ABS DODGE NEON 1999 Service Repair Manual

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Page 1080 of 1200

DODGE NEON 1999 Service Repair Manual INSTALL
(1) To install the wheel, first position it properly
on the studs and hub mounting surface using the
hub pilot as a guide. Install andlightly tightenthe
wheel nuts in the proper sequence (Fig.

INSTALL
(1) To install the wheel, first position it properly
on the studs and hub mounting surface using the
hub pilot as a guide. Install andlightly tightenthe
wheel nuts in the proper sequence (Fig. 15).
CAUTION: When installing the wheel/tire never use
oil or grease on studs or nuts.
(2) Progressively tighten the 5 wheel nuts in the
proper sequence (Fig. 15) until tightened to half of
the specified torque. Then tighten the wheel nuts in
the proper sequence to a torque of 135 N´m (100 ft.
lbs.).
(3) Align the valve notch in the wheel cover with
the valve stem on the wheel (Fig. 13). Align the
wheel cover retaining nuts with the externally
threaded wheel nuts.
(4) By hand, start to thread all 5 of the wheel
cover retaining nuts onto the externally threaded
wheel nuts.NOTE: When tightening the wheel cover retaining
nuts it is recommended that a hand wrench be used
and not an impact wrench. Use of an impact wrench
could result in damage to the lock-on wheel cover
retaining nuts.
(5) Tighten each of the wheel cover retaining nuts.
If the retaining nut ªjumpsº a thread (slips), which is
an override feature of the retaining nut, retighten
the retaining nut to a point just prior to this occur-
ring. To avoid rattling of the wheel cover be sure all
five retaining nuts are correctly tightened.
WHEEL COVER RETAINING NUT
If a retaining nut for the lock-on wheel cover is
damaged, it can be replaced as a separate component
of the wheel cover. Use the following procedure for
replacing a wheel cover retaining nut.
REMOVE
(1) If required, remove the wheel cover from the
wheel. Refer to Wheel Cover Lock-On in the Removal
And Installation Section in this group of the service
manual for the procedure.
NOTE: The retaining nut flange can not be forced
past the large retaining tab. When removing retain-
ing nut from wheel cover, the flange on the retain-
ing nut must be forced past the 2 small retaining
tabs on wheel cover.
(2) From the back side of the wheel cover, push
outward and tilt the retaining nut sideways forcing
the flange on the retaining nut past the 2 small
retaining tabs in the retaining nut hole of the wheel
cover (Fig. 16).
(3) When flange on retaining nut is past the 2
retaining tabs on the wheel cover, remove retaining
nut from wheel cover by pushing or pulling from hole
in wheel cover.
Fig. 13 Wheel Cover Retaining Nuts
Fig. 14 Wheel Nuts
Fig. 15 Wheel Nut Tightening Sequence
PLTIRES AND WHEELS 22 - 13
REMOVAL AND INSTALLATION (Continued)

Page 1081 of 1200

DODGE NEON 1999 Service Repair Manual INSTALL
(1) Install retaining nut in hole of wheel cover
with retaining nut flange positioned under the large
retaining flange (Fig. 16).(2) Push on hex of retaining nut forcing the retain-
ing nut fl

Page 1098 of 1200

DODGE NEON 1999 Service Repair Manual FRONT OUTBOARD SEAT BELT
REMOVAL
(1) Slide lower seat belt anchor cover upward to
expose bolt.
(2) Remove bolt holding lower anchor bolt to floor
below door sill (Fig. 36).
(3) Separate lower anchor f

Page 1105 of 1200

DODGE NEON 1999 Service Repair Manual REAR DOOR INTERLOCK LATCH STRIKER
REMOVAL
(1) Release door latch and open rear door.
(2) Mark outline of interlock striker on C-pillar to
aid installation.
(3) Remove interlock striker from vehicle (F

Page 1137 of 1200

DODGE NEON 1999 Service Repair Manual COMPRESSOR
The compressor used on this vehicle is a Nippon-
denso 10PA17 R-134a. This compressor uses an alu-
minum swash plate, teflon coated pistons and
aluminum sleeved cylinder walls.
CAUTION: A 1

COMPRESSOR
The compressor used on this vehicle is a Nippon-
denso 10PA17 R-134a. This compressor uses an alu-
minum swash plate, teflon coated pistons and
aluminum sleeved cylinder walls.
CAUTION: A 10PA17 R-12 compressor looks identi-
cal to a 10PA17 R-134a and will bolt up to the vehi-
cle. The 10PA17 R-12 compressor must not be used
on this system. It is extremely important that a
10PA17 R-134a compressor is identified prior to
using compressor in question. Check tag located
on compressor for model number.
NOISE
Excessive noise that occurs when the air condition-
ing is being used may be caused by:
²Loose bolts
²Mounting brackets
²Loose compressor clutch
²Excessive high refrigerant operating pressure
Verify the following before compressor repair is
performed:
(1) Compressor drive belt condition
(2) Proper refrigerant charge
(3) Thermal expansion valve (TXV) operating cor-
rectly
(4) Head pressure is normal
COMPRESSOR FRONT SHAFT SEAL
The compressor front shaft seal is not serviceable.
If a leak is detected at the shaft seal, the compressor
must be replaced as a unit.
CONDENSATION DRAIN TUBE
Condensation that accumulates in the evaporator
housing is drained from a tube through the dash and
on to the ground. This tube must be kept open to
prevent condensate water from collecting in the bot-
tom of the housing.
The tapered end of the drain tube is designed to
keep contaminants from entering the heater A/C unit
housing. If the tube is pinched or blocked, condensate
cannot drain, causing water to back up and spill into
the passenger compartment. It is normal to see con-
densate drainage below the vehicle. If the tube is
damaged, it should be replaced.
ENGINE COOLING SYSTEM REQUIREMENTS
To maintain ample temperature levels from the
heating-A/C system, the cooling system must be in
proper working order. Refer to Group 0, Lubrication
and Maintenance or Group 7, Cooling System of this
manual.
The use of a bug screen is not recommended. Any
obstructions forward of the condenser can reduce the
effectiveness of the air conditioning system.
EVAPORATOR PROBE
The evaporator probe can be replaced without hav-
ing to remove the unit housing from the vehicle.
The evaporator probe is located in the unit housing
and placed in the evaporator fins. The probe prevents
evaporator freeze-up. This is done by cycling the com-
pressor clutch OFF when evaporator temperature
drops below freeze point. It cycles ON when the
evaporator temperature rises above freeze point. The
evaporator probe uses a thermistor probe in a capil-
lary tube. The tube is inserted between the evapora-
tor fins in the heater-A/C unit housing.
HANDLING TUBING AND FITTINGS
Kinks in the refrigerant tubing or sharp bends in
the refrigerant hose lines will greatly reduce the
capacity of the entire system. High pressures are pro-
duced in the system when it is operating. Extreme
care must be exercised to make sure that all connec-
tions are pressure tight. Dirt and moisture can enter
the system when it is opened for repair or replace-
ment of lines or components. The refrigerant oil will
absorb moisture readily out of the air. This moisture
will convert into acids within a closed system.
Fig. 7 Resistor Block
24 - 4 HEATING AND AIR CONDITIONINGPL
DESCRIPTION AND OPERATION (Continued)

Page 1139 of 1200

DODGE NEON 1999 Service Repair Manual outlets in various combinations using the mode selec-
tor. There are 17 different mode selections possible.
Air flow velocity can be adjusted with the blower
speed selector switch on the instrument pa

outlets in various combinations using the mode selec-
tor. There are 17 different mode selections possible.
Air flow velocity can be adjusted with the blower
speed selector switch on the instrument panel.
On A/C equipped vehicles the ambient air intake
can be controlled by opening and closing the recircu-
lating air door. When placed in RECIRC, air that is
inside vehicle is removed continuously and recircu-
lated through unit housing. Ambient air cannot be
controlled on vehicles without A/C. The system uses
outside air at all times.
The air conditioning compressor can be engaged by
turning the fan switch counterclockwise from the off
position. It can also be engaged by placing the mode
control in the defrost position. This will remove heat
and humidity from the air before it is directed
through or around the heater core.
SYSTEM OIL LEVEL
It is important to have the correct amount of oil in
the A/C system to ensure proper lubrication of the
compressor. Too little oil will result in damage to the
compressor. Too much oil will reduce the cooling
capacity of the system and consequently result in
higher discharge air temperatures.
NOTE: The oil used in the compressor is ND8 PAG
R-134a refrigerant oil. Only refrigerant oil of the
same type should be used to service the system.
Do not use any other oil. The oil container should
be kept tightly capped until it is ready for use.
Tightly cap afterwards to prevent contamination
from dirt and moisture. Refrigerant oil will quickly
absorb any moisture it comes in contact with. Spe-
cial effort must be used to keep all R-134a system
components moisture-free. Moisture in the oil is
very difficult to remove and will cause a reliability
problem with the compressor.
It will not be necessary to check oil level in the
compressor or to add oil unless there has been an oil
loss. Oil loss at a leak point will be evident by the
presence of a wet, shiny surface around the leak.
REFRIGERANT OIL LEVEL CHECK
When an air conditioning system is first assem-
bled, all components (except the compressor) are
refrigerant oil free. After the system has been
charged with R-134a refrigerant and operated, the oil
in the compressor is dispersed through the lines and
components. The evaporator, condenser, and filter-
drier will retain a significant amount of oil, refer to
the Refrigerant Oil Capacities chart. When a compo-
nent is replaced, the specified amount of refrigerant
oil must be added. When the compressor is replaced,
the amount of oil that is retained in the rest of the
system must be drained from the replacement com-pressor. When a line or component has ruptured and
oil has escaped, the compressor should be removed
and drained. The filter-drier must be replaced along
with the ruptured part. The oil capacity of the sys-
tem, minus the amount of oil still in the remaining
components, can be measured and poured into the
suction port of the compressor.
VACUUM CONTROL SYSTEM
The neon uses vacuum to operate only the circula-
tion door. All other controls are cable. When vacuum
is supplied to the actuator the door moves to the
Recirculation position. The actuator is spring loaded
so the door moves to the Outside-air position when
there is no vacuum supplied. The operation of the
door can be viewed by removing the blower motor
and looking up into the unit inlet.
Normally vacuum is supplied to the actuator by
placing the Circulation control knob in the Recircula-
tion position.If the Mode control is at or near the
Defrost position, vacuum will not be applied to
the actuator regardless of the position of the
Circulation control knob.This is to prevent win-
dow fogging.
DIAGNOSIS AND TESTING
A/C PERFORMANCE TEST
The air conditioning system is designed to remove
heat and humidity from the air entering the passen-
ger compartment. The evaporator, located in the
heater A/C unit, is cooled to temperatures near the
freezing point. As warm damp air passes over the
fins in the evaporator, moisture in the air condenses
to water, dehumidifying the air. Condensation on the
evaporator fins reduces the evaporators ability to
absorb heat. During periods of high heat and humid-
ity, an air conditioning system will be less effective.
With the instrument control set to RECIRC, only air
from the passenger compartment passes through the
evaporator. As the passenger compartment air dehu-
midifies, A/C performance levels rise.
PERFORMANCE TEST PROCEDURE
Review Safety Precautions and Warnings in this
group before proceeding with this procedure. Air tem-
REFRIGERANT OIL CAPACITIES
Component ml oz
Total System 200ml 6.75 oz
Filter-Drier 30 ml 1.0 oz
Condenser 30 ml 1.0 oz
Evaporator 59 ml 2.0 oz
All Refrigerant Lines 44 ml 1.5 oz
24 - 6 HEATING AND AIR CONDITIONINGPL
DESCRIPTION AND OPERATION (Continued)

Page 1171 of 1200

DODGE NEON 1999 Service Repair Manual reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide. The catalyst works best
when the air fuel (A/F) ratio is at or near the opti-
mum of 14.7 to 1.
The PCM is programmed to

reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide. The catalyst works best
when the air fuel (A/F) ratio is at or near the opti-
mum of 14.7 to 1.
The PCM is programmed to maintain the optimum
air/fuel ratio of 14.7 to 1. This is done by making
short term corrections in the fuel injector pulse width
based on the O2S output. The programmed memory
acts as a self calibration tool that the engine control-
ler uses to compensate for variations in engine spec-
ifications, sensor tolerances and engine fatigue over
the life span of the engine. By monitoring the actual
air-fuel ratio with the O2S (short term) and multiply-
ing that with the program long-term (adaptive) mem-
ory and comparing that to the limit, it can be
determined whether it will pass an emissions test. If
a malfunction occurs such that the PCM cannot
maintain the optimum A/F ratio, then the MIL will
be illuminated.
HEX 70, and B4ÐCATALYST MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a
catalyst to decay. A meltdown of the ceramic core can
cause a reduction of the exhaust passage. This can
increase vehicle emissions and deteriorate engine
performance, driveability and fuel economy.
The catalyst monitor uses dual oxygen sensors
(O2S's) to monitor the efficiency of the converter. The
dual O2Ss strategy is based on the fact that as a cat-
alyst deteriorates, its oxygen storage capacity and its
efficiency are both reduced. By monitoring the oxy-
gen storage capacity of a catalyst, its efficiency can
be indirectly calculated. The upstream O2S is used to
detect the amount of oxygen in the exhaust gas
before the gas enters the catalytic converter. The
PCM calculates the A/F mixture from the output of
the O2S. A low voltage indicates high oxygen content
(lean mixture). A high voltage indicates a low content
of oxygen (rich mixture).
When the upstream O2S detects a lean condition,
there is an abundance of oxygen in the exhaust gas.
A functioning converter would store this oxygen so it
can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of
the downstraem O2S will indicate limited activity in
this condition.
As the converter loses the ability to store oxygen,
the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
chemical reaction takes place. This means the con-
centration of oxygen will be the same downstream as
upstream. The output voltage of the downstreamO2S copies the voltage of the upstream sensor. The
only difference is a time lag (seen by the PCM)
between the switching of the O2S's.
To monitor the system, the number of lean-to-rich
switches of upstream and downstream O2S's is
counted. The ratio of downstream switches to
upstream switches is used to determine whether the
catalyst is operating properly. An effective catalyst
will have fewer downstream switches than it has
upstream switches i.e., a ratio closer to zero. For a
totally ineffective catalyst, this ratio will be one-to-
one, indicating that no oxidation occurs in the device.
The system must be monitored so that when cata-
lyst efficiency deteriorates and exhaust emissions
increase to over the legal limit, the MIL (check
engine lamp) will be illuminated.
HEX A0, A1, B7, and B8ÐLEAK DETECTION
PUMP MONITOR
The leak detection assembly incorporates two pri-
mary functions: it must detect a leak in the evapora-
tive system and seal the evaporative system so the
leak detection test can be run.
The primary components within the assembly are:
A three port solenoid that activates both of the func-
tions listed above; a pump which contains a switch,
two check valves and a spring/diaphragm, a canister
vent valve (CVV) seal which contains a spring loaded
vent seal valve.
Immediately after a cold start, between predeter-
mined temperature thresholds limits, the three port
solenoid is briefly energized. This initializes the
pump by drawing air into the pump cavity and also
closes the vent seal. During non test conditions the
vent seal is held open by the pump diaphragm
assembly which pushes it open at the full travel posi-
tion. The vent seal will remain closed while the
pump is cycling due to the reed switch triggering of
the three port solenoid that prevents the diaphragm
assembly from reaching full travel. After the brief
initialization period, the solenoid is de-energized
allowing atmospheric pressure to enter the pump
cavity, thus permitting the spring to drive the dia-
phragm which forces air out of the pump cavity and
into the vent system. When the solenoid is energized
and de energized, the cycle is repeated creating flow
in typical diaphragm pump fashion. The pump is con-
trolled in 2 modes:
Pump Mode:The pump is cycled at a fixed rate to
achieve a rapid pressure build in order to shorten the
overall test length.
Test Mode:The solenoid is energized with a fixed
duration pulse. Subsequent fixed pulses occur when
the diaphragm reaches the Switch closure point.
The spring in the pump is set so that the system
will achieve an equalized pressure of about 7.5º H20.
The cycle rate of pump strokes is quite rapid as the
25 - 8 EMISSION CONTROL SYSTEMSPL
DESCRIPTION AND OPERATION (Continued)

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