lock DODGE NEON 1999 Service Manual PDF

WARNING: TO PROTECT THE HANDS FROM BAT-
TERY ACID, A SUITABLE PAIR OF HEAVY DUTY
RUBBER GLOVES, NOT THE HOUSEHOLD TYPE,
SHOULD BE WORN WHEN REMOVING OR SERVIC-
ING A BATTERY. SAFETY GLASSES ALSO SHOULD
BE WORN.
(4) Squeeze the sides of the tube at the pull strap
lock tabs and push down through the hole in the bat-
tery tray (Fig. 19). DO NOT push directly down on
the pull strap itself.
(5) Remove the tube from the radiator closure
panel by squeezing the lock tabs and pushing from
the front side (Fig. 16).INSTALLATION
For installation reverse above procedures. Ensure
that the lock tabs are properly seated in the radiator
panel and to the bottom of battery tray (Fig. 19).
Ensure that the tube opening is properly aligned
with hole before pulling on strap.
SPECIFICATIONS
BATTERY SPECIFICATIONS
COLD CRANK RATING
The current battery can deliver for 30 seconds and
maintain a terminal voltage of 7.2 volts or greater at
±18É C (0É F).
RESERVE CAPACITY RATING
The length of time a battery can deliver 25 amps
and maintain a minimum terminal voltage of 10.5
volts at 27ÉC (80ÉF).
TORQUE
DESCRIPTION TORQUE
Battery Hold Down Bolt
Clamp Bolt.................9N´m(75in.lbs.)
Fig. 19 Air Inlet Tube Pull Strap
Load Test Cold
CrankingReserve
(Amps) Rating @
-18ÉC (0ÉF)Capacity
225 Amp 450 Amp 85 Minutes
8A - 10 BATTERYPL
REMOVAL AND INSTALLATION (Continued)

To disable the ignition and fuel systems, disconnect
the Automatic Shutdown Relay (ASD). The ASD relay
is located in the Power Distribution Center (PDC).
Refer to the PDC cover for proper relay location.
FEED CIRCUIT RESISTANCE TEST
Before proceeding with this operation, review Diag-
nostic Preparation and Starter Feed Circuit Tests.
The following operation will require a voltmeter,
accurate to 1/10 of a volt.
CAUTION: Ignition system also must be disabled
to prevent engine start while performing the follow-
ing tests.
(1) To disable the ignition and fuel systems, dis-
connect the Automatic Shutdown Relay (ASD). The
ASD relay is located in the Power Distribution Cen-
ter (PDC). Refer to the PDC cover for proper relay
location.
(2) With all wiring harnesses and components
properly connected, perform the following:
(a) Connect the negative lead of the voltmeter to
the battery negative post, and positive lead to the
battery negative cable clamp (Fig. 2). Rotate and
hold the ignition switch in the START position.
Observe the voltmeter. If voltage is detected, cor-
rect poor contact between cable clamp and post.
(b) Connect positive lead of the voltmeter to the
battery positive post, and negative lead to the bat-
tery positive cable clamp (Fig. 2). Rotate and hold
the ignition switch key in the START position.
Observe the voltmeter. If voltage is detected, cor-
rect poor contact between the cable clamp and
post.
(c) Connect negative lead of voltmeter to battery
negative terminal, and positive lead to engine
block near the battery cable attaching point (Fig.
3). Rotate and hold the ignition switch in the
START position. If voltage reads above 0.2 volt,
correct poor contact at ground cable attaching
point. If voltage reading is still above 0.2 volt after
correcting poor contacts, replace ground cable.
(3) Connect positive voltmeter lead to the starter
motor housing and the negative lead to the battery
negative terminal (Fig. 4). Hold the ignition switch
key in the START position. If voltage reads above 0.2
volt, correct poor starter to engine ground.
(a) Connect the positive voltmeter lead to the
battery positive terminal, and negative lead to bat-
tery cable terminal on starter solenoid (Fig. 5).
Rotate and hold the ignition switch in the START
position. If voltage reads above 0.2 volt, correct
poor contact at battery cable to solenoid connec-
tion. If reading is still above 0.2 volt after correct-
ing poor contacts, replace battery positive cable.(b) If resistance tests do not detect feed circuit
failures, replace the starter motor.
FEED CIRCUIT TEST
The following procedure will require a suitable
volt-ampere tester (Fig. 6).
CAUTION: Before performing any starter tests, the
ignition and fuel systems must be disabled.
Fig. 2 Test Battery Connection Resistance
Fig. 3 Test Ground Circuit Resistance
8B - 2 STARTINGPL
DIAGNOSIS AND TESTING (Continued)

REMOVAL AND INSTALLATION
SAFETY SWITCHES
For Removal and Installation of the:
²Clutch Position Switch, refer to Group 6, Clutch.
²Park/Neutral Switch, refer to Group 21, Tran-
saxle.
STARTER
REMOVAL
(1) Disconnect battery negative cable (Fig. 8).
(2) Raise vehicle.
(3) Vehicles equipped with A/C:
(a) Using a floor jack or jack stand, support the
engine and transmission assembly so they will not
rotate.
(b) Remove the front engine mount bolt from the
insulator and front crossmember mounting bracket
(Fig. 9).
(c) Lower the front of the engine, rotate the
engine forward, allowing easier removal of starter
motor.
(4) For easier servicing, do not remove the wiring
from starter at this time.
(5) Remove two bolts attaching starter to trans-
mission housing (Fig. 10).
(6) Remove starter/starter solenoid assembly from
transmission housing. Position the starter to gain
access to the wiring connectors.
(7) Remove the battery positive cable nut and
remove the battery positive and generator output
wire from the starter (Fig. 11).
(8) Disconnect push-on solenoid connector. Pull
back on slide and push down on rear tab to release
lock.
(9) Position the starter vertically such that the
pinion end faces downward.
(10) Remove the starter through the bottom of the
vehicle. Move aside A/C plumbing as necessary.
INSTALLATION
(1) Clean corrosion/dirt from the cable and wire
terminals before installing wiring to the solenoid.(2) Connect the battery positive and generator out-
put wire to the starter solenoid post (Fig. 11).
CAUTION: It is critical that the generator output ter-
minal be connected to the battery positive terminal
of the starter solenoid, for proper operation of the
charging and cranking systems.
(3) Connect the push-on until fully engaged.
(4) Position the starter face into transmission
housing. Support starter in pilot and start the top
bolt (Fig. 10).
(5) Attach ground cable to lower mounting bolt
and start bolt.
(6) Ensure the proper starter alignment before
tightening the starter mounting bolts to 54 N´m (40
ft. lbs.) torque.
Fig. 9 Front Engine Mount Bolt Removal
Fig. 10 Starter Removal
Fig. 8 Battery Cable Removal and Installation
8B - 6 STARTINGPL

Remember that an undercharged battery is often
caused by:
²Accessories being left on with the engine not
running
²A faulty or improperly adjusted switch that
allows a lamp to stay on. See Ignition-Off Draw Test
in Group 8A, Battery for more information.
The following procedures may be used to correct a
problem diagnosed as a charging system fault.
INSPECTION
(1) Inspect condition of battery cable terminals,
battery posts, connections at engine block, starter
solenoid and relay. They should be clean and tight.
Repair as required.
(2) Inspect all fuses in the fuseblock module and
Power Distribution Center (PDC) for tightness in
receptacles. They should be properly installed and
tight. Repair or replace as required.(3) Inspect the electrolyte level in the battery.
Replace battery if electrolyte level is low.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts if required. Refer to the Gen-
erator Removal/Installation section of this group for
torque specifications.
(5) Inspect generator drive belt condition and ten-
sion. Tighten or replace belt as required. Refer to
Belt Tension Specifications in Group 7, Cooling Sys-
tem.
(6) Inspect automatic belt tensioner (if equipped).
Refer to Group 7, Cooling System for information.
(7) Inspect connections at generator field, battery
output, and ground terminals. Also check ground con-
nection at engine. They should all be clean and tight.
Repair as required.
PLCHARGING SYSTEM 8C - 3
DIAGNOSIS AND TESTING (Continued)

tail harness is attached directly to the sensor. The
opposite end of this harness connects the sensor to
the engine wiring harness.
(2) Disconnect the two-wire pigtail harness from
the engine harness.
(3) Attach ohmmeter leads to the wire terminals of
the pigtail harness.
(4) At room temperature of 25É C (75±80É F), an
ohmmeter reading of 9,000 (9K) to 11,000 (11K) ohms
should be observed.
(5) If reading is above or below the specification,
replace the sensor.
(6) Refer to the Removal and Installation section
for procedures.
ON-BOARD DIAGNOSTIC SYSTEM TEST
GENERAL INFORMATION
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the OBD system. Some
circuits are checked continuously and some are
checked only under certain conditions.
If the OBD system senses that a monitored circuit
is bad, it will put a DTC into electronic memory. The
DTC will stay in electronic memory as long as the
circuit continues to be bad. The PCM is programmed
to clear the memory after 50 engine starts if the
problem does not occur again.
DIAGNOSTIC TROUBLE CODES
Refer to Group 25, On Board Diagnostic for more
information. A DTC description can be read using the
DRB scan tool. Refer to the appropriate Powertrain
Diagnostic Procedures manual for information.
A DTC does not identify which component in a cir-
cuit is bad. Thus, a DTC should be treated as asymptom, not as the cause for the problem. In some
cases, because of the design of the diagnostic test
procedure, a DTC can be the reason for another DTC
to be set. Therefore, it is important that the test pro-
cedures be followed in sequence, to understand what
caused a DTC to be set.
ERASING DIAGNOSTIC TROUBLE CODES
The DRB Scan Tool must be used to erase a DTC.
REMOVAL AND INSTALLATION
GENERATOR
REMOVAL
(1) Disconnect battery negative cable (Fig. 6).
(2) Loosen but DO NOT remove the generator
adjustment nut.
(3) Raise vehicle with front wheels turned fully to
the right.
(4) Remove the plastic lower splash shield.
(5) Disconnect the generator field circuit wiring
connector (Fig. 9). Squeeze locking tab to release.
(6) Remove the B+ terminal nut and wire.
(7) Loosen pivot bolt, but do not remove (Fig. 8)
and (Fig. 9).
(8) Remove the generator drive belt. The generator
spill shield does not need to be removed.
(9) Remove three mounting pivot bracket bolts.
(10) Remove pivot bolt and bracket.
(11) Holding the generator in one hand, remove
adjustment nut and slide the generator off the T-bolt.
The T-bolt does not need to be removed.
(12) Lower the generator and remove through the
wheel well.
INSTALLATION
(1) For installation, reverse above procedures. The
generator field connector has a locking tab and will
snap when fully installed. Refer to group 7 Cooling
System, Belt Removal/Install Adjust. Tighten all fas-
teners to the proper torque. Refer to the Torque Spec-
Fig. 5 Battery Temperature Sensor
Fig. 6 Removal/Installation of Battery Cables
8C - 10 CHARGING SYSTEMPL
DIAGNOSIS AND TESTING (Continued)

IGNITION SYSTEM
CONTENTS
page page
GENERAL INFORMATION
INTRODUCTION......................... 1
DESCRIPTION AND OPERATION
AUTOMATIC SHUTDOWN RELAY............ 3
CAMSHAFT POSITION SENSOR............. 4
COMBINATION ENGINE COOLANT
TEMPERATURE SENSOR................. 5
CRANKSHAFT POSITION SENSOR........... 4
ELECTRONIC IGNITION COILS.............. 3
IGNITION INTERLOCK.................... 7
IGNITION SWITCH....................... 7
IGNITION SYSTEM....................... 1
INTAKE AIR TEMPERATURE SENSOR........ 6
KNOCK SENSOR......................... 6
LOCK KEY CYLINDER..................... 7
MANIFOLD ABSOLUTE PRESSURE SENSOR
(MAP)............................... 6
POWERTRAIN CONTROL MODULE.......... 2
SPARK PLUG CABLES.................... 2
SPARK PLUGS.......................... 2
THROTTLE POSITION SENSOR (TPS)........ 6
DIAGNOSIS AND TESTING
CAMSHAFT POSITION SENSOR AND
CRANKSHAFT POSITION SENSOR......... 9
CHECK COIL TEST....................... 8
ENGINE COOLANT TEMPERATURE SENSOR . . . 9
FAILURE TO START TESTÐ2.0/2.4L......... 8
IGNITION TIMING PROCEDURE............. 9
INTAKE AIR TEMPERATURE SENSOR........ 9
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR TEST......................... 9
SPARK PLUG CONDITION................ 10TESTING FOR SPARK AT COILÐ2.0/2.4L..... 7
THROTTLE POSITION SENSOR............. 9
REMOVAL AND INSTALLATION
AUTOMATIC SHUTDOWN RELAY........... 13
CAMSHAFT POSITION SENSORÐDOHC..... 14
CAMSHAFT POSITION SENSORÐSOHC..... 13
COMBINATION ENGINE COOLANT
TEMPERATURE SENSORÐDOHC........ 15
COMBINATION ENGINE COOLANT
TEMPERATURE SENSORÐSOHC......... 15
CRANKSHAFT POSITION SENSOR.......... 15
IGNITION COIL......................... 13
IGNITION INTERLOCK................... 18
IGNITION SWITCH...................... 16
LOCK CYLINDER HOUSING............... 18
LOCK KEY CYLINDER.................... 17
MAP/IAT SENSORÐDOHC................ 16
MAP/IAT SENSORÐSOHC................ 16
POWERTRAIN CONTROL MODULE (PCM) . . . 12
SPARK PLUG CABLE SERVICE............ 13
SPARK PLUG SERVICE.................. 12
SPARK PLUG TUBES.................... 13
THROTTLE POSITION SENSOR............ 16
SPECIFICATIONS
FIRING ORDERÐ2.0L................... 18
IGNITION COIL......................... 19
SPARK PLUG CABLE RESISTANCEÐDOHC . . 18
SPARK PLUG CABLE RESISTANCEÐSOHC . . . 18
SPARK PLUG.......................... 19
TORQUE SPECIFICATION................. 18
VECI LABEL........................... 18
GENERAL INFORMATION
INTRODUCTION
This section describes the electronic ignition sys-
tem for the 2.0L engines used in Neon vehicles.
The On-Board Diagnostics Section in Group 25
describes diagnostic trouble codes.
Group 0, Lubrication and Maintenance, contains
general maintenance information for ignition relateditems. The Owner's Manual also contains mainte-
nance information.DESCRIPTION AND OPERATION
IGNITION SYSTEM
Ignition system operation and diagnostics, are
identical for 2.0L Single Overhead Cam (SOHC) and
2.0L Duel Overhead Cam (DOHC) engines.
PLIGNITION SYSTEM 8D - 1

CRANKSHAFT POSITION SENSOR
The PCM determines what cylinder to fire from the
crankshaft position sensor input and the camshaft
position sensor input. The second crankshaft counter-
weight has machined into it two sets of four timing
reference notches including a 60 degree signature
notch (Fig. 6). From the crankshaft position sensor
input the PCM determines engine speed and crank-
shaft angle (position).
The notches generate pulses from high to low in
the crankshaft position sensor output voltage. When
a metal portion of the counterweight aligns with the
crankshaft position sensor, the sensor output voltage
goes low (less than 0.5 volts). When a notch aligns
with the sensor, voltage goes high (5.0 volts). As a
group of notches pass under the sensor, the output
voltage switches from low (metal) to high (notch)
then back to low.
If available, an oscilloscope can display the square
wave patterns of each voltage pulse. From the fre-
quency of the output voltage pulses, the PCM calcu-
lates engine speed. The width of the pulses represent
the amount of time the output voltage stays high
before switching back to low. The period of time the
sensor output voltage stays high before switching
back to low is referred to as pulse-width. The faster
the engine is operating, the smaller the pulse-width
on the oscilloscope.
By counting the pulses and referencing the pulse
from the 60 degree signature notch, the PCM calcu-
lates crankshaft angle (position). In each group of
timing reference notches, the first notch represents
69 degrees before top dead center (BTDC). The sec-
ond notch represents 49 degrees BTDC. The third
notch represents 29 degrees. The last notch in eachset represents 9 degrees before top dead center
BTDC.
The timing reference notches are machined at 20É
increments. From the voltage pulse-width the PCM
tells the difference between the timing reference
notches and the 60 degree signature notch. The 60
degree signature notch produces a longer pulse-width
than the smaller timing reference notches. If the
camshaft position sensor input switches from high to
low when the 60 degree signature notch passes under
the crankshaft position sensor, the PCM knows cylin-
der number one is the next cylinder at TDC.
The crankshaft position sensor mounts to the
engine block behind the generator, just above the oil
filter (Fig. 7).
CAMSHAFT POSITION SENSOR
The PCM determines fuel injection synchronization
and cylinder identification from inputs provided by
Fig. 6 Timing Reference Notches
Fig. 7 Crankshaft Position Sensor
8D - 4 IGNITION SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

SOHC
The coolant sensor threads into the end of the cyl-
inder head, next to the camshaft position sensor (Fig.
12). New sensors have sealant applied to the threads.
DOHC
The coolant sensor threads into the intake mani-
fold next to the thermostat housing (Fig. 13). New
sensors have sealant applied to the threads.
INTAKE AIR TEMPERATURE SENSOR
The intake air temperature sensor measures the
temperature of the air as it enters the engine. The
sensor supplies one of the inputs the PCM uses to
determine injector pulse-width.
The MAP/Intake Air Temperature (IAT) sensor,
located on the intake manifold, combines the MAP
and Intake Air Temperature (IAT) functions into one
sensor (Fig. 14) or (Fig. 15).
KNOCK SENSOR
The knock sensor threads into the side of the cyl-
inder block in front of the starter motor. When the
knock sensor detects a knock in one of the cylinders,
it sends an input signal to the PCM. In response, the
PCM retards ignition timing for all cylinders by a
scheduled amount.
Knock sensors contain a piezoelectric material
which constantly vibrates and sends an input voltage
(signal) to the PCM while the engine operates. As the
intensity of the crystal's vibration increase, the knock
sensor output voltage also increases.
NOTE: Over or under tightening effects knock sen-
sor performance, possibly causing improper spark
control.
MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)
The PCM supplies 5 volts to the MAP sensor. The
MAP sensor function converts intake manifold pres-
sure into voltage. The PCM monitors the MAP sensor
output voltage. As vacuum increases, MAP sensor
voltage decreases proportionately. Also, as vacuum
decreases, MAP sensor voltage increases proportion-
ately.
Key on, before the engine starts running, the PCM
determines atmospheric air pressure from the MAP
sensor voltage. While the engine operates, the PCM
determines intake manifold pressure from the MAP
sensor voltage. Based on MAP sensor voltage and
inputs from other sensors, the PCM adjusts spark
advance and the air/fuel mixture.
The MAP/IAT sensor mounts to the intake mani-
fold (Fig. 14) or (Fig. 15).
THROTTLE POSITION SENSOR (TPS)
The TPS mounts to the side of the throttle body.
The TPS connects to the throttle blade shaft. The
TPS is a variable resistor that provides the Power-
Fig. 12 Engine Coolant Temperature SensorÐSOHC
Fig. 13 Engine Coolant Temperature SensorÐDOHC
Fig. 14 MAP/IAT sensorÐSOHC
8D - 6 IGNITION SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

train Control Module (PCM) with an input signal
(voltage). The signal represents throttle blade posi-
tion. As the position of the throttle blade changes,
the resistance 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 0.38 volts to 1.2 volts at mini-
mum throttle opening (idle) to a maximum of 3.1
volts to 4.4 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.
IGNITION SWITCH
In the RUN position, the ignition switch connects
power from the Power Distribution Center (PDC) to a
30 amp fuse in the fuse block, back to a bus bar in
the PDC. The bus bar feeds circuits for the Power-
train Control Module (PCM), duty cycle purge sole-
noid, EGR solenoid, and ABS system. The bus bar in
the PDC feeds the coil side of the radiator fan relay,
A/C compressor clutch relay, and the fuel pump relay.
It also feeds the Airbag Control Module (ACM)
LOCK KEY CYLINDER
The lock cylinder is inserted in the end of the
housing opposite the ignition switch. The ignition key
rotates the cylinder to 5 different detents (Fig. 16):
²Accessory
²Off (lock)
²Unlock
²On/Run
²Start
IGNITION INTERLOCK
All vehicles equipped with automatic transaxles
have an interlock system. The system prevents shift-
ing the vehicle out of Park unless the ignition lock
cylinder is in the Off, Run or Start position. In addi-
tion, the operator cannot rotate the key to the lock
position unless the shifter is in the park position. On
vehicles equipped with floor shift refer to Group 21 -
Transaxle for Automatic Transmission Shifter/Igni-
tion Interlock.
DIAGNOSIS AND TESTING
TESTING FOR SPARK AT COILÐ2.0/2.4L
WARNING: THE DIRECT IGNITION SYSTEMS GEN-
ERATES APPROXIMATELY 40,000 VOLTS. PER-
SONAL INJURY COULD RESULT FROM CONTACT
WITH THIS SYSTEM.
The coil pack contains independent coils. Each coil
must be checked individually.
CAUTION: Spark plug wire damage may occur if
the spark plug is moved more than 1/4 inch away
from the engine ground.
CAUTION: Do not leave any one spark plug cable
disconnected any longer than 30 seconds or possi-
ble heat damage to catalytic converter will occur.
CAUTION: Test must be performed at idle and in
park only with the parking brake on.
NOTE: New isolated engine valve cover may not
provide adequate ground. Use engine block as
engine ground.
Fig. 15 MAP/IAT sensorÐDOHCFig. 16 Ignition Lock Cylinder Detents
PLIGNITION SYSTEM 8D - 7
DESCRIPTION AND OPERATION (Continued)

(1) Install target magnet in end of camshaft.
Tighten mounting screw to 3 N´m (30 in. lbs.) torque.
(2) Install camshaft position sensor. Tighten sensor
mounting screws to 9 N´m (80 in. lbs.) torque.
(3) Carefully attach electrical connector to cam-
shaft position sensor. Installation at an angle may
damage the sensor pins.
(4) Install filtered air tube. Tighten clamps to 3
N´m61 (25 in. lbs.65) torque.
CRANKSHAFT POSITION SENSOR
The crankshaft position sensor mounts to the
engine block behind the generator, just above the oil
filter (Fig. 37).
REMOVAL
(1) Disconnect electrical connector from crankshaft
position sensor.
(2) Remove sensor mounting screw. Remove sensor.
INSTALLATION
Reverse procedure for installation.
COMBINATION ENGINE COOLANT TEMPERATURE
SENSORÐSOHC
The combination engine coolant sensor is located at
the rear of the cylinder head next to the camshaft
position sensor (Fig. 38). New sensors have sealant
applied to the threads.
REMOVAL
(1) With the engine cold, drain the cooling system
until coolant level drops below sensor. Refer to Group
7, Cooling System.
(2) Disconnect coolant sensor electrical connector.
(3) Remove coolant sensor
INSTALLATION
(1) Install coolant sensor. Tighten sensor to 18.6
N´m (165 in. lbs.) torque.
(2) Attach electrical connector to sensor.
(3) Fill cooling system. Refer to Group 7, Cooling
System.
COMBINATION ENGINE COOLANT TEMPERATURE
SENSORÐDOHC
The coolant sensor threads into the intake mani-
fold next to the thermostat housing (Fig. 39). New
sensors have sealant applied to the threads.
REMOVAL
(1) With the engine cold, drain coolant until level
drops below cylinder head. Refer to Group 7, Cooling
System.
(2) Disconnect coolant sensor electrical connector.
(3) Remove coolant sensor.
INSTALLATION
(1) Install coolant sensor. Tighten sensor to 18.6
N´m (165 in. lbs.) torque.
(2) Attach electrical connector to sensor.
(3) Fill cooling system. Refer to Group 7, Cooling
System.
Fig. 36 Target Magnet Installation
Fig. 37 Crankshaft Position Sensor
Fig. 38 Engine Coolant Temperature Sensor
PLIGNITION SYSTEM 8D - 15
REMOVAL AND INSTALLATION (Continued)