tire DODGE NEON 2000 Service Repair Manual

MISFIRE
²Same Misfire Warm-Up StateÐ Indicates if
the misfire occurred when the engine was warmed up
(above 160É F).
²In Similar Misfire WindowÐ An indicator
that 'Absolute MAP When Misfire Occurred' and
'RPM When Misfire Occurred' are all in the same
range when the failure occurred. Indicated by switch-
ing from 'NO' to 'YES'.
²Absolute MAP When Misfire OccurredÐ
The stored MAP reading at the time of failure.
Informs the user at what engine load the failure
occurred.
²Absolute MAPÐ A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
²RPM When Misfire OccurredÐ The stored
RPM reading at the time of failure. Informs the user
at what engine RPM the failure occurred.
²Engine RPMÐ A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
²Adaptive Memory FactorÐ The PCM uti-
lizes both Short Term Compensation and Long Term
Adaptive to calculate the Adaptive Memory Factor
for total fuel correction.
²200 Rev CounterÐ Counts 0±100 720 degree
cycles.
²SCW Cat 200 Rev CounterÐ Counts when in
similar conditions.
²SCW FTP 1000 Rev CounterÐ Counts 0±4
when in similar conditions.
²Misfire Good Trip CounterÐ Counts up to
three to turn OFF the MIL.
MALFUNCTION INDICATOR LAMP (MIL)
OPERATION
As a functional test, the Malfunction Indicator
Lamp (MIL) illuminates at key-on before engine
cranking. Whenever the Powertrain Control Module
(PCM) sets a Diagnostic Trouble Code (DTC) that
affects vehicle emissions, it illuminates the MIL. If a
problem is detected, the PCM sends a message over
the PCI Bus to the instrument cluster to illuminate
the lamp. The PCM illuminates the MIL only for
DTC's that affect vehicle emissions. The MIL stays
on continuously when the PCM has entered a
Limp-In mode or identified a failed emission compo-
nent or system. The MIL remains on until the DTC
is erased. Refer to the Diagnostic Trouble Code
charts in this group for emission related codes.
Also, the MIL either flashes or illuminates contin-
uously when the PCM detects active engine misfire.
Refer to Misfire Monitoring in this section.Additionally, the PCM may reset (turn off) the MIL
when one of the following occur:
²PCM does not detect the malfunction for 3 con-
secutive trips (except misfire and fuel system moni-
tors).
²PCM does not detect a malfunction while per-
forming three successive engine misfire or fuel sys-
tem tests. The PCM performs these tests while the
engine is operating within6375 RPM of and within
10 % of the load of the operating condition at which
the malfunction was first detected.
DRB III STATE DISPLAY TEST MODE
OPERATION
The switch inputs to the Powertrain Control Mod-
ule (PCM) have two recognized states; HIGH and
LOW. For this reason, the PCM cannot recognize the
difference between a selected switch position versus
an open circuit, a short circuit, or a defective switch.
If the State Display screen shows the change from
HIGH to LOW or LOW to HIGH, assume the entire
switch circuit to the PCM functions properly. From
the state display screen, access either State Display
Inputs and Outputs or State Display Sensors.
DRB III CIRCUIT ACTUATION TEST MODE
OPERATION
The Circuit Actuation Test Mode checks for proper
operation of output circuits or devices the Powertrain
Control Module (PCM) may not internally recognize.
The PCM attempts to activate these outputs and
allow an observer to verify proper operation. Most of
the tests provide an audible or visual indication of
device operation (click of relay contacts, fuel spray,
etc.). Except for intermittent conditions, if a device
functions properly during testing, assume the device,
its associated wiring, and driver circuit work cor-
rectly.
DIAGNOSTIC TROUBLE CODES
DESCRIPTION
A Diagnostic Trouble Code (DTC) indicates the
PCM has recognized an abnormal condition in the
system.
Remember that DTC's are the results of a sys-
tem or circuit failure, but do not directly iden-
tify the failed component or components.
NOTE: For a list of DTC's, refer to the charts in this
section.
PLEMISSION CONTROL SYSTEMS 25 - 5
DESCRIPTION AND OPERATION (Continued)

SAFETY PRECAUTION AND WARNINGS
WARNING: EYE PROTECTION SHOULD BE USED
WHEN SERVICING RTM AND SMC COMPONENTS.
PERSONAL INJURE CAN RESULT.
USE AN OSHA APPROVED BREATHING DEVICE
WHEN MIXING EPOXY, GRINDING RTM AND SMC,
AND SPRAYING PAINT OR SOLVENTS IN A CON-
FINED AREA. PERSONAL INJURY CAN RESULT.
AVOID PROLONGED SKIN CONTACT WITH
EPOXY RESIN, PETROLEUM, OR ALCOHOL BASED
SOLVENTS. PERSONAL INJURY CAN RESULT.
DO NOT VENTURE UNDER A HOISTED VEHICLE
THAT IS NOT PROPERLY SUPPORTED ON SAFETY
STANDS. PERSONAL INJURY CAN RESULT.
²When holes must be drilled or cut in body pan-
els, verify locations of internal body components and
electrical wiring. Damage to vehicle can result.
²Do not use abrasive chemicals or compounds on
undamaged painted surfaces around repair areas.
Damage to finish can result.
PANEL SECTIONING
If it is required to section a large panel for an SMC
or RTM repair, it will be necessary to reinforce the
panel with epoxy structural adhesive (rigid repair
adhesive) (Fig. 2). To bond two plastic panels
together, a reinforcement must overlap both panels.
The panels must be ªV'dº at a 20 degree angle. The
area to be reinforced should be washed, then sanded.
Be sure to wipe off any excess soap and water when
finished. Lightly sand or abrade the plastic with an
abrasive pad or sandpaper. Blow off any dust with
compressed air or wipe with a clean dry rag.When bonding SMC or RTM panels, use a two-part
epoxy adhesive. Properly mix parts A and B, and
apply it to the panels being repaired. Be sure that
enough adhesive has been applied to allow squeeze
out and to fill the full bond line. Once the pieces
have been brought together, do not move them until
the adhesive is cured. The assembly can be held
together with clamps, rivets, etc. A faster cure can be
obtained by heating with a heat lamp or heat gun.
After the parts have been bonded and have had
time to cure, rough sand the seam and apply the
final adhesive filler to the area being repaired.
Smooth the filler with a spatula, wooden tongue
depressor, or squeegee. For fine texturing, a small
amount of water can be applied to the filler surface
while smoothing. The cured filler can be sanded as
necessary and, as a final step, cleanup can be done
withy soapy water. Wipe the surface clean with a dry
cloth allowing time for the panel to dry before mov-
ing on with the repair.
PANEL REINFORCEMENT
Structural repair procedures for rigid panels such
as Sheet Molded compound (SMC) or Resin Transfer
Molded (RTM) with large cracks and holes will
require a reinforcement backing. Reinforcements can
be made with several applications of glass cloth sat-
urated with epoxy structural adhesive, semirigid or
flexible repair materials should be used for semirigid
or flexible part repairs (Fig. 3) and (Fig. 4). Open
meshed fiberglass dry wall tape can be used to form
a reinforcement. The dry wall tape allows the resin
to penetrate through and make a good bond between
the panel and the epoxy adhesive. Structurally, the
more dry wall tape used, the stronger the repair.
Another kind of repair that can be done to repair
large cracks and holes is to use a scrap piece of sim-
ilar plastic and bond with structural adhesive. The
reinforcement should cover the entire break and
should have a generous amount of overlap on either
side of the cracked or broken area.
When repairing plastic, the damaged area is first
ªV'dº out, or beveled. Large bonding areas are desir-
able when repairing plastic because small repairs are
less likely to hold permanently. Beveling the area
around a crack at a 20 degree angle will increase the
bonding surface for a repair (Fig. 5). It is recom-
mended that sharp edges be avoided because the
joint may show through after the panel is refinished.
²Panel repair for both flexible and rigid panels
are basically the same. The primary difference
between flexible panel repair and rigid panel repair
is in the adhesive materials used (Fig. 6).
²The technician should first decide what needs to
be done when working on any type of body panel.
One should determine if it is possible to return the
Fig. 2 Panel Sectioning
1 ± EXISTING PANEL
2 ± NEW PANEL
3 ± PANEL ADHESIVE
4 ± BONDING STRIP
23 - 20 BODYPL
SERVICE PROCEDURES (Continued)

(12) Position patch in cutout against support
squares and adjust patch until the gap is equal along
all sides (Fig. 11).
(13) Drill 3 mm (0.125 in.) holes in the support
squares through the pre-drilled holes in the patch.
(14) Apply a coat of epoxy to the exposed ends of
the support squares (Fig. 12).
(15) Install screws to hold the patch to support
squares (Fig. 13). Tighten screws until patch surface
is flush with panel surface.
(16) Allow epoxy to cure, and remove all screws.
(17) Using a 125 mm (5 in.) 24 grit disc grinder,
grind a 50 mm (2 in.) to 75 mm (3 in.) wide and 2
mm (0.080 in.) deep path across the gaps around the
patch (Fig. 14). With compressed air, blow dust from
around patch.
(18) Apply adhesive backed nylon mesh (dry wall
tape) over gaps around patch (Fig. 15).
(19) Mix enough epoxy to cover the entire patch
area.
(20) Apply epoxy over the mesh around patch, and
smooth epoxy with a wide spreader to reduce finish
grinding. Use two to three layers of mesh and epoxy
to create a stronger repair (Fig. 16).
PATCHED PANEL SURFACING
After patch panel is installed, the patch area can
be finished using the same methods as finishing
other types of body panels. If mesh material is
exposed in the patched area, grind surface down, and
apply a coat of high quality rigid plastic body filler.
Prime, block sand, and paint as required.
REMOVAL AND INSTALLATION
GRILLE
REMOVAL
(1) Release hood latch, open and support hood on
prop rod.
(2) Remove screws attaching grille to parking
lamps (Fig. 17).
(3) Remove screw attaching grille to radiator clo-
sure panel.
(4) Remove grille from vehicle.
INSTALLATION
(1) Place grille into position on vehicle.
Fig. 10 Secure Support Squares To Body Panel
1 ± SUPPORT SQUARES
2 ± SCREWS
3 ± DAMAGED BODY PANEL
Fig. 11 Position Patch In Cutout And Align
1 ± CUTOUT
2 ± SUPPORT SQUARES
Fig. 12 Apply Epoxy To Support Squares
1 ± APPLICATOR
2 ± SUPPORT SQUARES
3 ± EPOXY
PLBODY 23 - 23
SERVICE PROCEDURES (Continued)

REAR FLOOR PAN TO REAR SUSPENSION CROSSMEMBER, SEAT AND SPARE TIRE ANCHOR
REAR FLOOR PAN TO REAR RAIL
PLBODY 23 - 103
SPECIFICATIONS (Continued)

GENERAL INFORMATION
A/C APPLICATION TABLE
Item Description Notes
Vehicle PL Neon
System expansion valve
Total Refrigerant
CapacityR134a 765 grams / 27 oz / 1.69 lbs
Total Oil Capacity ND-8 PAG oil 180 ml / 6.10 oz
Compressor Nippondenso 10S17
Freeze-up Control Fin sensor-3 wire input to PCM, evaporator mounted, cycles
clutch off below 34É F, cycles back on
above 45É F
Low psi Control opens < 14 psi, resets > 38 psi expansion valve mounted
High psi Control opens > 470 psi, resets < 370 - 330 psi compressor mounted switch
Control head manual type
Mode Door cable
Blend Air Door cable
Fresh/Recirc door vacuum actuator
Blower Motor control head switched resistor block
Cooling Fan variable speed PCM controlled ISO solid state fan relay
Clutch
Control relay PCM
Draw 2.5 amps @ 12V60.5V @ 70É F
Gap 0.014º - 0.0269
DRB IIIT
Reads TPS, RPM, A/C switch test, fin sensor
A/C & fan relays
Actuators fan & clutch relays
HEATER AND AIR CONDITIONING CONTROL
Both the heater-only and heater-A/C systems use a
combination of, electrical, cable, and vacuum con-
trols. These controls provide the vehicle operator
with a number of setting options to help control the
climate and comfort within the vehicle. Refer to the
owner's manual in the vehicle glove box for more
information on the features, use, and suggested oper-
ation of these controls.
The heater-only or heater-A/C control panel is located
to the right of the instrument cluster on the instrument
panel. The control panel contains rotary-type knobs.
There is a blower motor speed switch, mode control
switch, temperature control, and airflow control.
The heater-only or heater-A/C control panel cannot
be repaired. If faulty or damaged, the entire unit
must be replaced. The control knobs and the illumi-
nation lamps are available for service replacement.
HEATER AND AIR CONDITIONING
All vehicles are equipped with a common heater-
A/C housing assembly (Fig. 1). The system combines
air conditioning, heating, and ventilating capabilities
in a single unit housing mounted under the instru-
ment panel. On heater-only systems, the evaporator
coil is omitted from the housing and replaced with an
air restrictor plate.
Outside air enters the vehicle through the cowl top
opening at the base of the windshield, and passes
through a plenum chamber to the heater-A/C system
blower housing. Air flow velocity can then be
adjusted with the blower motor speed selector switch
on the heater-A/C control panel. The air intake open-
ings must be kept free of snow, ice, leaves, and other
obstructions for the heater-A/C system to receive a
sufficient volume of outside air.
24 - 2 HEATING AND AIR CONDITIONINGPL

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.CAUTION: The system must be completely empty
before opening any fitting or connection in the
refrigeration system. Open fittings with caution
even after the system has been emptied. If any
pressure is noticed as a fitting is loosened,
retighten fitting and evacuate the system again.
A good rule for the flexible hose lines is to keep
the radius of all bends at least 10 times the diame-
ter of the hose. Sharper bends will reduce the flow
of refrigerant. The flexible hose lines should be
routed so they are at least 3 inches (80 mm) from
the exhaust manifold. Inspect all flexible hose lines
to make sure they are in good condition and prop-
erly routed.
The use of correct wrenches when making con-
nections is very important. Improper wrenches or
improper use of wrenches can damage the fittings.
The internal parts of the A/C system will remain
stable as long as moisture-free refrigerant and
refrigerant oil is used. Abnormal amounts of dirt,
moisture or air can upset the chemical stability.
This may cause operational troubles or even seri-
ous damage if present in more than very small
quantities.
When opening a refrigeration system, have every-
thing you will need to repair the system ready. This
will minimize the amount of time the system must
be opened. Cap or plug all lines and fittings as
soon as they are opened. This will help prevent the
entrance of dirt and moisture. All new lines and
components should be capped or sealed until they
are ready to be used.
All tools, including the refrigerant dispensing
manifold, the manifold gauge set, and test hoses
should be kept clean and dry.
HIGH PRESSURE CUT OUT SWITCH
The high pressure cut out switch is located on the
rear of the compressor (Fig. 7). It turns off the com-
pressor if the system pressure exceeds 3240 kPa (470
psi).
LOW PRESSURE CUT OFF SWITCH
The Low Pressure Cut Off Switch (Fig. 8) monitors
the refrigerant gas pressure on the suction side of
the system. The low pressure cut off switch is located
on the expansion valve. The low pressure cut off
switch turns off voltage to the compressor clutch coil
when refrigerant gas pressure drops to levels that
could damage the compressor. The low pressure cut
out switch is a sealed factory calibrated unit. It must
be replaced if defective.
24 - 6 HEATING AND AIR CONDITIONINGPL
DESCRIPTION AND OPERATION (Continued)