engine oil CHRYSLER VOYAGER 2004 Service Manual

A/C COMPRESSOR CLUTCH/
COIL
DESCRIPTION
The A/C compressor clutch assembly consists of a
stationary electromagnetic A/C clutch field coil with a
zener diode, a pulley bearing and pulley assembly,
and a clutch plate (Fig. 1). A/C clutch field coil and
the pulley bearing and pulley assembly are each
retained on the nose of the compressor front housing
with snap rings. The clutch plate is keyed or splined
to the compressor shaft, and secured with a nut or
bolt (depending on application). These components
provide the means to engage and disengage the com-
pressor from the engine serpentine accessory drive
belt.
The A/C compressor clutch and coil are available
for separate service replacement. The clutch coil
zener diode is integral to the clutch coil pigtail wire
and connector and, if faulty or damaged, the clutch
electromagnetic coil must be replaced.
OPERATION
The compressor clutch components provide the
means to engage and disengage the compressor from
the engine serpentine accessory drive belt. When the
clutch coil is energized, it magnetically draws the
clutch plate into contact with the clutch pulley and
drives the compressor shaft. When the coil is not
energized, the pulley freewheels on the clutch hub
bearing, which is part of the pulley.
A zener diode is connected in parallel with the
clutch electromagnetic coil. This diode controls the
dissipation of voltage induced into the coil windingsby the collapsing of the electromagnetic fields that
occurs when the compressor clutch is disengaged.
The zener diode dissipates this induced voltage by
regulating a current path to ground. This arrange-
ment serves to protect other circuits and components
from potentially damaging voltage spikes in the vehi-
cle electrical system that might occur if the voltage
induced in the clutch coil windings could not be dis-
sipated.
The compressor clutch engagement is controlled by
several components: the heater-A/C controls in the
passenger compartment, the A/C pressure transducer
on the liquid line, the evaporator temperature sensor
on the expansion valve for automatic temperature
control (ATC) system or on the HVAC housing for
manual temperature control (MTC) system, the Pow-
ertrain Control Module (PCM) in the engine compart-
ment, and the compressor clutch relay in the
Integrated Power Module (IPM). The PCM may delay
compressor clutch engagement for up to thirty sec-
onds (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/POWERTRAIN CONTROL
MODULE - DESCRIPTION - PCM OPERATION).
DIAGNOSIS AND TESTING - A/C COMPRESSOR
CLUTCH COIL
The air conditioning compressor clutch coil electri-
cal circuit is controlled by the powertrain control
module (PCM) through the A/C compressor clutch
relay, which is located in the integrated power mod-
ule (IPM) in the engine compartment. Begin testing
of a suspected compressor clutch coil problem by per-
forming the preliminary checks.
PRELIMINARY CHECKS
(1) If the compressor clutch will not engage, verify
the refrigerant charge level (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING - FRONT/RE-
FRIGERANT - DIAGNOSIS AND TESTING -
REFRIGERANT CHARGE LEVEL). If the refriger-
ant charge level is OK, go to Step 2. If the refriger-
ant charge level is not OK, adjust the refrigerant
charge as required.
(2) If the A/C compressor clutch still will not
engage, disconnect the wire harness connector for the
A/C pressure transducer and check for battery cur-
rent at the connector with the engine running and
the A/C-heater control set to the A/C mode. If OK, go
to TESTS. If not OK, refer to Body Diagnostic Proce-
dures to perform further diagnosis.
TESTS
(1) Verify the battery state of charge (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/BATTERY -
DIAGNOSIS AND TESTING).
Fig. 1 Compressor Clutch - Typical
1 - CLUTCH PLATE
2 - SHAFT KEY (SOME MODELS)
3 - PULLEY AND BEARING
4 - CLUTCH COIL
5 - CLUTCH SHIMS
6 - SNAP RING
7 - SNAP RING
RSCONTROLS - FRONT24-15

(2) Connect an ammeter (0 to 10 ampere scale
selected) in series with the clutch coil feed terminal.
Connect a voltmeter (0 to 20 volt scale selected) to
measure voltage across the battery and the clutch
coil.
(3) With the heater-A/C control in the A/C mode
and the blower at low speed, start the engine and
allow it to run at a normal idle speed.
(4) The compressor clutch should engage immedi-
ately, and the clutch coil voltage should be within
two volts of the battery voltage. If the coil voltage is
not within two volts of battery voltage, test the
clutch coil feed circuit for excessive voltage drop. If
the compressor clutch does not engage, refer to Body
Diagnostic Procedures to perform further diagnosis.
(5) Refer to the A/C Clutch Coil Current Draw
chart for the acceptable A/C clutch coil current draw
specifications. Specifications apply for a work area
temperature of 21É C (70É F). If voltage is more than
12.5 volts, add electrical loads by turning on electri-
cal accessories until voltage reads below 12.5 volts.
(a) If the compressor clutch coil current reading
is zero, the coil is open and must be replaced.
(b) If the compressor clutch coil current reading
is four amperes or more, the coil is shorted and
must be replaced.
A/C CLUTCH COIL CURRENT DRAW
Compressor Current Draw
Nippondenso - 10S20
(2.5L/3.3L/3.8L engines)
Nippondenso - 10S17
(2.4L engine)2.2 amps @ 11.5 - 12.5
volts
REMOVAL
NOTE: The compressor clutch can be serviced in
the vehicle. The refrigerant system can remain fully-
charged during compressor clutch, pulley, or coil
replacement.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the serpentine drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
2.4L - REMOVAL) or (Refer to 7 - COOLING/ACCES-
SORY DRIVE/DRIVE BELTS - 3.3/3.8L -
REMOVAL).
(3) Raise and support the vehicle.
(4) Disconnect the engine wire harness connector
for the compressor clutch coil from the clutch coil pig-
tail wire connector on the top of the compressor.
(5) On models with the 3.3L and 3.8L engines, dis-
engage the retainer on the engine wire harness com-
pressor clutch coil take out from the bracket on the
top of the compressor.(6) On models with the 2.4L and 2.5L engines,
remove all of the compressor mounting bolts except
the upper left (rear of the compressor), which should
only be loosened. Allow the front (pulley end) of the
compressor to tilt downward far enough to access the
clutch for removal, then tighten the loosened upper
left compressor mounting bolt.
(7) On models with the 3.3L and 3.8L engines,
remove the two bolts and two nuts that secure the
compressor to the engine. Disengage the mounting
ear at the front of the compressor from the stud on
the engine, allow the front (pulley end) of the com-
pressor to tilt downward far enough to access the
clutch for removal, then reinstall and tighten the
upper left compressor mounting bolt.
(8) Remove the compressor shaft bolt (Fig. 2). A
band-type oil filter wrench or a strap wrench may be
used to secure the clutch during bolt removal.
(9) Tap the clutch plate lightly with a plastic mal-
let to release it from the splines on the compressor
shaft. Remove the clutch plate and shim(s) from the
compressor shaft (Fig. 3).
NOTE: Use care not to lose any of the shim(s).
CAUTION: Do not pry between the clutch plate unit
and the pulley to remove the clutch plate from the
compressor shaft as this may damage the clutch
plate.
Fig. 2 Compressor Shaft Bolt and Clutch Plate
1 - COMPRESSOR SHAFT BOLT
2 - COMPRESSOR CLUTCH PLATE
24 - 16 CONTROLS - FRONTRS
A/C COMPRESSOR CLUTCH/COIL (Continued)

ented and routed so that they are not pinched
between the compressor front cover and the clutch
coil.
NOTE: A new snap ring must be used to secure the
clutch coil to the compressor. The bevel side of the
snap ring must face outward.
(2) Using snap ring pliers (Special Tool C-4574 or
equivalent), install the external snap ring that
secures the clutch coil to the front cover of the com-
pressor. The bevel side of the snap ring must face
outward and both snap ring eyelets must be oriented
to the right or the left of the clutch coil dowel pin
location on the compressor. Be certain that the snap
ring is fully and properly seated in the groove.
CAUTION: If the snap ring is not fully seated in the
groove it will vibrate out, resulting in a clutch fail-
ure and severe damage to the compressor front
cover.
(3) Install and securely tighten the screw that
secures the clutch coil pigtail wire connector bracket
and ground clip to the top of the compressor housing.
(4) Install the pulley onto the front cover of the
compressor. If necessary, tap the pulley gently with a
block of wood placed on the pulley friction surface
(Fig. 6).
CAUTION: Do not mar the friction surfaces of the
pulley.NOTE: A new snap ring must be used to secure the
clutch pulley to the compressor. The bevel side of
the snap ring must face outward.
(5) Using snap ring pliers (Special Tool C-4574 or
equivalent), install the external snap ring (bevel side
facing outward) that secures the clutch pulley to the
front cover of the compressor. Be certain that the
snap ring is fully and properly seated in the groove.
(6) If the original clutch plate and clutch pulley
are to be reused, reinstall the original shim(s) on the
compressor shaft against the shoulder. If a new
clutch plate and/or clutch pulley are being used,
install a trial stack of shims 1.0 mm (0.040 in.) thick
on the compressor shaft against the shoulder.
(7) Install the clutch plate onto the compressor
shaft.
NOTE: The shims may compress after tightening
the shaft bolt. Check the air gap in four or more
places to verify the air gap is still correct. Spin the
pulley before performing a final check of the air
gap.
(8) With the clutch plate assembly tight against
the shim(s), measure the air gap between the clutch
plate and the pulley face with feeler gauges. The air
gap should be between 0.35 - 0.60 mm (0.014 - 0.024
in.). If the proper air gap is not obtained, add or sub-
tract shims as needed until the desired air gap is
obtained.
(9) Install the compressor shaft bolt. Tighten the
bolt to 17.5 N´m (155 in. lbs.).
(10) On models with the 2.4L and 2.5L engines,
loosely install the four bolts that secure the compres-
sor to the mounting bracket on the engine (2.4L), or
the cylinder block (2.5L). Tighten the bolts to 28 N´m
(21 ft. lbs.).
(11) On models with the 3.3L and 3.8L engines,
loosely install the two bolts and two nuts that secure
the compressor to the engine. Tighten each of the fas-
teners to 54 N´m (40 ft. lbs.) using the following
sequence:
²The upper nut at the front of the compressor.
²The lower nut at the front of the compressor.
²The upper bolt at the rear of the compressor.
²The lower bolt at the rear of the compressor.
(12) On models with the 3.3L and 3.8L engines,
engage the retainer on the engine wire harness com-
pressor clutch coil take out with the bracket on the
top of the compressor.
(13) Reconnect the engine wire harness connector
for the compressor clutch coil to the coil pigtail wire
connector on the top of the compressor.
(14) Reinstall the serpentine accessory drive belt
(Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE
BELTS - 2.4L - INSTALLATION) or (Refer to 7 -
Fig. 6 Install Clutch Pulley
1 - PULLEY ASSEMBLY
2 - WOOD BLOCK
24 - 18 CONTROLS - FRONTRS
A/C COMPRESSOR CLUTCH/COIL (Continued)

COOLING/ACCESSORY DRIVE/DRIVE BELTS -
3.3L/3.8L - INSTALLATION).
(15) Lower the vehicle.
(16) Reconnect the battery negative cable.
CLUTCH BREAK-IN
After a new compressor clutch has been installed,
cycle the compressor clutch approximately twenty
times (five seconds on, then five seconds off). During
this procedure, set the A/C-heater control to the A/C
Recirculation Mode, the blower motor switch in the
highest speed position, and the engine speed at 1500
to 2000 rpm. This procedure (burnishing) will seat
the opposing friction surfaces and provide a higher
compressor clutch torque capability.
A/C COMPRESSOR CLUTCH
RELAY
DESCRIPTION
The compressor clutch relay (Fig. 7) is a Interna-
tional Standards Organization (ISO) micro-relay.
Relays conforming to the ISO specifications have
common physical dimensions, current capacities, ter-
minal patterns, and terminal functions. The ISO
micro-relay terminal functions are the same as a con-
ventional ISO relay. However, the ISO micro-relay
terminal pattern (or footprint) is different, the cur-
rent capacity is lower, and the physical dimensions
are smaller than those of the conventional ISO relay.
The A/C compressor clutch relay is located in the
Integrated Power Module (IPM) in the engine com-
partment. See the fuse and relay layout map molded
into the inner surface of the IPM cover for A/C com-
pressor clutch relay identification and location.The black, molded plastic case is the most visible
component of the A/C compressor clutch relay. Five
male spade-type terminals extend from the bottom of
the base to connect the relay to the vehicle electrical
system, and the ISO designation for each terminal is
molded into the base adjacent to each terminal. The
ISO terminal designations are as follows:
²30 (Common Feed)- This terminal is con-
nected to the movable contact point of the relay.
²85 (Coil Ground)- This terminal is connected
to the ground feed side of the relay control coil.
²86 (Coil Battery)- This terminal is connected
to the battery feed side of the relay control coil.
²87 (Normally Open)- This terminal is con-
nected to the normally open fixed contact point of the
relay.
²87A (Normally Closed)- This terminal is con-
nected to the normally closed fixed contact point of
the relay.
OPERATION
The A/C compressor clutch relay is an electrome-
chanical switch that uses a low current input from
the powertrain control module (PCM) to control the
high current output to the compressor clutch electro-
magnetic coil. The movable common feed contact
point is held against the fixed normally closed con-
tact point by spring pressure. When the relay coil is
energized, an electromagnetic field is produced by the
coil windings. This electromagnetic field draws the
movable relay contact point away from the fixed nor-
mally closed contact point, and holds it against the
fixed normally open contact point. When the relay
coil is de-energized, spring pressure returns the mov-
able contact point back against the fixed normally
closed contact point. The resistor or diode is con-
nected in parallel with the relay coil in the relay, and
helps to dissipate voltage spikes and electromagnetic
interference that can be generated as the electromag-
netic field of the relay coil collapses.
The compressor clutch relay terminals are con-
nected to the vehicle electrical system through a
receptacle in the integrated power module (IPM). The
inputs and outputs of the A/C compressor clutch
relay include:
²The common feed terminal (30) receives a bat-
tery current input from a fuse in the IPM through a
fused B(+) circuit at all times.
²The coil ground terminal (85) receives a ground
input from the PCM through the compressor clutch
relay control circuit only when the PCM electroni-
cally pulls the control circuit to ground.
²The coil battery terminal (86) receives a battery
current input from the PCM through a fused ignition
switch output (run-start) circuit only when the igni-
tion switch is in the On or Start positions.
Fig. 7 A/C Compressor Clutch Relay
RSCONTROLS - FRONT24-19
A/C COMPRESSOR CLUTCH/COIL (Continued)

(3) Connect the HVAC wire harness connector to
the blend door actuator.
(4) Install the silencer under the driver side end of
the instrument panel (Refer to 23 - BODY/INSTRU-
MENT PANEL/INSTRUMENT PANEL SILENCER -
INSTALLATION).
(5) Reconnect the battery negative cable.
(6) Perform the heater-A/C control calibration pro-
cedure (Refer to 24 - HEATING & AIR CONDITION-
ING/CONTROLS - FRONT/A/C-HEATER CONTROL
- STANDARD PROCEDURE - HEATER-A/C CON-
TROL CALIBRATION).
BLOWER MOTOR RELAY
DESCRIPTION
The blower motor relay is a International Stan-
dards Organization (ISO) mini-relay (Fig. 12). Relays
conforming to the ISO specifications have common
physical dimensions, current capacities, terminal pat-
terns, and terminal functions. The ISO mini-relay
terminal functions are the same as a conventional
ISO relay. However, the ISO mini-relay terminal pat-
tern (or footprint) is different, the current capacity is
lower, and the physical dimensions are smaller than
those of the conventional ISO relay. The blower
motor relay is located in the Integrated Power Mod-
ule (IPM), which is in the engine compartment near
the battery. See the fuse and relay layout map
molded into the inner surface of the IPM cover for
blower motor relay identification and location.The black, molded plastic case is the most visible
component of the blower motor relay. Five male
spade-type terminals extend from the bottom of the
base to connect the relay to the vehicle electrical sys-
tem, and the ISO designation for each terminal is
molded into the base adjacent to each terminal. The
ISO terminal designations are as follows:
²30 (Common Feed)- This terminal is con-
nected to the movable contact point of the relay.
²85 (Coil Ground)- This terminal is connected
to the ground feed side of the relay control coil.
²86 (Coil Battery)- This terminal is connected
to the battery feed side of the relay control coil.
²87 (Normally Open)- This terminal is con-
nected to the normally open fixed contact point of the
relay.
²87A (Normally Closed)- This terminal is con-
nected to the normally closed fixed contact point of
the relay.
The blower motor relay cannot be adjusted or
repaired. If the relay is damaged or faulty, it must be
replaced.
OPERATION
The blower motor relay is an electromechanical
switch that uses a low current input from the Front
Control Module (FCM) to control the high current
output to the blower motor resistor (manual heater-
A/C control) or blower power module (ATC control).
The movable common feed contact point is held
against the fixed normally closed contact point by
spring pressure. When the relay coil is energized, an
electromagnetic field is produced by the coil wind-
ings. This electromagnetic field draws the movable
relay contact point away from the fixed normally
closed contact point, and holds it against the fixed
Fig. 11 Blend Door Actuator - LHD Shown, RHD
Typical
1 - WIRE HARNESS CONNECTOR
2 - MODE DOOR ACTUATOR
3 - SCREW (2)
4 - DRIVER BLEND DOOR ACTUATOR (DUAL-ZONE)
5 - HEATER CORE
6 - BLEND DOOR ACTUATOR (SINGLE ZONE) OR PASSENGER
BLEND DOOR ACTUATOR (DUAL-ZONE)Fig. 12 Blower Motor Relay
24 - 24 CONTROLS - FRONTRS
BLEND DOOR ACTUATOR (Continued)

CAUTION: Do not operate the blower motor with the
blower motor resistor removed from the circuit.
Failure to take this precaution can result in vehicle
damage.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the glove box from the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
GLOVE BOX - REMOVAL).
(3) Disconnect the two wire harness connectors
from the blower motor resistor block (Fig. 14).
(4) Remove the two screws that secure the blower
motor resistor block to the HVAC housing.
(5) Remove the resistor block from the HVAC
housing.
INSTALLATION
(1) Position the blower motor resistor block into
the HVAC housing.
(2) Install the two screws that secure the blower
motor resistor block to the HVAC housing. Tighten
the screws to 2 N´m (17 in. lbs.).
(3) Connect the two wire connectors to the resistor
block.
(4) Install the glove box (Refer to 23 - BODY/IN-
STRUMENT PANEL/GLOVE BOX - INSTALLA-
TION).
(5) Reconnect the battery negative cable.
EVAPORATOR TEMPERATURE
SENSOR
DESCRIPTION
NOTE: The following applies to RS models only. RG
models use an expansion valve mounted evapora-
tor temperature sensor for both manual and auto-
matic temperature control systems due to A/C-
heater control calibration requirements.
The evaporator temperature sensor used for the
manual temperature control (MTC) system is
installed on the top of the HVAC housing behind the
instrument panel and measures the air temperature
downstream of the evaporator (Fig. 15). The sensor is
an electrical thermistor in a plastic housing that is
inserted into the HVAC housing. Two terminals
within the molded plastic connector receptacle on the
sensor connect it to the vehicle electrical system
through a take out and connector of the HVAC wire
harness.
The evaporator temperature sensor used for the
automatic temperature control (ATC) system is
installed on the top of the expansion valve in the
right rear corner of the engine compartment and
measures the temperature of the evaporator coils
(Fig. 16). The sensor has a small probe that is
Fig. 14 Blower Motor Resistor Block - Typical
1 - BLOWER MOTOR RESISTOR
2 - INSTRUMENT PANEL WIRE HARNESS
3 - SCREW (2)
4 - GLOVE BOX OPENING REINFORCEMENT
5 - BLOWER MOTOR PIGTAIL WIRE HARNESS
6 - HVAC HOUSING
Fig. 15 Evaporator Temperature Sensor - MTC
System
1 - EVAPORATOR TEMPERATURE SENSOR
2 - HVAC HOUSING
3 - A/C EVAPORATOR
RSCONTROLS - FRONT24-27
BLOWER MOTOR RESISTOR BLOCK (Continued)

BLOWER MOTOR RELAY
DESCRIPTION
The blower motor relay is a International Stan-
dards Organization (ISO) mini-relay (Fig. 4). Relays
conforming to the ISO specifications have common
physical dimensions, current capacities, terminal pat-
terns, and terminal functions. The ISO mini-relay
terminal functions are the same as a conventional
ISO relay. However, the ISO mini-relay terminal pat-
tern (or footprint) is different, the current capacity is
lower, and the physical dimensions are smaller than
those of the conventional ISO relay. The rear blower
motor relay is located in the Integrated Power Mod-
ule (IPM), which is in the engine compartment near
the battery. See the fuse and relay layout map
molded into the inner surface of the IPM cover for
rear blower motor relay identification and location.
The black, molded plastic case is the most visible
component of the blower motor relay. Five male
spade-type terminals extend from the bottom of the
base to connect the relay to the vehicle electrical sys-
tem, and the ISO designation for each terminal is
molded into the base adjacent to each terminal. The
ISO terminal designations are as follows:
²30 (Common Feed)- This terminal is con-
nected to the movable contact point of the relay.
²85 (Coil Ground)- This terminal is connected
to the ground feed side of the relay control coil.
²86 (Coil Battery)- This terminal is connected
to the battery feed side of the relay control coil.
²87 (Normally Open)- This terminal is con-
nected to the normally open fixed contact point of the
relay.²87A (Normally Closed)- This terminal is con-
nected to the normally closed fixed contact point of
the relay.
The rear blower motor relay cannot be adjusted or
repaired. If the relay is damaged or faulty, it must be
replaced.
OPERATION
The rear blower motor relay is an electromechani-
cal switch that uses a low current input from the
Front Control Module (FCM) to control the high cur-
rent output to the rear blower motor resistor (man-
ual heater-A/C control) or rear blower motor power
module (ATC heater-A/C control). The movable com-
mon feed contact point is held against the fixed nor-
mally closed contact point by spring pressure. When
the relay coil is energized, an electromagnetic field is
produced by the coil windings. This electromagnetic
field draws the movable relay contact point away
from the fixed normally closed contact point, and
holds it against the fixed normally open contact
point. When the relay coil is de-energized, spring
pressure returns the movable contact point back
against the fixed normally closed contact point. The
resistor or diode is connected in parallel with the
relay coil in the relay, and helps to dissipate voltage
spikes and electromagnetic interference that can be
generated as the electromagnetic field of the relay
coil collapses.
The rear blower motor relay terminals are con-
nected to the vehicle electrical system through a
receptacle in the Integrated Power Module (IPM).
The inputs and outputs of the rear blower motor
relay include:
²The common feed terminal (30) receives a bat-
tery current input from the battery through a B(+)
circuit at all times.
²The coil ground terminal (85) receives a ground
input through the front/rear blower motor relay con-
trol circuit only when the FCM electronically pulls
the control circuit to ground.
²The coil battery terminal (86) receives a battery
current input from the battery through a B(+) circuit
at all times.
²The normally open terminal (87) provides a bat-
tery current output to the blower motor resistor
(manual heater-A/C control) or blower power module
(ATC heater-A/C control) through a fuse in the IPM
on the fused rear blower motor relay output circuit
only when the blower motor relay coil is energized.
²The normally closed terminal (87A) is not con-
nected to any circuit in this application, but provides
a battery current output only when the rear blower
motor relay coil is de-energized.
Fig. 4 Rear Blower Motor Relay
RSCONTROLS - REAR24-37

(16) Lubricate new rubber O-ring seals with clean
refrigerant oil and install them on the liquid line and
suction line fittings.
(17) Reconnect the underbody refrigerant line seal-
ing plate to the evaporator extension line sealing
plate.
(18) Install the screw that secures the underbody
refrigerant line sealing plate to the evaporator exten-
sion line sealing plate. Tighten the screw to 23 N´m
(17 ft. lbs.).
(19) Lower the vehicle.
(20) Reconnect the battery negative cable.
(21) Refill the engine cooling system (Refer to 7 -
COOLING - STANDARD PROCEDURE - COOLING
SYSTEM REFILL).
(22) Evacuate the refrigerant system (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING -
FRONT/REFRIGERANT - STANDARD PROCE-
DURE - REFRIGERANT SYSTEM EVACUATE).
(23) Charge the refrigerant system (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING -FRONT/REFRIGERANT - STANDARD PROCE-
DURE - REFRIGERANT SYSTEM CHARGE).
(24) Run the HVAC Cooldown test to verify proper
operation (Refer to 24 - HEATING & AIR CONDI-
TIONING - DIAGNOSIS AND TESTING).
REAR FLOOR HEAT DUCT
REMOVAL
(1) Remove the trim from the right quarter inner
panel (Refer to 23 - BODY/INTERIOR/RIGHT
QUARTER TRIM PANEL - REMOVAL).
(2) Remove the two screws that secure the rear
floor heat duct to the right quarter inner panel (Fig.
8).
(3) Slide the rear floor heat duct forward far
enough to disengage it from the outlet on the front of
the rear HVAC housing.
(4) Remove the rear floor heat duct from the vehi-
cle.
Fig. 7 Rear HVAC Housing
1 - U-NUT (3)
2 - REAR HVAC HOUSING
3 - SCREW (3)
4 - EXPANSION VALVE5 - STUD (3)
6 - HEATER LINES
7 - NUT (5)
8 - STUD (2)
24 - 62 DISTRIBUTION - REARRS
HVAC HOUSING (Continued)

PLUMBING - FRONT
TABLE OF CONTENTS
page page
PLUMBING - FRONT
DESCRIPTION - REFRIGERANT LINE.......65
OPERATION- REFRIGERANT LINES........65
WARNING
ENGINE COOLING SYSTEM.............65
A/C SYSTEM.........................65
CAUTION
A/C SYSTEM.........................66
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - REFRIGERANT
SYSTEM LEAKS......................66
DIAGNOSIS AND TESTING - SYSTEM
CHARGE LEVEL TEST - GASOLINE
ENGINES............................67
DIAGNOSIS AND TESTING - SYSTEM
CHARGE LEVEL TEST - 2.5L DIESEL......68
STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING
TUBING AND FITTINGS.................70
STANDARD PROCEDURE - REFRIGERANT
SYSTEM SERVICE EQUIPMENT..........70
STANDARD PROCEDURE - REFRIGERANT
RECOVERY..........................71
STANDARD PROCEDURE - REFRIGERANT
SYSTEM EVACUATE...................72
STANDARD PROCEDURE - REFRIGERANT
SYSTEM CHARGE.....................72
A/C COMPRESSOR
DESCRIPTION
DESCRIPTION - A/C COMPRESSOR.......73
DESCRIPTION - HIGH PRESSURE RELIEF
VALVE..............................73
OPERATION
OPERATION - A/C COMPRESSOR........73
OPERATION - HIGH PRESSURE RELIEF
VALVE..............................73
DIAGNOSIS AND TESTING - COMPRESSOR
NOISE DIAGNOSIS....................74
REMOVAL
REMOVAL - COMPRESSOR.............74
REMOVAL - A/C COMPRESSOR MOUNTING
BRACKET - 2.4L ENGINE...............75
INSTALLATION
INSTALLATION.......................76
INSTALLATION - A/C COMPRESSOR
MOUNTING BRACKET - 2.4L ENGINE......76
A/C CONDENSER
DESCRIPTION.........................76
OPERATION...........................76REMOVAL.............................77
INSTALLATION.........................78
A/C DISCHARGE LINE
REMOVAL.............................79
INSTALLATION.........................80
A/C EVAPORATOR
DESCRIPTION.........................80
OPERATION...........................80
REMOVAL.............................80
INSTALLATION.........................80
EXPANSION VALVE
DESCRIPTION.........................81
OPERATION...........................81
DIAGNOSIS AND TESTING - A/C EXPANSION
VALVE ..............................81
REMOVAL.............................82
INSTALLATION.........................82
HEATER CORE
DESCRIPTION.........................83
OPERATION...........................83
REMOVAL
REMOVAL - HEATER CORE TUBES.......83
REMOVAL - HEATER CORE.............84
INSTALLATION
INSTALLATION - HEATER CORE TUBES....85
INSTALLATION - HEATER CORE..........85
HEATER INLET HOSE
REMOVAL.............................85
INSTALLATION.........................86
HEATER RETURN HOSE
REMOVAL.............................86
INSTALLATION.........................87
LIQUID LINE
REMOVAL.............................88
INSTALLATION.........................90
RECEIVER / DRIER
DESCRIPTION.........................91
OPERATION...........................91
REMOVAL.............................91
INSTALLATION.........................92
REFRIGERANT
DESCRIPTION.........................92
OPERATION...........................92
REFRIGERANT OIL
DESCRIPTION.........................92
OPERATION...........................92
STANDARD PROCEDURE - REFRIGERANT
OIL LEVEL...........................93
24 - 64 PLUMBING - FRONTRS

SERVICE PORT VALVE CORE
DESCRIPTION.........................94
REMOVAL.............................94
INSTALLATION.........................94SUCTION LINE
REMOVAL.............................94
INSTALLATION.........................95
PLUMBING - FRONT
DESCRIPTION - REFRIGERANT LINE
The refrigerant lines and hoses are used to carry
the refrigerant between the various air conditioning
system components. A barrier hose design with a
nylon tube, which is sandwiched between rubber lay-
ers, is used for the R-134a air conditioning system on
this vehicle. This nylon tube helps to further contain
the R-134a refrigerant, which has a smaller molecu-
lar structure than R-12 refrigerant. The ends of the
refrigerant hoses are made from lightweight alumi-
num or steel, and commonly use braze-less fittings.
Any kinks or sharp bends in the refrigerant plumb-
ing will reduce the capacity of the entire air condi-
tioning system. Kinks and sharp bends reduce the
flow of refrigerant in the system. A good rule for the
flexible hose refrigerant lines is to keep the radius of
all bends at least ten times the diameter of the hose.
In addition, the flexible hose refrigerant lines should
be routed so they are at least 80 millimeters (3
inches) from an exhaust manifold.
OPERATION- REFRIGERANT LINES
High pressures are produced in the refrigerant sys-
tem when the air conditioning compressor is operat-
ing. Extreme care must be exercised to make sure
that each of the refrigerant system connections is
pressure-tight and leak free. It is a good practice to
inspect all flexible hose refrigerant lines at least once
a year to make sure they are in good condition and
properly routed.
The refrigerant lines and hoses are coupled with
other components of the HVAC system with either
O-rings or dual plane seals.
The refrigerant lines and hoses cannot be repaired
and, if faulty or damaged, they must be replaced.
WARNING
ENGINE COOLING SYSTEM
WARNING: THE ENGINE COOLING SYSTEM IS
DESIGNED TO DEVELOP INTERNAL PRESSURES
OF 97 TO 123 KILOPASCALS (14 TO 18 POUNDS
PER SQUARE INCH). DO NOT REMOVE OR
LOOSEN THE COOLANT PRESSURE CAP, CYLIN-
DER BLOCK DRAIN PLUGS, RADIATOR DRAIN,
RADIATOR HOSES, HEATER HOSES, OR HOSE
CLAMPS WHILE THE ENGINE COOLING SYSTEM ISHOT AND UNDER PRESSURE. FAILURE TO
OBSERVE THIS WARNING CAN RESULT IN SERI-
OUS BURNS FROM THE HEATED ENGINE COOL-
ANT. ALLOW THE VEHICLE TO COOL FOR A
MINIMUM OF 15 MINUTES BEFORE OPENING THE
COOLING SYSTEM FOR SERVICE.
A/C SYSTEM
WARNING: THE AIR CONDITIONING SYSTEM CON-
TAINS REFRIGERANT UNDER HIGH PRESSURE.
SEVERE PERSONAL INJURY MAY RESULT FROM
IMPROPER SERVICE PROCEDURES. REPAIRS
SHOULD ONLY BE PERFORMED BY QUALIFIED
SERVICE PERSONNEL.
AVOID BREATHING THE REFRIGERANT AND
REFRIGERANT OIL VAPOR OR MIST. EXPOSURE
MAY IRRITATE THE EYES, NOSE, AND/OR THROAT.
WEAR EYE PROTECTION WHEN SERVICING THE
AIR CONDITIONING REFRIGERANT SYSTEM. SERI-
OUS EYE INJURY CAN RESULT FROM DIRECT
CONTACT WITH THE REFRIGERANT. IF EYE CON-
TACT OCCURS, SEEK MEDICAL ATTENTION IMME-
DIATELY.
DO NOT EXPOSE THE REFRIGERANT TO OPEN
FLAME. POISONOUS GAS IS CREATED WHEN
REFRIGERANT IS BURNED. AN ELECTRONIC LEAK
DETECTOR IS RECOMMENDED.
IF ACCIDENTAL SYSTEM DISCHARGE OCCURS,
VENTILATE THE WORK AREA BEFORE RESUMING
SERVICE. LARGE AMOUNTS OF REFRIGERANT
RELEASED IN A CLOSED WORK AREA WILL DIS-
PLACE THE OXYGEN AND CAUSE SUFFOCATION.
THE EVAPORATION RATE OF R-134a REFRIGER-
ANT AT AVERAGE TEMPERATURE AND ALTITUDE
IS EXTREMELY HIGH. AS A RESULT, ANYTHING
THAT COMES IN CONTACT WITH THE REFRIGER-
ANT WILL FREEZE. ALWAYS PROTECT THE SKIN
OR DELICATE OBJECTS FROM DIRECT CONTACT
WITH THE REFRIGERANT.
THE R-134a SERVICE EQUIPMENT OR THE VEHI-
CLE REFRIGERANT SYSTEM SHOULD NOT BE
PRESSURE TESTED OR LEAK TESTED WITH COM-
PRESSED AIR. SOME MIXTURES OF AIR AND
R-134a HAVE BEEN SHOWN TO BE COMBUSTIBLE
AT ELEVATED PRESSURES. THESE MIXTURES ARE
POTENTIALLY DANGEROUS, AND MAY RESULT IN
FIRE OR EXPLOSION CAUSING INJURY OR PROP-
ERTY DAMAGE.
RSPLUMBING - FRONT24-65