park assist DODGE NEON 1999 Service Repair Manual

cally cleared from the CAB memory after the identi-
cal fault has not been seen during the next 255 key
cycles of vehicle operation.
CONTROLLER ANTILOCK BRAKE INPUTS
²Four wheel speed sensors.
²Stop lamp switch.
²Ignition switch.
²System relay voltage.
²Ground.
²Diagnostics Communications (CCD)
CONTROLLER ANTILOCK BRAKE OUTPUTS
²ABS warning lamp actuation.
²Diagnostic communication. (CCD)
ABS WARNING LAMP (YELLOW)
The ABS system uses a yellow colored ABS Warn-
ing Lamp. The ABS warning lamp is located on the
lower left side of the instrument pane. The purpose
of the warning lamp is discussed in detail below.
The ABS warning lamp will turn on when the CAB
detects a condition which results in a shutdown of
ABS function. When the ignition key is turned to the
on position, the ABS Warning Lamp is on until the
CAB completes its self tests and turns the lamp off
(approximately 4 seconds after the ignition switch is
turned on). Under most conditions, when the ABS
warning lamp is on, only the ABS function of the
brake system is affected. The standard brake system
and the ability to stop the car will not be affected
when only the ABS warning lamp is on.
The ABS warning lamp is controlled by the CAB.
The CAB turns on the yellow ABS warning lamp by
grounding the circuit.
HYDRAULIC CIRCUITS AND VALVE OPERATION
Through the following operation descriptions the
function of the various hydraulic control valves in the
ABS will be described. The fluid control valves men-
tioned below, control the flow of pressurized brake
fluid to the wheel brakes during the different modes
of ABS braking.
For explanation purposes, all wheel speed sensors
except the right front are sending the same wheel
speed information. The following diagrams show only
the right front wheel in a antilock braking condition.
NORMAL BRAKING HYDRAULIC CIRCUIT AND
SOLENOID VALVE FUNCTION
This condition is the normal operation of the vehi-
cles base brake hydraulic system. The hydraulic sys-
tem circuit diagram (Fig. 11) shows a situation where
no wheel spin or slip is occurring relative to the
speed of the vehicle. The driver is applying the brake
pedal to build pressure in the brake hydraulic system
to apply the brakes and stop the vehicle.
TEVES MARK 20 ABS CIRCUIT AND
SOLENOID VALVE FUNCTION
This hydraulic circuit diagram (Fig. 12) shows the
vehicle in the ABS braking mode. This hydraulic cir-
cuit (Fig. 12) shows a situation where one wheel is
slipping because the driver is attempting to stop the
vehicle at a faster rate than the surface the vehicle's
tires are on will allow. The normally open and nor-
mally closed valves modulate the brake hydraulic
pressure as required. The pump/motor is switched on
so that the brake fluid from the low pressure accu-
mulators is returned to the master cylinder circuits.
The brake fluid will then be routed to either the mas-
ter cylinder or the wheel brake depending on the
position of the normally open valve.
TEVES MARK 20 SECONDARY ABS CIRCUIT
AND SOLENOID VALVE FUNCTION
This hydraulic circuit diagram (Fig. 13) shows the
vehicle in the ABS braking mode. This hydraulic cir-
cuit (Fig. 13) shows a situation where one wheel is
slipping because the driver is attempting to stop the
vehicle at a faster rate than the surface the vehicle's
tires are on will allow. The normally open and nor-
mally closed valves modulate the brake hydraulic
pressure as required. The pump/motor is switched on
so that the brake fluid from the low pressure accu-
mulators is returned to the master cylinder circuits.
The brake fluid will then be routed to either the mas-
ter cylinder or the wheel brake depending on the
position of the normally open valve. A volume of 1.2
cc's of brake fluid is taken in by the lip seal saver
(Fig. 13) to protect the lip seals on the piston of the
master cylinder.
DIAGNOSIS AND TESTING
ABS GENERAL DIAGNOSTICS INFORMATION
This section contains the information necessary to
diagnose the ITT Teves Mark 20 ABS Brake System.
Specifically, this section should be used to help diag-
nose conditions which result in any of the following:
(1) ABS Warning Lamp turned on.
(2) Brakes Lock-up on hard application
Diagnosis of base brake conditions which are obvi-
ously mechanical in nature should be directed to
Group 5 Brakes in this service manual. This includes
brake noise, brake pulsation, lack of power assist,
parking brake, Red BRAKE Warning Lamp lighting,
or vehicle vibration during normal braking.
Many conditions that generate customer com-
plaints may be normal operating conditions, but are
judged to be a problem due to not being familiar with
the ABS system. These conditions can be recognized
without performing extensive diagnostic work, given
adequate understanding of the operating principles
PLBRAKES 5 - 75
DESCRIPTION AND OPERATION (Continued)

WARNING: DO NOT CHARGE A BATTERY THAT
HAS EXCESSIVELY LOW ELECTROLYTE LEVEL.
BATTERY MAY SPARK INTERNALLY AND
EXPLODE. EXPLOSIVE GASES FORM OVER THE
BATTERY. DO NOT SMOKE, USE FLAME, OR CRE-
ATE SPARKS NEAR BATTERY. DO NOT ASSIST
BOOST OR CHARGE A FROZEN BATTERY. BAT-
TERY CASING MAY FRACTURE. BATTERY ACID IS
POISON, AND MAY CAUSE SEVERE BURNS. BAT-
TERIES CONTAIN SULFURIC ACID. AVOID CON-
TACT WITH SKIN, EYES, OR CLOTHING. IN THE
EVENT OF CONTACT, FLUSH WITH WATER AND
CALL PHYSICIAN IMMEDIATELY. KEEP OUT OF
REACH OF CHILDREN.
CAUTION: Disconnect the battery NEGATIVE cable
first, before charging battery to avoid damage to
electrical systems. Lift the red battery boot cover
from the positive cable clamp. Do not exceed 16.0
volts while charging battery. Refer to the instruc-
tions supplied with charging equipment
Battery electrolyte may bubble inside of battery
case while being charged properly. If the electrolyte
boils violently, or is discharged from the vent holes
while charging, immediately reduce charging rate or
turn off charger. Evaluate battery condition. Battery
damage may occur if charging is excessive.
Some battery chargers are equipped with polarity
sensing devices to protect the charger or battery from
being damaged if improperly connected. If the bat-
tery state of charge is too low for the polarity sensor
to detect, the sensor must be bypassed for charger to
operate. Refer to operating instructions provided
with battery charger being used.
CAUTION: Charge battery until test indicator
appears green. Do not overcharge.
It may be necessary to jiggle the battery or vehicle
to bring the green dot in the test indicator into view.
After the battery has been charged to 12.4 volts or
greater, perform a load test to determine cranking
capacity. Refer to Battery Load Test in this Group. If
the battery passes the load test, the battery is OK to
use. If battery will not pass the load test, it must be
replaced. Properly clean and inspect battery hold
downs, tray, terminals, cables, posts, and top before
completing service.
CHARGING COMPLETELY DISCHARGED BATTERY
The following procedure should be used to recharge
a completely discharged battery. Unless procedure is
properly followed, a good battery may be needlessly
replaced. Refer to Battery Charging Rate Table for
proper charging time.(1) Measure the voltage at battery posts with a
voltmeter accurate to 1/10 volt (Fig. 11). If below 10
volts, charge current will be low, and it could take
some time before it accepts a current in excess of a
few milliamperes. Such low current may not be
detectable on amp meters built into many chargers.
(2) Connect charger leads. Some chargers feature
polarity protection circuitry that prevents operation
unless charger is connected to battery posts correctly.
A completely discharged battery may not have
enough voltage to activate this circuitry. This may
happen even though the leads are connected properly.
(3) Battery chargers vary in the amount of voltage
and current they provide. For the time required for
the battery to accept measurable charger current at
various voltages, refer to the Battery Charging Rate
table. If charge current is still not measurable after
charging times, the battery should be replaced. If
charge current is measurable during charging time,
the battery may be good, and charging should be
completed in the normal manner.
VISUAL INSPECTION
CAUTION: Do not allow baking soda solution to
enter vent holes, as damage to battery can result.
(1) Clean top of battery with a solution of warm
water and baking soda.
(2) Apply soda solution with a bristle brush and
allow to soak until acid deposits loosen (Fig. 12).
BATTERY CHARGING RATE
Voltage Hours
16.0 volts maximum up to 4 hours
14.0 to 15.9 volts up to 8 hours
13.9 volts or less up to 16 hours
Fig. 11 Voltmeter Accurate to 1/10 Volt (Connected)
PLBATTERY 8A - 7
SERVICE PROCEDURES (Continued)

assure gasket rails are flat. Flatten rails with a ham-
mer on a heavy steel plate if required. Gasket sur-
faces must be free of oil and dirt. Make sure old
gasket material is removed from blind attaching
holes.
FORM-IN-PLACE GASKET APPLICATION
Assembling parts using a form-in-place gasket
requires care but it's easier then using precut gas-
kets.
MopartGasket Maker material should be applied
sparingly 1 mm (0.040 inch.) diameter or less of seal-
ant to one gasket surface. Be certain the material
surrounds each mounting hole. Excess material can
easily be wiped off. Components should be torqued in
place within 15 minutes. The use of a locating dowel
is recommended during assembly to prevent smear-
ing material off the location.
The MopartSilicone Rubber Adhesive Sealant gas-
ket material or equivalent should be applied in a con-
tinuous bead approximately 3 mm (0.120 inch) in
diameter. All mounting holes must be circled. For
corner sealing, a 3.17 or 6.35 mm (1/8 or 1/4 inch.)
drop is placed in the center of the gasket contact
area. Uncured sealant may be removed with a shop
towel. Components should be torqued in place while
the sealant is still wet to the touch (within 10 min-
utes). The usage of a locating dowel is recommended
during assembly to prevent smearing material off the
location.
CRANKSHAFT SPROCKET BOLT ACCESS PLUG
An Access plug is located in the right inner fender
shield. Remove the plug and insert the proper size
socket, extension and ratchet, when crankshaft rota-
tion is necessary.
ENGINE CORE PLUGS
REMOVAL
Using a blunt tool such as a drift or a screwdriver
and a hammer, strike the bottom edge of the cup
plug (Fig. 1). With the cup plug rotated, grasp firmly
with pliers or other suitable tool and remove plug
(Fig. 1).
CAUTION: Do not drive cup plug into the casting
as restricted cooling can result and cause serious
engine problems.
INSTALLATION
Thoroughly remove all rust and clean inside of cup
plug hole in cylinder block or head. Be sure to
remove old sealer. Lightly coat inside of cup plug hole
with sealer. Make certain the new plug is cleaned of
all oil or grease. Using proper drive plug, drive plug
into hole so that the sharp edge of the plug is atleast 0.5 mm (0.020 inch.) inside the lead in chamfer
(Fig. 1).
It is in not necessary to wait for curing of the seal-
ant. The cooling system can be refilled and the vehi-
cle placed in service immediately.
ENGINE PERFORMANCE
If a loss of performance is noticed, timing belt or
chain may have skipped one or two teeth. Camshaft
and crankshaft timing should be checked. Refer to
Group 9, Engine Timing belt or chain installation.
It is important that the vehicle is operating to its
optimum performance level to maintain fuel economy
and lowest vehicle emissions. If vehicle is not operat-
ing to these standards, refer to Engine Diagnosis out-
lined is this section. The following procedures can
assist in achieving the proper engine diagnosis.
(1) Test cranking amperage draw. Refer to Group
8B, Starting.
(2) Check intake manifold for vacuum leaks.
(3) Perform cylinder compression pressure test.
Refer to Engine Diagnosis, outlined in this section.
(4) Clean or replace spark plugs as necessary and
adjust gap as specified in Group 8D, Ignition System.
Tighten to specifications.
(5) Test resistance of spark plug cables. Refer to
Group 8D, Ignition System.
(6) Test ignition coils primary and secondary resis-
tance. Replace parts as necessary. Refer to Group 8D,
Ignition System.
(7) Check fuel pump pressure at idle and different
RPM ranges. Refer to Group 14, Fuel System for
Specifications.
(8) The air filter elements should be replaced as
specified in Group 0, Lubrication and Maintenance.
(9) Inspect crankcase ventilation system as out-
lined in Group 25, Emission Control Systems.
(10) Road test vehicle as a final test.
Fig. 1 Core Hole Plug Removal
9 - 2 ENGINEPL
GENERAL INFORMATION (Continued)

DIAGNOSIS AND TESTING
WATER LEAKS
Water leaks can be caused by poor sealing,
improper body component alignment, body seam
porosity, missing plugs, or blocked drain holes. Cen-
trifugal and gravitational force can cause water to
drip from a location away from the actual leak point,
making leak detection difficult. All body sealing
points should be water tight in normal wet-driving
conditions. Water flowing downward from the front of
the vehicle should not enter the passenger or luggage
compartment. Moving sealing surfaces will not
always seal water tight under all conditions. At
times, side glass or door seals will allow water to
enter the passenger compartment during high pres-
sure washing or hard driving rain (severe) condi-
tions. Overcompensating on door or glass
adjustments to stop a water leak that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After completing
a repair, water-test vehicle to verify leak has stopped
before returning vehicle to use.
VISUAL INSPECTION BEFORE WATER LEAK
TESTS
Verify that floor and body plugs are in place, body
drains are clear, and body components are properly
aligned and sealed. If component alignment or seal-
ing is necessary, refer to the appropriate section of
this group for proper procedures.
WATER LEAK TESTS
WARNING: DO NOT USE ELECTRIC SHOP LIGHTS
OR TOOLS IN WATER TEST AREA. PERSONAL
INJURY CAN RESULT.
When the conditions causing a water leak have
been determined, simulate the conditions as closely
as possible.
²If a leak occurs with the vehicle parked in a
steady light rain, flood the leak area with an open-
ended garden hose.
²If a leak occurs while driving at highway speeds
in a steady rain, test the leak area with a reasonable
velocity stream or fan spray of water. Direct the
spray in a direction comparable to actual conditions.
²If a leak occurs when the vehicle is parked on an
incline, hoist the end or side of the vehicle to simu-
late this condition. This method can be used when
the leak occurs when the vehicle accelerates, stops or
turns. If the leak occurs on acceleration, hoist the
front of the vehicle. If the leak occurs when braking,
hoist the back of the vehicle. If the leak occurs on left
turns, hoist the left side of the vehicle. If the leak
occurs on right turns, hoist the right side of the vehi-cle. For hoisting recommendations refer to Group 0,
Lubrication and Maintenance, General Information
section.
WATER LEAK DETECTION
To detect a water leak point-of-entry, do a water
test and watch for water tracks or droplets forming
on the inside of the vehicle. If necessary, remove inte-
rior trim covers or panels to gain visual access to the
leak area. If the hose cannot be positioned without
being held, have someone help do the water test.
Some water leaks must be tested for a considerable
length of time to become apparent. When a leak
appears, find the highest point of the water track or
drop. The highest point usually will show the point of
entry. After leak point has been found, repair the
leak and water test to verify that the leak has
stopped.
Locating the entry point of water that is leaking
into a cavity between panels can be difficult. The
trapped water may splash or run from the cavity,
often at a distance from the entry point. Most water
leaks of this type become apparent after accelerating,
stopping, turning, or when on an incline.
MIRROR INSPECTION METHOD
When a leak point area is visually obstructed, use
a suitable mirror to gain visual access. A mirror can
also be used to deflect light to a limited-access area
to assist in locating a leak point.
BRIGHT LIGHT LEAK TEST METHOD
Some water leaks in the luggage compartment can
be detected without water testing. Position the vehi-
cle in a brightly lit area. From inside the darkened
luggage compartment inspect around seals and body
seams. If necessary, have a helper direct a drop light
over the suspected leak areas around the luggage
compartment. If light is visible through a normally
sealed location, water could enter through the open-
ing.
PRESSURIZED LEAK TEST METHOD
When a water leak into the passenger compart-
ment cannot be detected by water testing, pressurize
the passenger compartment and soap test exterior of
the vehicle. To pressurize the passenger compart-
ment, close all doors and windows, start engine, and
set heater control to high blower in HEAT position. If
engine can not be started, connect a charger to the
battery to ensure adequate voltage to the blower.
With interior pressurized, apply dish detergent solu-
tion to suspected leak area on the exterior of the
vehicle. Apply detergent solution with spray device or
soft bristle brush. If soap bubbles occur at a body
seam, joint, seal or gasket, the leak entry point could
be at that location.
PLBODY 23 - 3

(6) Remove front vertical guide bar through
speaker hole in inner door panel (Fig. 42).
INSTALLATION
Reverse the preceding operation. Verify door glass
alignment, adjust if necessary.
GRILLE
REMOVAL
(1) Release hood latch, open and support hood on
prop rod.
(2) Remove screws holding grille to parking lamps
(Fig. 43).
(3) Remove screw holding grille to radiator closure
panel.
(4) Separate grille from vehicle.
INSTALLATION
(1) Place grille into position on vehicle.
(2) Install screw holding grille to radiator closure
panel.
(3) Install screws holding grille to parking lamps.
HEADLINING
REMOVAL
(1) Remove screws holding sun visors to roof
header panel.
(2) Disengage wire connector from lighted vanity
mirror, if so equipped.
(3) Separate sun visors from vehicle.
(4) Remove A-pillar trim covers.
(5) Remove B-pillar trim panels, if vehicle is a 4
door.
(6) Remove (upper) quarter panel trim panels.
(7) Remove assist handles, if so equipped.
(8) Remove sun visor hooks.
(9) Remove coat hooks, if vehicle is a 4 door.
(10) If vehicle is equipped with a sunroof;
(a) Open sunroof.
(b) Remove trim welt around sunroof opening
(Fig. 44).
(c) Remove sunroof switch pod.
(d) Disconnect sunroof switch pod wire connec-
tors.
(e) Remove screw holding switch pod retainer to
roof.
(11) Remove push±in fastener at rear of headlin-
ing.
(12) Disengage dome lamp wire connector, at rear
of headlining.
(13) Remove push±in fastener holding wiring to
C±pillar.
Fig. 42 Front Guide
Fig. 43 Grille
PLBODY 23 - 19
REMOVAL AND INSTALLATION (Continued)

FUEL PRESSURE
The fuel pressure regulator controls fuel system
pressure. The PCM cannot detect a clogged fuel
pump inlet filter, clogged in-line fuel filter, or a
pinched fuel supply or return line. However, these
could result in a rich or lean condition causing the
PCM to store an oxygen sensor or fuel system diag-
nostic trouble code.
SECONDARY IGNITION CIRCUIT
The PCM cannot detect an inoperative ignition coil,
fouled or worn spark plugs, ignition cross firing, or
open spark plug cables.
CYLINDER COMPRESSION
The PCM cannot detect uneven, low, or high engine
cylinder compression.
EXHAUST SYSTEM
The PCM cannot detect a plugged, restricted or
leaking exhaust system. It may set a EGR or Fuel
system fault or O2S.
FUEL INJECTOR MECHANICAL
MALFUNCTIONS
The PCM cannot determine if a fuel injector is
clogged, the needle is sticking or if the wrong injector
is installed. However, these could result in a rich or
lean condition causing the PCM to store a diagnostic
trouble code for either misfire, an oxygen sensor, or
the fuel system.
EXCESSIVE OIL CONSUMPTION
Although the PCM monitors engine exhaust oxygen
content when the system is in closed loop, it cannot
determine excessive oil consumption.
THROTTLE BODY AIR FLOW
The PCM cannot detect a clogged or restricted air
cleaner inlet or filter element.
VACUUM ASSIST
The PCM cannot detect leaks or restrictions in the
vacuum circuits of vacuum assisted engine control
system devices. However, these could cause the PCM
to store a MAP sensor diagnostic trouble code and
cause a high idle condition.
PCM SYSTEM GROUND
The PCM cannot determine a poor system ground.
However, one or more diagnostic trouble codes may
be generated as a result of this condition. The mod-
ule should be mounted to the body at all times, also
during diagnostic.
PCM CONNECTOR ENGAGEMENT
The PCM may not be able to determine spread or
damaged connector pins. However, it might store
diagnostic trouble codes as a result of spread connec-
tor pins.
HIGH AND LOW LIMITS
The PCM compares input signal voltages from each
input device with established high and low limits for
the device. If the input voltage is not within limits
and other criteria are met, the PCM stores a diagnos-
tic trouble code in memory. Other diagnostic trouble
code criteria might include engine RPM limits or
input voltages from other sensors or switches that
must be present before verifying a diagnostic trouble
code condition.
LOAD VALUE
ENGINE IDLE/NEUTRAL 2500 RPM/NEUTRAL
2.0L SOHC 2% to 8% of Maximum Load 8% to 15% of Maximum Load
2.4L DOHC 2% to 8% of Maximum Load 7% to 15% of Maximum Load
2.5L SOHC 2% to 8% of Maximum Load 7% to 15% of Maximum Load
25 - 10 EMISSION CONTROL SYSTEMSPL
DESCRIPTION AND OPERATION (Continued)