGE SENSOR (Continued)

(5) Wipe all lubricant from exterior of lock cylinder
and key.
ALL OTHER BODY MECHANISMS
(1) Clean component as described above.
(2) Apply specified lubricant to all pivoting and
sliding contact areas of component.
LUBRICANT USAGE
ENGINE OIL
²Door Hinges ± Hinge Pin and Pivot Contact
Areas
²Hood Hinges ± Pivot Points
²Liftgate Hinges
MOPARTSPRAY WHITE LUBE OR EQUIVALENT
²Door Check Straps
²Liftgate Latches²Liftgate Prop Pivots
²Ash Receiver
²Fuel Filler Door Remote Control Latch Mecha-
nism
²Parking Brake Mechanism
²Sliding Seat Tracks
²Liftgate Latch
MOPARTMultipurpose GREASE OR EQUIVALENT
²All Other Hood Mechanisms
MOPARTLOCK CYLINDER LUBRICANT OR
EQUIVALENT
²Door Lock Cylinders
²Liftgate Lock Cylinder
SPECIAL TOOLS
BODY
INDEX
DESCRIPTION FIGURE
STICK, TRIM C 4755 16
REMOVER, MOLDINGS C-4829 17
PLIERS, HEADLINER CLIP 6967 18
Fig. 16 STICK, TRIM C 4755
Fig. 17 REMOVER, MOLDINGS C-4829
Fig. 18 PLIERS, HEADLINER CLIP 6967
RSBODY23-13
BODY (Continued)

HEATING & AIR CONDITIONING
TABLE OF CONTENTS
page page
HEATING & AIR CONDITIONING
DESCRIPTION
DESCRIPTION - ENGINE COOLING
SYSTEM REQUIREMENTS...............1
DESCRIPTION - HEATER AND AIR
CONDITIONER........................1
DESCRIPTION - SINGLE ZONE...........2
DESCRIPTION - DUAL ZONE.............2
DESCRIPTION - MANUAL THREE ZONE.....2
DESCRIPTION - AUTOMATIC THREE ZONE . . 3
OPERATION
OPERATION - HEATER AND AIR
CONDITIONER........................4
OPERATION - SINGLE ZONE.............4
OPERATION - DUAL ZONE...............5
OPERATION - MANUAL THREE ZONE......5
OPERATION - THREE ZONE ATC..........5DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C COOL
DOWN TEST..........................6
DIAGNOSIS AND TESTING - A/C
PERFORMANCE TEST..................7
DIAGNOSIS AND TESTING - HEATER
PERFORMANCE TEST.................10
SPECIFICATIONS
A/C SYSTEM.........................11
CONTROLS - FRONT.....................14
CONTROLS - REAR......................34
DISTRIBUTION - FRONT...................43
DISTRIBUTION - REAR....................56
PLUMBING - FRONT.....................64
PLUMBING - REAR......................97
CABIN HEATER........................112
HEATING & AIR
CONDITIONING
DESCRIPTION
DESCRIPTION - ENGINE COOLING SYSTEM
REQUIREMENTS
To maintain the performance level of the heating,
ventilation and air conditioning (HVAC) system, the
engine cooling system must be properly maintained.
The use of a bug screen is not recommended. Any
obstructions in front of the radiator or condenser will
reduce the performance of the air conditioning and
engine cooling systems.
The engine cooling system includes the radiator,
thermostat, radiator hoses and the engine coolant
pump. Refer to Cooling for more information before
opening or attempting any service to the engine cool-
ing system.
DESCRIPTION - HEATER AND AIR
CONDITIONER
A manually controlled single zone type heating-air
conditioning system, manually controlled dual zone
type heating-air conditioning system, manually con-
trolled three zone type heating-air conditioning sys-
tem or an automatic controlled three zone typeheating-air conditioning system is available on this
model.
All vehicles are equipped with a common heater,
ventilation and air conditioning (HVAC) housing (Fig.
1). The system combines air conditioning, heating,
and ventilating capabilities in a single unit housing
mounted within the passenger compartment under
the instrument panel. The HVAC housing includes:
²Blower motor
²Blower motor resistor block or power module
(depending on application)
²Heater core
²Evaporator coil
²Blend door and actuator
²Mode door and actuator
²Recirculation door and actuator
Based upon the system and mode selected, condi-
tioned air can exit the HVAC housing through one or
a combination of the three main housing outlets:
defrost, panel or floor. The defrost and panel outlets
are located on the top of the housing and the floor
outlet is located on the bottom of the housing. Once
the conditioned air exits the unit housing, it is fur-
ther directed through molded plastic ducts to the var-
ious outlets in the vehicle interior. These outlets and
their locations are as follows:
²Defroster Outlet- A single large defroster out-
let is located in the center of the instrument panel
top cover, near the base of the windshield.
²Side Window Demister Outlets- There are
two side window demister outlets, one is located at
RSHEATING & AIR CONDITIONING24-1

²a rear window defogger on/off switch. A graphic
symbol shows when the defroster is on.
²a rotary knob for front fan speed selection can
override the automatic controls. LEDs surrounding
the knob show the current setting.
²a rotary knob for control of the rear system.
²a rotary knob for mode control can override the
automatic controls. LEDs surrounding the knob show
the current setting.
²computer logic which remembers the settings of
the controls when the ignition is turned off and
retains those settings after a restart. If the system is
off when the ignition is turned off it will be off when
the engine is restarted, etc.
²computer logic which provides variable air recir-
culation under high temperature and humidity condi-
tions. Because recirculation is generally accompanied
by increased fan noise, the proportion of recirculated
to outside air gradually approaches full recirculation
over a broad temperature range.
²computer logic which enables additional heat for
diesel equipped vehicles by using a supplemental
engine coolant heater.
REAR CONTROL PANEL
A rear control panel centrally mounted on the
headliner includes a VF digital display, a rocker con-
trol for temperature and rotary controls for adjust-
ment of mode and fan speed of the rear heat and air
conditioning unit by intermediate seat passengers.
OPERATION
OPERATION - HEATER AND AIR CONDITIONER
The heating and air conditioning systems pulls
outside (ambient) air through the cowl opening at the
base of the windshield and into the plenum chamber
above the heating, ventilation and air conditioning
(HVAC) housing, then through the evaporator coil.
Air flow can be directed either through or around the
heater core by adjusting the blend door with the tem-
perature control knob on the A/C-heater control
located on instrument panel. The air flow can then
be directed out from the panel, floor and defrost out-
lets in various combinations using the mode control
knob located on the A/C-heater control. Air flow
velocity can be adjusted with the blower speed selec-
tor located on the
NOTE: It is important to keep the air intake opening
clear of debris. Leaf particles and other debris that
is small enough to pass through the cowl opening
screen can accumulate within the HVAC housing.
The closed, warm, damp and dark environment cre-
ated within the housing is ideal for the growth of
certain molds, mildews and other fungi. Any accu-mulation of decaying plant matter provides an addi-
tional food source for fungal spores, which enter
the housing with the fresh intake-air. Excess debris,
as well as objectionable odors created by decaying
plant matter and growing fungi can be discharged
into the passenger compartment during heater-A/C
operation if the air intake opening is not kept clear
of debris.
The heater and air conditioning system is a blend-
air type system. In a blend-air system, a blend door
controls the amount of conditioned air that is allowed
to flow through, or around, the heater core. The tem-
perature control knob determines the discharge air
temperature by actuating an electric motor, which
operates the blend door. This allows an almost imme-
diate control of the output air temperature of the sys-
tem.
On all models, the outside air intake can be shut
off by pressing the Recirculation button on the A/C-
heater control. This will operate a electric actuated
recirculation air door that closes off the outside fresh
air intake and recirculates the air that is already
inside the vehicle.
The air conditioning compressor can be engaged in
any mode by pressing the snowflake, A/C on/off but-
ton. It can also be engaged by placing the mode con-
trol in the mix to defrost positions. This will remove
heat and humidity from the air before it is directed
through or around the heater core. The mode control
knob on the A/C-heater control is used to also direct
the conditioned air to the selected system outlets.
The mode control switch uses an electric motor to
control the mode doors.OPERATION - SINGLE ZONE
²The temperature control knob enables continu-
ously variable proportioning of the conditioned air.
²The mode control knob enables continuously
variable proportioning of air flow between modes and
has detents adjacent to each icon.
²The blower control provides four separate speeds
and an Off position.
²When the heater-A/C system is off, the HVAC
computer closes the recirculation door to prevent out-
side air from entering the passenger compartment.
²Interior air may be recirculated to speed up
heating or cooling in all modes except defrost and
mix by pressing the Recirculate button on the A/C-
heater control.
²To reduce humidity for rapid defogging, the A/C
compressor runs automatically in modes from ªmixº
to full defrost when outside temperatures are above
freezing.
²Air conditioning is available in any mode by
pressing the snowflake, A/C on/off button.
24 - 4 HEATING & AIR CONDITIONINGRS
HEATING & AIR CONDITIONING (Continued)

required. If the test is failed, the snowflake icon and
the DELAY text will continue to blink across ignition
cycles until the vehicle has been driven for greater
than 1.6 km (8 miles).
DIAGNOSIS AND TESTING - A/C
PERFORMANCE TEST
The A/C system is designed to remove heat and
humidity from the air entering the passenger com-
partment. The evaporator, located in the HVAC hous-
ing, is cooled to temperatures near the freezing point.
As warm damp air passes over the fins in the A/C
evaporator, moisture in the air condenses to water,
dehumidifying the air. Condensation on the evapora-
tor fins reduces the evaporators ability to absorb
heat. During periods of high heat and humidity, an
A/C system will be less effective. With the instru-
ment control set to recirculation mode, only air from
the passenger compartment passes through the A/C
evaporator. As the passenger compartment air dehu-
midifies, A/C performance levels rise.
Humidity has an important bearing on the temper-
ature of the air delivered to the interior of the vehi-
cle. It is important to understand the effect that
humidity has on the performance of the A/C system.
When humidity is high, the A/C evaporator has to
perform a double duty. It must lower the air temper-
ature, and it must lower the temperature of the
moisture in the air that condenses on the evaporator
fins. Condensing the moisture in the air transfers
heat energy into the evaporator fins and tubing. This
reduces the amount of heat the A/C evaporator can
absorb from the air. High humidity greatly reduces
the ability of the A/C evaporator to lower the temper-
ature of the air.
However, evaporator capacity used to reduce the
amount of moisture in the air is not wasted. Wring-
ing some of the moisture out of the air entering the
vehicle adds to the comfort of the passengers.
Although, an owner may expect too much from their
A/C system on humid days. A performance test is the
best way to determine whether the system is per-
forming up to design standards. This test also pro-
vides valuable clues as to the possible cause of
trouble with the A/C system. The ambient air tem-perature in the location where the vehicle will be
tested must be a minimum of 21É C (70É F) for this
test.
PERFORMANCE TEST PROCEDURE
WARNING: REFER TO THE APPLICABLE WARN-
INGS AND CAUTIONS FOR THIS SYSTEM BEFORE
PERFORMING THE FOLLOWING OPERATION (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING -
FRONT - WARNING - A/C PLUMBING) and (Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING -
FRONT - CAUTION - A/C PLUMBING).
NOTE: When connecting the service equipment
coupling to the line fitting, verify that the valve of
the coupling is fully closed. This will reduce the
amount of effort required to make the connection.
(1) Connect a tachometer and a manifold gauge
set.
(2) Set the mode control to the Recirculation Mode
position, the temperature control to the full cool posi-
tion and the blower to the highest speed position.
(3) Start the engine and hold at 1,000 rpm with
the A/C compressor clutch engaged.
(4) The engine should be warmed up to operating
temperature with the doors closed and windows
open.
(5) Insert a thermometer in the driver's side center
panel A/C-heater outlet and operate the engine for
five minutes.
(6) If the compressor clutch does not engage, pro-
ceed with diagnosis of the compressor clutch coil.
(Refer to 24 - HEATING & AIR CONDITIONING/
CONTROLS - FRONT/COMPRESSOR CLUTCH
COIL - DIAGNOSIS AND TESTING).
(7) With the A/C compressor clutch engaged, com-
pare the air temperature at the center panel outlet
and the compressor discharge pressure to the A/C
Performance Temperature and Pressure chart. The
compressor clutch may cycle, depending upon the
ambient temperature and humidity. If the clutch
cycles, use the readings obtained before the clutch
disengaged.
RSHEATING & AIR CONDITIONING24-7
HEATING & AIR CONDITIONING (Continued)

Condition Possible Causes Correction
Normal pressures, but A/C
Performance Test air
temperatures at center panel
outlet are too high.1. Excessive refrigerant oil in
system.1. See Refrigerant Oil Level in this group.
Recover the refrigerant from the refrigerant
system and inspect the refrigerant oil content.
Restore the refrigerant oil to the proper level, if
required.
2. Blend door actuator
improperly installed or faulty.2. See Blend Door Actuator in this group. Inspect
the actuator for proper operation and replace, if
required.
3. Blend door inoperative or
sealing improperly.3. See HVAC Housing in this group. Inspect the
blend door for proper operation and sealing.
Repair if required.
The low side pressure is
normal or slightly low, and the
high side pressure is too low.1. Low refrigerant system
charge.1. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
2. Refrigerant flow through
the A/C evaporator is
restricted.2. See A/C Evaporator in this group. Replace the
restricted A/C evaporator, if required.
3. Faulty A/C compressor. 3. See A/C Compressor in this group. Replace
the compressor, if required.
The low side pressure is
normal or slightly high, and
the high side pressure is too
high.1. A/C condenser air flow
restricted.1. Check the A/C condenser for damaged fins,
foreign objects obstructing air flow through the
condenser fins, and missing or improperly
installed air seals. Clean, repair, or replace
components as required.
2. Refrigerant flow through
the receiver/drier is
restricted.2. See Receiver/Drier in this group. Replace the
restricted receiver/drier, if required.
3. Inoperative radiator
cooling fan.3. Test the radiator cooling fan and replace, if
required. Refer to Group 7.
4. Refrigerant system
overcharged.4. See Refrigerant System Charge in this group.
Recover the refrigerant from the refrigerant
system. Charge the refrigerant system to the
proper level, if required.
5. Air in the refrigerant
system.5. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
6. Engine overheating. 6. Test the engine cooling system and repair, if
required. Refer to Group 7.
The low side pressure is too
high, and the high side
pressure is too low.1. Accessory drive belt
slipping.1. Inspect the accessory drive belt condition and
tension. Tighten or replace the accessory drive
belt, if required. Refer to Group 7.
2. Faulty A/C expansion
valve.2. See A/C Expansion Valve in this group.
Replace the valve, if required.
3. Faulty A/C compressor. 3. See A/C Compressor in this group. Replace
the compressor, if required.
RSHEATING & AIR CONDITIONING24-9
HEATING & AIR CONDITIONING (Continued)

MECHANICAL PROBLEMS
Possible causes of insufficient heat due to mechan-
ical problems are as follows:
²Obstructed cowl air intake.
²Obstructed heater system outlets.
²Blend door not functioning properly.
TEMPERATURE CONTROL
If the heater outlet air temperature cannot be
adjusted with the temperature control knob on the
A/C-heater control panel, the following could require
service:
²Blend door binding.²Faulty blend door actuator.
²Faulty A/C-heater control.
²Faulty related wiring harness or connectors.
²Improper engine coolant temperature.
SPECIFICATIONS
A/C SYSTEM
The R-134a refrigerant system charge capacity for
this vehicle can be found on the underhood Specifica-
tion Label.
SYSTEM SPECIFICATIONS
Item Description Notes
A/C Compressor Denso - 10S20 (2.5L/3.3L/3.8L engines)
Denso - 10S17 (2.4L engine)ND-8 PAG Oil
Freeze±up Control Evaporator temperature sensor Expansion valve mounted (ATC),
HVAC housing mounted (MTC)-
input to A/C-heater control
module
Low PSI Control A/C pressure transducer Liquid line mounted - input to
Powertrain Control Module (PCM)
- PCM opens compressor clutch
relay above 200 kPa (29 psi)
High PSI Control A/C pressure transducer Liquid line mounted - input to
PCM - PCM opens compressor
clutch relay below 3100 kPa (450
psi)
High Pressure relief valve Compressor mounted - opens
above 3445-4135 kPa (500-600
psi), closes below 2756 kPa (400
psi)
Compressor Clutch Coil Draw 2.2 amps @ 12V   0.5V @ 21É C (70É F)
Compressor Clutch Air Gap 0.35 - 0.60 mm (0.014 - 0.025 in.)
TORQUE SPECIFICATIONS
Description N´m Ft. Lbs. In. Lbs.
A/C Compressor Shaft
Bolt17.5 ± 155
A/C Compressor Mounting
Bolts (2.4L/2.5L)28 21 ±
A/C Compressor Mounting
Bolts (3.3L/3.8L)54 40 ±
A/C Compressor Mounting
Bracket Bolts (2.4L)54 40 ±
A/C Condenser Mounting
Bracket Screws5±45
RSHEATING & AIR CONDITIONING24-11
HEATING & AIR CONDITIONING (Continued)