width CHRYSLER VOYAGER 2004 Owner's Guide

opposite preset limit or switch point. The process
then repeats itself in the opposite direction.
Short term fuel correction will keep increasing or
decreasing injector pulse-width based upon the
upstream O2 Sensor input. The maximum range of
authority for short term memory is 25% (+/-) of base
pulse-width. Short term is violated and is lost when
ignition is turned OFF.
Long Term
The second fuel correction program is the long
term adaptive memory. In order to maintain correct
emission throughout all operating ranges of the
engine, a cell structure based on engine rpm and load
(MAP) is used.
Ther number of cells varies upon the driving con-
ditions. Two cells are used only during idle, based
upon TPS and Park/Neutral switch inputs. There
may be two other cells used for deceleration, based
on TPS, engine rpm, and vehicle speed. The other
twelve cells represent a manifold pressure and an
rpm range. Six of the cells are high rpm and the
other six are low rpm. Each of these cells has a spe-
cific MAP voltage range Typical Adaptive Memory
Fuel Cells.As the engine enters one of these cells the PCM
looks at the amount of short term correction being
used. Because the goal is to keep short term at 0 (O2
Sensor switching at 0.5 volt), long term will update
in the same direction as short term correction was
moving to bring the short term back to 0. Once short
term is back at 0, this long term correction factor is
stored in memory.
The values stored in long term adaptive memory
are used for all operating conditions, including open
loop and cold starting. However, the updating of the
long term memory occurs after the engine has
exceeded approximately 170É-190É F, with fuel control
in closed loop and two minutes of engine run time.
This is done to prevent any transitional temperature
or start-up compensations from corrupting long term
fuel correction.
Long term adaptive memory can change the pulse-
width by as much as 25%, which means it can correct
for all of short term. It is possible to have a problem
that would drive long term to 25% and short term to
another 25% for a total change of 50% away from
base pulse-width calculation.
TYPICAL ADAPTIVE MEMORY FUEL CELLS
Open
ThrottleOpen
ThrottleOpen
ThrottleOpen
ThrottleOpen
ThrottleOpen
Throttle Idle Decel
Vacuum 20 17 13 9 5 0
Above 1,984
rpm1 3 5 7 9 11 13 Drive 15
Below 1,984
rpm02 4 6 8 1012
Neutral14
MAP volt =0 1.4 2.0 2.6 3.3 3.9
Fuel Correction Diagnostics
There are two fuel correction diagnostic routines:
²Fuel System Rich
²Fuel System Lean
A DTC is set and the MIL is illuminated if the
PCM detects either of these conditions. This is deter-
mined based on total fuel correction, short term
times long term.
PROGRAMMABLE COMMUNICATIONS
INTERFACE (PCI) BUS
DESCRIPTION
The Programmable Communication Interface Mul-
tiplex system (PCI Bus) consist of a single wire. The
Body Control Module (BCM) acts as a splice to con-
nect each module and the Data Link Connector(DLC) together. Each module is wired in parallel to
the data bus through its PCI chip set and uses its
ground as the bus reference. The wiring is a mini-
mum 20 gage wire.
OPERATION
Various modules exchange information through a
communications port called the PCI Bus. The Power-
train Control Module (PCM) transmits the Malfunc-
tion Indicator Lamp (Check Engine) On/Off signal
and engine RPM on the PCI Bus. The PCM receives
the Air Conditioning select input, transaxle gear
position inputs over the PCI Bus. The PCM also
receives the air conditioning evaporator temperature
signal from the PCI Bus.
The following components access or send informa-
tion on the PCI Bus.
RSFUEL INJECTION14-21
FUEL INJECTION (Continued)

INSTALLATION - 2.4L
(1) Install the crankshaft sensor.
(2) Install crankshaft sensor bolt and tighten.
(3) Connect the electrical connector (Fig. 8).
(4) Lower vehicle.
(5) Connect the negative battery cable.
ENGINE SPEED SENSOR
DESCRIPTION
The PCM receives a signal from the TCM to indi-
cate vehicle speed on automatic transmission cars.
On 4 cylinder Manual transmission cars (if equipped)
vehicle, a dedicated vehicle speed sensor is connectedto the PCM.On V-6 Manual transmission cars (if
equipped) vehicle, the ABS module provides the sig-
nal to the PCM for vehicle speed.
OPERATION
The Transmission Control Module (TCM) supplies
the road speed and distance traveled inputs to the
PCM. From these inputs and the throttle position
sensor input, the PCM determines when a decelera-
tion condition occurs.
FUEL INJECTOR
DESCRIPTION
The injectors are positioned in the intake manifold
or cylinder head with the nozzle ends directly above
the intake valve port (Fig. 10).
OPERATION
The fuel injectors are 12 volt electrical solenoids
(Fig. 11). The injector contains a pintle that closes off
an orifice at the nozzle end. When electric current is
supplied to the injector, the armature and needle
move a short distance against a spring, allowing fuel
to flow out the orifice. Because the fuel is under high
pressure, a fine spray is developed in the shape of a
hollow cone or two streams. The spraying action
atomizes the fuel, adding it to the air entering the
combustion chamber. Fuel injectors are not inter-
changeable between engines.
The PCM provides battery voltage to each injector
through the ASD relay. Injector operation is con-
trolled by a ground path provided for each injector by
the PCM. Injector on-time (pulse-width) is variable,
Fig. 7 Timing Slots
1 - TORQUE CONVERTER DRIVE PLATE
2 - SLOTS
Fig. 8 CRANKSHAFT SENSOR 2.4L
Fig. 9 CRANKSHAFT POSITION SENSOR LOCATION
2.4L
14 - 26 FUEL INJECTIONRS
CRANKSHAFT POSITION SENSOR (Continued)

and is determined by the PCM processing all the
data previously discussed to obtain the optimum
injector pulse width for each operating condition. The
pulse width is controlled by the duration of the
ground path provided.
REMOVAL
REMOVAL - 2.4L
The fuel rail must be removed first (Fig. 12). Refer
to Fuel Rail Removal in this section.
(1) Disconnect injector wiring connector from injec-
tor.
(2) Position fuel rail assembly so that the fuel
injectors are easily accessible (Fig. 13).(3) Rotate injector and pull injector out of fuel rail.
The clip will stay on the injector.
(4) Check injector O-ring for damage. If O-ring is
damaged, it must be replaced. If injector is reused, a
protective cap must be installed on the injector tip to
prevent damage. Replace the injector clip if it is dam-
aged.
(5) Repeat for remaining injectors.
REMOVAL - 3.3/3.8L
(1) Disconnect the negative battery cable.
(2) Remove the Intake Manifold, (Refer to 9 -
ENGINE/MANIFOLDS/INTAKE MANIFOLD -
REMOVAL)
Fig. 10 Fuel Injector Location - Typical
1 - FUEL RAIL
2 - INTAKE MANIFOLD
3 - FUEL INJECTORS
Fig. 11 FUEL INJECTOR - TYPICAL
1 - FUEL INJECTOR
2 - NOZZLE
3 - TOP (FUEL ENTRY)
Fig. 12 FUEL RAIL AND INJECTORS 2.4L
1 - Fuel Injectors
2 - Fuel Rail
Fig. 13 FUEL INJECTOR AND RAIL TYPICAL
1 - FUEL RAIL ASSEMBLY
2 - FUEL INJECTOR
3 - FUEL RAIL RECEIVER
RSFUEL INJECTION14-27
FUEL INJECTOR (Continued)

the O-RINGS ONLY (Fig. 18)to aid assembly. Use
care when removing hoses to prevent damage to hose
or hose nipple.
(1) Carefully place idle air control motor into
throttle body.
(2) Install mounting screw. Tighten screw to 7 N´m
(62 in. lbs.) torque.
(3) Connect electrical connector to idle air control
motor.
(4) Connect negative cable to battery.
INLET AIR TEMPERATURE
SENSOR
DESCRIPTION
The IAT Sensor is a Negative Temperature Coeffi-
cient (NTC) Sensor that provides information to the
PCM regarding the temperature of the air entering
the intake manifold (Fig. 19).
MAP SENSOR
DESCRIPTION
The MAP sensor (Fig. 20) or (Fig. 21) mounts to
the intake manifold. The sensor is connects electri-
cally to the PCM.
OPERATION
The MAP serves as a PCM input, using a silicon
based sensing unit, to provide data on the manifold
vacuum that draws the air/fuel mixture into the com-
bustion chamber. The PCM requires this information
to determine injector pulse width and spark advance.
When MAP equals Barometric pressure, the pulse
width will be at maximum.
Also like the cam and crank sensors, a 5 volt ref-
erence is supplied from the PCM and returns a volt-age signal to the PCM that reflects manifold
pressure. The zero pressure reading is 0.5V and full
scale is 4.5V. For a pressure swing of0Ð15psithe
voltage changes 4.0V. The sensor is supplied a regu-
lated 4.8 to 5.1 volts to operate the sensor. Like the
cam and crank sensors ground is provided through
the sensor return circuit.
The MAP sensor input is the number one contrib-
utor to pulse width. The most important function of
the MAP sensor is to determine barometric pressure.
The PCM needs to know if the vehicle is at sea level
or is it in Denver at 5000 feet above sea level,
because the air density changes with altitude. It will
also help to correct for varying weather conditions. If
a hurricane was coming through the pressure would
be very, very low or there could be a real fair
Fig. 18 O-RINGS
1 - O-rings
Fig. 19 3.3/3.8L IAT SENSOR
Fig. 20 MAP SENSOR - 2.4L
14 - 30 FUEL INJECTIONRS
IDLE AIR CONTROL MOTOR (Continued)

weather, high pressure area. This is important
because as air pressure changes the barometric pres-
sure changes. Barometric pressure and altitude have
a direct inverse correlation, as altitude goes up baro-
metric goes down. The first thing that happens as
the key is rolled on, before reaching the crank posi-
tion, the PCM powers up, comes around and looks at
the MAP voltage, and based upon the voltage it sees,
it knows the current barometric pressure relative to
altitude. Once the engine starts, the PCM looks at
the voltage again, continuously every 12 milliseconds,
and compares the current voltage to what it was at
key on. The difference between current and what it
was at key on is manifold vacuum.
During key On (engine not running) the sensor
reads (updates) barometric pressure. A normal range
can be obtained by monitoring known good sensor in
you work area.
As the altitude increases the air becomes thinner
(less oxygen). If a vehicle is started and driven to a
very different altitude than where it was at key On
the barometric pressure needs to be updated. Any
time the PCM sees Wide Open throttle, based upon
TPS angle and RPM it will update barometric pres-
sure in the MAP memory cell. With periodic updates,
the PCM can make its calculations more effectively.
The PCM uses the MAP sensor to aid in calculat-
ing the following:
²Barometric pressure
²Engine load
²Manifold pressure
²Injector pulse-width
²Spark-advance programs
²Shift-point strategies (F4AC1 transmissions
only, via the PCI bus)
²Idle speed²Decel fuel shutoff
The PCM recognizes a decrease in manifold pres-
sure by monitoring a decrease in voltage from the
reading stored in the barometric pressure memory
cell. The MAP sensor is a linear sensor; as pressure
changes, voltage changes proportionately. The range
of voltage output from the sensor is usually between
4.6 volts at sea level to as low as 0.3 volts at 26 in. of
Hg. Barometric pressure is the pressure exerted by
the atmosphere upon an object. At sea level on a
standard day, no storm, barometric pressure is 29.92
in Hg. For every 100 feet of altitude barometric pres-
sure drops .10 in. Hg. If a storm goes through it can
either add, high pressure, or decrease, low pressure,
from what should be present for that altitude. You
should make a habit of knowing what the average
pressure and corresponding barometric pressure is
for your area.REMOVAL
REMOVAL - 2.4L
(1) Disconnect the negative battery cable.
(2) Disconnect electrical connector and vacuum
hose from MAP sensor (Fig. 20).
(3) Remove two screws holding sensor to the
intake manifold.
REMOVAL - 3.3/3.8L
(1) Disconnect the negative battery cable.
(2) Remove vacuum hose and mounting screws
from manifold absolute pressure (MAP) sensor (Fig.
21).
(3) Disconnect electrical connector from sensor.
Remove sensor.
INSTALLATION
INSTALLATION - 2.4L
(1) Install sensor.
(2) Install two screws and tighten.
(3) Connect the electrical connector and vacuum
hose to the MAP sensor (Fig. 20).
(4) Connect the negative battery cable.
INSTALLATION - 3.3/3.8L
(1) Install sensor (Fig. 21).
(2) Install screws and tighten toPLASTIC MAN-
IFOLD 1.7 N´m (15 in. lbs.) ALUMINUM MANI-
FOLD 3.3 N´m (30 in. lbs.).
(3) Connect the electrical connector to the sensor.
Install vacuum hose.
(4) Connect the negative battery cable.
Fig. 21 MAP SENSOR - 3.3/3.8L
RSFUEL INJECTION14-31
MAP SENSOR (Continued)

O2 SENSOR
DESCRIPTION
The upstream oxygen sensor threads into the out-
let flange of the exhaust manifold (Fig. 22) or (Fig.
23).
The downstream heated oxygen sensor threads into
the outlet pipe at the rear of the catalytic convertor
(Fig. 24).
OPERATION
A seperate upstream and downstream grounds are
used on the NGC vehicles (4 Cyl.).
As vehicles accumulate mileage, the catalytic con-
vertor deteriorates. The deterioration results in aless efficient catalyst. To monitor catalytic convertor
deterioration, the fuel injection system uses two
heated oxygen sensors. One sensor upstream of the
catalytic convertor, one downstream of the convertor.
The PCM compares the reading from the sensors to
calculate the catalytic convertor oxygen storage
capacity and converter efficiency. Also, the PCM uses
the upstream heated oxygen sensor input when
adjusting injector pulse width.
When the catalytic converter efficiency drops below
emission standards, the PCM stores a diagnostic
trouble code and illuminates the malfunction indica-
tor lamp (MIL).
The O2 sensors produce a constant 2.5 volts on
NGC vehicles, depending upon the oxygen content of
the exhaust gas. When a large amount of oxygen is
present (caused by a lean air/fuel mixture, can be
caused by misfire and exhaust leaks), the sensors
produces a low voltage. When there is a lesser
amount of oxygen present (caused by a rich air/fuel
mixture, can be caused by internal engine problems)
it produces a higher voltage. By monitoring the oxy-
gen content and converting it to electrical voltage,
the sensors act as a rich-lean switch.
The oxygen sensors are equipped with a heating
element that keeps the sensors at proper operating
temperature during all operating modes. Maintaining
correct sensor temperature at all times allows the
system to enter into closed loop operation sooner.
Also, it allows the system to remain in closed loop
operation during periods of extended idle.
In Closed Loop operation the PCM monitors the O2
sensors input (along with other inputs) and adjusts
the injector pulse width accordingly. During Open
Loop operation the PCM ignores the O2 sensor input.
Fig. 22 O2 SENSOR UPSTREAM 1/1 - 2.4L
Fig. 23 O2 SENSOR UPSTREAM 1/1 - 3.3/3.8L
Fig. 24 O2 SENSOR DOWNSTREAM 1/2 - 2.4/3.3/
3.8L
14 - 32 FUEL INJECTIONRS

The PCM adjusts injector pulse width based on pre-
programmed (fixed) values and inputs from other
sensors.
NGC Controller - Has a common ground for the
heater in the O2S. 12 volts is supplied to the heater
in the O2S by the NGC controller. Both the upstream
and downstream O2 sensors for NGC are pulse width
modulation (PWM).NOTE: When replacing an O2
Sensor, the PCM RAM memory must be cleared,
either by disconnecting the PCM C-1 connector or
momentarily disconnecting the Battery negative ter-
minal. The NGC learns the characteristics of each O2
heater element and these old values should be
cleared when installing a new O2 sensor. The cus-
tomer may experience driveability issues if this is not
performed.
UPSTREAM OXYGEN SENSOR
The input from the upstream heated oxygen sensor
tells the PCM the oxygen content of the exhaust gas.
Based on this input, the PCM fine tunes the air-fuel
ratio by adjusting injector pulse width.
The sensor input switches from 2.5 to 3.5 volt,
depending upon the oxygen content of the exhaust
gas in the exhaust manifold. When a large amount of
oxygen is present (caused by a lean air-fuel mixture),
the sensor produces voltage as low as 2.5 volt. When
there is a lesser amount of oxygen present (rich air-
fuel mixture) the sensor produces a voltage as high
as 3.5 volt. By monitoring the oxygen content and
converting it to electrical voltage, the sensor acts as
a rich-lean switch.
The heating element in the sensor provides heat to
the sensor ceramic element. Heating the sensor
allows the system to enter into closed loop operation
sooner. Also, it allows the system to remain in closed
loop operation during periods of extended idle.
In Closed Loop, the PCM adjusts injector pulse
width based on the upstream heated oxygen sensor
input along with other inputs. In Open Loop, the
PCM adjusts injector pulse width based on prepro-
grammed (fixed) values and inputs from other sen-
sors.
DOWNSTREAM OXYGEN SENSOR
The downstream heated oxygen sensor input is
used to detect catalytic convertor deterioration. As
the convertor deteriorates, the input from the down-
stream sensor begins to match the upstream sensor
input except for a slight time delay. By comparing
the downstream heated oxygen sensor input to the
input from the upstream sensor, the PCM calculates
catalytic convertor efficiency. Also used to establish
the upstream O2 goal voltage (switching point).
REMOVAL
REMOVAL - UPSTREAM 1/1 - 2.4L
(1) Disconnect the negative battery cable.
(2) Raise and support the vehicle.
(3) Disconnect the electrical connector (Fig. 23).
(4) Use a socket such as the Snap-OntYA8875 or
equivalent to remove the sensor
(5) When the sensor is removed, the threads must
be cleaned with an 18 mm X 1.5 + 6E tap. If using
the original sensor, coat the threads with Loctite
771±64 anti-seize compound or equivalent.
REMOVAL - UPSTREAM 1/1 - 3.3/3.8L
(1) Remove battery, refer to the Battery section for
more information.
(2) Remove the battery tray, refer to the Battery
section for more information.
(3) Disconnect the speed control vacuum harness
from servo.
(4) Disconnect the electrical connector from servo.
(5) Remove the speed control servo and bracket
and reposition.
(6) Use a socket such as the Snap-OntYA8875 or
equivalent to remove the sensor (Fig. 25).
(7) When the sensor is removed, the threads must
be cleaned with an 18 mm X 1.5 + 6E tap. If using
the original sensor, coat the threads with Loctite
771±64 anti-seize compound or equivalent.
Fig. 25 O2 SENSOR 1/1
RSFUEL INJECTION14-33
O2 SENSOR (Continued)

neously then gently pull the throttle cable from
throttle bracket or if it is the slide snap design you
have to slide the locking tab out of the hole and then
slide the cable assembly out of the bracket.
INSTALLATION
(1) From the engine compartment, push the hous-
ing end fitting and grommet into the dash panel.In-
stall gromment into the dash panel.
(2) Install the cable housing (throttle body end)
into the cable mounting bracket on the engine.
(3) From inside the vehicle, hold up the pedal and
install throttle cable and cable retainer in the upper
end of the pedal shaft.
(4) At the dash panel, install the cable retainer
clip between the end of the throttle cable fitting and
grommet
(5) From the engine compartment, rotate the
throttle lever wide open and install the throttle
cable.
THROTTLE POSITION SENSOR
DESCRIPTION
The throttle position sensor mounts to the side of
the throttle body (Fig. 30) or (Fig. 31).The sensor
connects to the throttle blade shaft. The TPS is a
variable resistor that provides the Powertrain Con-
trol Module (PCM) with an input signal (voltage).
OPERATION
The signal represents throttle blade position. As
the position of the throttle blade changes, the resis-
tance of the TPS changes.
The PCM supplies approximately 5 volts to the
TPS. The TPS output voltage (input signal to the
powertrain control module) represents throttle blade
position. The TPS output voltage to the PCM varies
from approximately 0.6 volt at minimum throttle
opening (idle) to a maximum of 4.5 volts at wide open
throttle.
Along with inputs from other sensors, the PCM
uses the TPS input to determine current engine oper-
ating conditions. The PCM also adjusts fuel injector
pulse width and ignition timing based on these
inputs.
REMOVAL - 3.3/3.8L
(1) Disconnect the negative battery cable.
(2) Remove the electrical connector from the Inlet
Air Temperature sensor.
(3) Remove the air cleaner box lid. Remove hose
from throttle body.
(4) Disconnect the electrical connector at TPS.
(5) Disconnect the electrical connector at IAC.
(6) Remove the throttle and speed control cables
from throttle body.
(7) Remove 3 mounting bolts from throttle body.
(8) Remove throttle body.
(9) Disconnect the purge vacuum line from the
throttle body.
(10) Remove TPS from throttle body.
Fig. 30 Throttle Position SensorÐ2.4L Engine
1 - Idle Air Control Valve
2 - Throttle Position Sensor
Fig. 31 Throttle Position SensorÐ3.3/3.8L Engine
1 - Idle Air Control Valve
2 - Throttle Position Sensor
14 - 36 FUEL INJECTIONRS
THROTTLE CONTROL CABLE (Continued)

TIRES
DESCRIPTION
DESCRIPTION - TIRE
Tires are designed and engineered for each specific
vehicle. They provide the best overall performance
for normal operation. The ride and handling charac-
teristics match the vehicle's requirements. With
proper care they will give excellent reliability, trac-
tion, skid resistance, and tread life.
Driving habits have more effect on tire life than
any other factor. Careful drivers will obtain, in most
cases, much greater mileage than severe use or care-
less drivers. A few of the driving habits which will
shorten the life of any tire are:
²Rapid acceleration
²Severe application of brakes
²High-speed driving
²Taking turns at excessive speeds
²Striking curbs and other obstacles
²Operating vehicle with over or under inflated
tire pressures
Radial ply tires are more prone to irregular tread
wear. It is important to follow the tire rotation inter-
val shown in the section on Tire Rotation. This will
help to achieve a greater tread-life potential.
TIRE IDENTIFICATION
Tire type, size, load index and speed rating are
encoded in the letters and numbers imprinted on the
side wall of the tire. Refer to the Tire Identification
chart to decipher the code. For example purposes, the
tire size P225/60 R 16 97 T is used in the chart. An
All Season type tire will also have eitherM+S,M&
SorM-S(indicating mud and snow traction)
imprinted on the side wall. An Extra or Light Load
marking ªXLº or ªLLº may also be listed on the side-
wall. The absence of an ªXLº or ªLLº marking infers
a standard load tire.
TIRE IDENTIFICATION
PTIRE TYPE (Not
present on all tires)P - Passenger
T - Temporary
C - Commercial
LT - Light Truck
225SECTIONAL WIDTHSHOWN IN
MILLIMETERS
60ASPECT RATIOSECTIONAL HEIGHT
÷ SECTIONAL WIDTH
(Refer to Aspect Ratio
Figure 22 )
Fig. 20 Mounting Tire Using Rotating Wheel
Machine
1 - HEAD OF CHANGER LOCATED HERE
2 - VALVE STEM
Fig. 21 Mounting Tire Using Rotating Tool Machine
1 - VALVE STEM
2 - MOUNTING END OF TOOL
3 - BEAD BREAKER (KEEP CLEAR OF SENSOR)
RSTIRES/WHEELS22-13
SENSOR - TPM (Continued)

RCONSTRUCTION
TYPER - RADIAL
B - BIAS BELTED
D - DIAGONAL (BIAS)
16WHEEL DIAMETER SHOWN IN INCHES
97LOAD INDEX *
TSPEED RATING *
* NOTE: Consult the tire manufacturer regarding
any questions on tire specifications or capabilities.
TIRE CHAINS
Refer to the owners manual supplied with the vehi-
cle to determine whether the use of tire chains is per-
mitted on this vehicle.
DESCRIPTION - RADIAL-PLY TIRES
Radial-ply tires improve handling, tread life, ride
quality and decrease rolling resistance.
Radial-ply tires must always be used in sets of four
and under no circumstances should they be used on
the front only. It is recommended that tires from dif-
ferent manufacturers NOT be mixed. They may be
mixed with a temporary spare tire when necessary. A
maximum speed of 80 km/h (50 mph) is recom-
mended while a temporary spare is in use.
Radial-ply tires have the same load-carrying capac-
ity as other types of tires of the same size. They also
use the same recommended inflation pressures.
DESCRIPTION - REPLACEMENT TIRES
WARNING: FAILURE TO EQUIP THE VEHICLE WITH
TIRES HAVING ADEQUATE SPEED CAPABILITY
CAN RESULT IN SUDDEN TIRE FAILURE.It is recommended that tires equivalent to the orig-
inal equipment tires be used when replacement is
needed.
Failure to use equivalent replacement tires may
adversely affect the safety and handling of the vehi-
cle.
The original equipment tires provide a proper com-
bination of many characteristics such as:
²Ride
²Noise
²Handling
²Durability
²Tread life
²Traction
²Rolling resistance
²Speed capability
The use of tires smaller than the minimum tire
size approved for the vehicle can result in tire over-
loading and failure.
Use tires that have the approved load rating for
the vehicle and never overload them. Failure to equip
the vehicle with tires having adequate speed capabil-
ity can result in sudden tire failure and loss of vehi-
cle control.
The use of oversize tires may cause interference
with vehicle components. Under extremes of suspen-
sion and steering travel, interference with vehicle
components may cause tire damage.
DESCRIPTION - SPARE TIRE (TEMPORARY)
The temporary (convenience) spare tire is designed
for emergency use only. The original tire should be
repaired and reinstalled, or replaced with a new, at
the first opportunity.
The temporary (convenience) spare tire should be
inflated to the pressure listed on its sidewall. Do not
exceed speeds of 80 km/h (50 mph) when the tempo-
rary spare tire is in use on the vehicle. Refer to the
Owner's Manual for more details.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - TIRE NOISE
Unusual tire noise can be associated with tire and
wheel vibration or irregular tire wear. For vibration,
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND
TESTING). For irregular tire wear, (Refer to 22 -
TIRES/WHEELS/TIRES - DIAGNOSIS AND TEST-
ING).
DIAGNOSIS AND TESTING - TIRE/VEHICLE
LEAD
Use the following Vehicle Lead Diagnosis And Cor-
rection Chart to diagnose and correct a vehicle lead
or drift problem.
Fig. 22 Tire Aspect Ratio
1 - SECTIONAL WIDTH
2 - SECTIONAL HEIGHT
22 - 14 TIRES/WHEELSRS
TIRES (Continued)